BROlando

Well...if OP is doing this from scratch anyway...virtually any time you install a clutch with a heavier plate than stock (more clamp load), you should bypass the clutch interlock.

It takes a few mins.

You splice into the factory clutch interlock switch wires and install a push button switch. That way, you don't have to push in the clutch pedal to start the car. But the push button prevents completely accidental starting of the car. You still gotta remember to take it out of gear...but having to push the button should remind you.

Easier than replacing the engine.

Its also good practice (with any clutch) to only push the pedal when you need to shift. Don't hold it in at stoplights, etc. Consider this more with a heavier clamp load clutch.

WDPanda

when you compare it to 1867, that leads me to believe you have air in the clutch lines or the fluid is old.
I was thinking a little while back how i like exactly where the TL engages vs the modern cars, which engage so high.

horseshoez

iTrader: (2)

I have a question on the J35A6 Oddy motor; after poking around for information on the J35s I've been led to believe one will not be able to fit either the 3G TLs J32A3 heads or heads from an early J35A3 RL motor
to the J35A6 without replacing the pistons due to not enough valve relief.

So, if one was to find say a J35A6 Oddy short block and transplant the rods, pistons and heads from a J35A3 RL motor, I'm thinking the result would be a 290 HP bolt in motor for the 2004-2006 TLs with the J32A3. Yes, no?

teh CL

iTrader: (1)

Just to clarify things & to make sure we're all on the same page, the J35A3 is out of a 01-02' MDX, the J35A8 is out of the 05-08 RL/07-08 TL-S. We want nothing to do with the J35A3.

I did some digging & your best bet is still a complete J35A6. The J35A6 & the 04-06 J32A3 share the same:

- Cylinder heads (12100-RDJ-305)
- Exhaust/Intake valves (14721-P8E-A00/14711-P8E-A00)
- Exhaust/Intake springs (14762-P8E-A02/14761-P8E-A02)
- Cams (14100-RGL-A00/14200-RGL-A00)

Not gonna lie, didn't see the cams being the same
​​​​​​
With that said, there would be no reason to swap heads at all unless you wanted to upgrade to the better flowing/higher lift RL/TL-S heads/cams.

The only "downside" to the J35A6 is that the compression ratio is 10:1 vs 11:1 in the J32A3/J35A8. So the J35A6 wouldn't make as efficient power with mods compared to the higher compression motors but I don't think you'll be too far off that 290hp number.

The J35A6 definitely isn't struggling to put power down, I can tell you that..

zeta

iTrader: (1)

^

teh CL, keep up the good work.

It seems that 'cracks' are beginning to appear in the staunch 'non-convertible' engine swap veneer of horseshoez.

horseshoez

iTrader: (2)

Hmmm, not quite sure I understand. My original argument was in favor of the higher strung J32A3 (as in higher HP at the expense of some torque), however, if a J35 Oddy block with RL heads and internals can be fitted with relative ease resulting in an all around more powerful 290 HP motor, yeah, I might want to go that route some day.

horseshoez

iTrader: (2)

Hmmm, per a chart I found, the J35A3 was found in the following cars:
2005-2008 RL -- 290 HP -- 256 Torque
2001-2002 MDX -- 240 HP -- 245 Torque

The above said, I checked a different source and it says the 2005-2008 RL used a J35A8, this confirms what you wrote above.

So basically, if I revise my original post and swap out the J35A3 reference to a J35A8, it is conceivable the full 290/256 can be had. Such a Frankenengine would effectively be an Odyssey J35A6 bare block with everything else being sourced from a J35A8.

Not at all sure I would ever do it, I have a pretty darn full schedule these days, maybe some day after I retire.

teh CL

iTrader: (1)

There should be no reason that you couldn't hit those numbers since it would be a full out J35A8, just in a first generation J series block. Interesting idea no doubt.

Now would that be worth it? Absolutely not. Unless of course you'd be doing 100% of the work & tearing down/assembling a motor, plus manage to find parts for a decent price to warrant such a build.

If your equipped/skilled to do that then all the power to you. If not & you still want to have that magical 290hp number, grab a cheap J35A8 & purchase a Type S clutch case (think they're like 300 new) to swap onto your 6spd trans. You'll definitely come out ahead price wise & won't have to deal with building a motor unless you REALLY want to.

End of the day, it's a lot of work just to avoid a simple J35A6 swap.

horseshoez

iTrader: (2)

Yeah, well the motor build would be the point; I see zero benefit to doing a straight up J35A6 swap, the J32A3 in my TL is very strong and uses hardly any oil during a 7,500 OCI. I haven't built a Frankenmotor since, geez, the early 1980s, and that was a small block 340 Mopar using Direct Connection parts; if I recally correctly the result was a 355 engine with the (then) legendary W2 heads. I put the motor into a 1967 Barracuda Fastback with a New Process 4-Speed and a Hurst shifter with Reverse Lockout.

I figure I've got somewhere between five and twelve years before I retire depending on my job situation and my retirement funds, and I might start nosing around for parts over the next few years.

Then again, time depending, switching to the J35A8 with a new clutch case might certainly be an option if I can find the right engine. Back at'cha!

TacoBello

TacoBello

DMZ

Barely broken in? That means my 288K mile old engine in still an adolescent!

.
.

teh CL

iTrader: (1)

I've been curious about that as well but never really bothered with it. Would love to run it against a 6MT Type S, would be a great test. Definitely won't be blown away, I can tell you that. Maybe I'll try to find a cheap dyno day before the season is over.

Also, ZERO issues with the car since the swap was completed, ecu adjusted to the new motor like it was another day at the offic​​​​​​e.

I'm not really much for getting near the red line at all but during some highway pulls, I've been using the stock TL red line & there's no steam being lost.

Chad05TL

why not a 3.7 TL engine from a 2012 TL ?

ohnoitspiter

while you're not wrong, this thread is over 3 years old lol.

For those that want to know.. if you have an 07-08 TL Base or Type S (auto or manual) you can use

1. J37A1 (07-09 MDX) Direct bolt-on
2. J37A1 (10-13 MDX). J37A2 (later gen RL), J37A4 (AWD TL), you'll have dual VTEC on the A2 and A4, but its not a complete bolt-on. you have to move some things from your old motor for it to work and you'll need 09-14 TL Pcds or cats
3. J35Z6 (Base 4th gen TL, V6 TSX), J35Z3 (08-12 Accord) you have to move some things from your old motor for it to work and you'll need 09-14 TL Pcds or cats

Chad05TL

is there a horsepower/torque difference between the J37A1 , J37A2 and J37A4 ??

Chad05TL

here we go.

J37A1

• 2007-2013 Acura MDX
• Revised bellhousing
• Displacement: 3.7 L; 223.6 cu in (3,664 cc)
• Bore and stroke: 90 mm × 96 mm (3.54 in × 3.78 in)
• Compression: 11.0:1 (2007-2009); 11.2:1 (2010-2013)
• Power; torque: 300 hp (224 kW) at 6000 rpm; 275 lb⋅ft (373 N⋅m) at 5000 rpm (2007-2009)
• Power; torque: 300 hp (224 kW) at 6300 rpm; 270 lb⋅ft (366 N⋅m) at 4500 rpm (2010-2013)
• Valvetrain: 24v SOHC VTEC
• Fuel control: Multi-point fuel injection; PGM-FI

J37A2

• 2009-2012 Acura RL
• Displacement: 3.7 L; 223.6 cu in (3,664 cc)
• Bore and stroke: 90 mm × 96 mm (3.54 in × 3.78 in)
• Compression: 11.2:1
• Power; torque: 300 hp (224 kW) at 6300 rpm; 271 lb⋅ft (367 N⋅m) at 5000 rpm
• Valvetrain: 24v SOHC VTEC (intake and exhaust)
• Fuel control: Multi-point fuel injection; PGM-FI

J37A4

• 2009-2014 Acura TL SH-AWD
• Displacement: 3.7 L; 223.6 cu in (3,664 cc)
• Bore and stroke: 90 mm × 96 mm (3.54 in × 3.78 in)
• Compression: 11.2:1
• Power; torque: 305 hp (227 kW) at 6300 rpm; 273 lb⋅ft (370 N⋅m) at 5000 rpm
• Valvetrain: 24v SOHC VTEC (intake and exhaust)
• Fuel control: Multi-point fuel injection; PGM-FI

Chad05TL

uh oh.. look what I found.. bore it out, put on some low resistance lifters, and super charge.. and what else.. ? hmmm

maybe get rid of the Vtec and install your own custom system.. Just use the block.

https://dallas.craigslist.org/ftw/pt...289219100.html

ohnoitspiter

You wouldn't want to do anything else to the block. Just use it as is with bolt ons. If you want to boost it, it'll take it. Someone has thrown 14psi at a stock j37a1 and made 570whp

Chad05TL

the 3.2 has more HP? I think Acura has the 3.5 rated higher, right? Am I missing something..?
By the way, how do you know if your 3.2 is v1, v2 or v3?

horseshoez

iTrader: (2)

Disclaimer: You quoted a post of mine from over four years ago; a time when I was just wrapping my brain around the various idiosyncrasies of the J-Series engines.

The engines I believe I was referring to were the 2004-2006 vintage J32A3 compared to the J35A6 from the 2005-2006 EX and LX Odyssey minivans and/or the 2005 Pilot. Here are the published power numbers for the engines:

J32:
2004 J32A3: 270/238
2005 J32A3: 270/238
2006 J32A3: 258/233

J35:
2005 J35A6: 255/250
2006 J35A6: 255/250

Regarding the published numbers, my understanding is the J32A3 was re-rated in 2006 (with no changes to the engine) to a more standard (ASE if I remember correctly) way of measuring the output; the J35A6 started out with the same measurement as the 2006 J32 used. Said another way, the J32A3 has a whopping 3 more horsepower and 17 less pound-feet of torque compared to the J35A6; my assumption here is the difference is due to the higher RPM redline for the J32. Then again, the anecdotal reports here and on other forums strongly suggest the J35A6 is more powerful than its rating.

Final comment, the above engines all have the older engine to transmission interface; 2007 and 2008 J32A3 engines are virtually identical to the earlier vintages, except they have the newer transmission interface.

Chad05TL

This website says the 2007/8 J35 TL Type-S is 286hp / 256ft#
https://owners.acura.com/vehicles/information/2008/TL/specs?src=specs#mid^UA7668KW

horseshoez

iTrader: (2)

The 2007-2008 TL Type-S uses a J35A8 engine, an engine which does not easily bolt into the 2004-2006 cars; different transmission interface. If you want to easily swap to a J35 into one of the older 3G TLs the only option is a J35A6 which has the power numbers I quoted above.

Chad05TL

So if a person gets the J35A8 then get the subframe too?

619rcr

subframe has nothing to do with it...
bellhousing bolt pattern

Chad05TL

all he said is that it does not bolt on easily to the 2004-2006 cars. I already know about the transmission. So I assume he means the engine mounts.. and maybe the tranny mounts too, since the tranny is different..

you know the real problem with upgrading from J32A3 to the J35A8 ? It's simply not worth it for the gains. Its better to just buy a different car..
$8000
https://dallas.craigslist.org/dal/pt...399398262.html

619rcr

yeah sure, get another more expensive car if you want. i spent too much on my 6MT tls, it's really not that fast in stock form. My project 6ga with supercharged 1st gen j32a2, blows away the type s performance wise, even with over 225k miles. I also have a j35a8 motor that eventually I will put to use either to upgrade the 6GA or as a refresh for the TLS.

horseshoez

iTrader: (2)

Over the years you've had a habit of either misquoting me or quoting me out of context; I very specifically said the engine does not bolt to the transmission.

Chad05TL

Well ok.. but you did say this, then semicolon; addlib.. but if the bell housing doesnt fit, then it wont work AT ALL. It's not: "easily doesnt quite bolt on". Haha so I would have reworded that statement because I'm a genius of course.

Chad05TL

I already know about the transmission as I said above... but you did say this, then semicolon; addlib.. but if the bell housing doesnt fit, then it wont work AT ALL.
It's not: "easily doesnt quite bolt on". Haha The transmission and the "car" is not the same thing. Can you even replace the engine without pulling the transmission too? Its all 1 unit. not like those old GM's. But I never done it. So I dont know
so I would have reworded that statement because I'm a genius of course.