Progress continues on the J32A2 swap into the S2000. This requires relocating the alternator to align with the pulley. ARP headstuds, Supertech valvesprings, stock headgaskets. To get to my ideal hp/wt ratio, I’d need to detune the engine quite a bit so now I’m dragging around a bunch of heavy components to support a detuned engine. Learn how your comment data is processed. Instagram: instagram.com/sectoronedesign/. This weakens the nose which supports the starter gear.
Contact me if you are interested in the brand new TL alternator and Prank Parts relocation kit. Most of the harness is made from the Acura TL Type S harness that came with the engine. I’m not against turbos at all but I really don’t like them for track use. There are aftermarket aluminum replacements but they don’t have the factory female hex detail used to hold the crank for installing and removing the pulley. The Inline Pro adapter kit comes with a starter spacer which includes a thin shim and a thick spacer. The Civic runs an Acura TL Type-S six-speed transmission. Your email address will not be published. Notify me of follow-up comments by email. Assuming 15% drivetrain loss, this would be ~330 hp (~360 hp using MCE dyno numbers) at the crank. Currently working on starter fitment, oil pan clearancing and baffling, fuel lines, exhaust, and wire harness. All that being said, the original intent to supercharge my S2000 was to give it the power needed to run with the fastest cars on track. In stock form, the headers may be OK for a drag car with lots of ground clearance but not nearly enough for my car on street or track. Final numbers: 285 whp, 232 lbs. The J-series V6 from Honda is the option I’m pursuing. This post will catch up on some work done over the past several months. and I have all sensors , actuators, relays, ECM , controllers , etc etc from the Accord . This will be a slow project as I’m currently rebuilding a Formula SAE car which I plan to race in 2017.
This means stock axles and prop shaft can be used as well. The motor will feature eBay connecting rods, Holley intake, GM coilpacks, and LSx throttle body. It dyno’d at 739 horsepower with a 64 mm turbo but on the 72 mm turbo it can make around 800-900 horsepower. Now I am at a wiring spaghetti nightmare. Total weight: 25 lbs from headers to tip. There are a couple different starters that will fit in this location including a starter for the base RSX ’02-’04 (K20A3). The engine is very compact and has no interference issues other than the oil filter which can be solved with a remote mounted oil filter. Compared to the previous engine (F22C, internally stock, Rotrex SC) on same dyno. You can also follow the progress on Instagram: @sectoronedesign, Lots of “Honda Power” in the shop at the moment. ft. SAE corrected (Red trace below). It has J32A2 heads actually, but they are about the same thing really as the J35A8 other than having 3 exhaust ports to the A8 having one. I have the body of the CRX wired for lights, horn, wipers, etc etc. It just so happens that an S2000 crank pulley fits perfectly on the end of the J32A2 crankshaft. It will bolt to a TH400 three-speed transmission with a manual valve body thanks to a Marked Motorsports adapter plate. A V6, massively turbocharged Civic is just excellence on wheels. Adding a Rotrex supercharger bumps the whole curve up but still only makes peak hp in a very limited rpm window which means 95% of the time, I’m not operating at peak power. Harness is protected with Raychem DR-25 and Raychem/Sumitomo adhesive lined heat shrink at all joints and terminations.
You said in one of the videos , you are running LS wiring and GM coils. I can also use my existing Exedy Hyper Single clutch. Completed the water plumbing.
This dyno reads about 25 whp low compared to the MCE dyno used by NASA West Coast Nationals but all I really care about is a direct comparison. I’ve been considering an engine swap for a while. Much lighter than the J32A2 aluminum intake manifold and with larger T-body opening. Learn how your comment data is processed. Several additional connectors (mostly Deutsch DTM’s) were added for fuel pressure, oil pressure, oil temperature, ethanol content sensor, AEM VDM, and AEM display. The morning I ran 189.39 it was closer to 900whp as it was running 31psi and not the 28psi in the afternoon it ran 185 (right after the 165@14psi I talked about in the video). Cut a wedge out of each megaphone and tucked them up about 1″ higher and also removed the V-bands and replaced them with Burns Stainless slip fits and clamps. It also opens up some options for other pulleys such as the Sector One Design S2000 Pro Crank Pulley, factory Honda S2000 crank pulley, or a Fluidampr pulley. But your build is clearly very well done. Adapter Plate and engine mounts needed some modifications to fit: Picked up a magnesium intake manifold from a 2009 TL SH-AWD. This spacer is one piece and includes reliefs on the backside for easy removal.
I’ll be adding diffusers to the splitter in the future. Your email address will not be published. Great build! Also, there are some clearance issues including firewall and steering rack. As an obvious sign that this project has been going on far too long… I decided to make some changes to the alternator relocation even though it would have worked beautifully and I already purchased a brand new Honda alternator, belt, and Prank Parts relocation kit.
I purchased the Prank Parts alternator relocation kit, machined the lower mount to fit the engine mounts, and replaced all the hardware. It seems more projects recently are using the Honda J-series engines for serious power. Started with a 3/8″ Baltic Birch plywood core and laminated both sides with carbon fiber/epoxy using a wet layup and vacuum bag cure. With this J-swap, we are left with an engine and transmission with no provisions for a starter. For the track, these motors have more power than I want/need. Good evening. That are also compatible with j32a2 heads? The Inline Pro transmission adaptor provides a starter mount at the bottom of the engine. Dont worry i was kidding. I’m starting with a J32A2 from a 2001-2003 TL Type-S and will likely swap in a crankshaft from the MDX 3.7 and 3.5 rods and pistons at some point to create a 3.6 liter high compression motor. Progress continues on the J32A2 V6 swap into the S2000. Lots of orders to Prowire USA for supplies. I designed this baffle to bolt to the block using the windage tray mounting screws with standoffs. Added some heat shielding to the engine bay to protect brake lines.
That is just totally sick, man. This post will catch up on some work done over the past several months. There is also a horizontal trap door integrated into the rubber sheet to allow oil to drain into the sump but block oil from escaping the sump under slosh conditions. Are these engines that underrated or was the OEM exhaust manifold that restrictive? You will have to do some custom stuff to the cam gear so it reads correctly other than that its kind of straight forward, get the generic LS harness and disable 2 of the coils.
It’s been done many times, the motors are powerful, light, and compact. The starter hangs slightly below the oil pan but is protected by the subframe and X-Brace. 285 whp is pretty impressive considering the engine is internally stock and was rated at 260 crank hp. Your email address will not be published. Supra Mk3 with a 700+ hp Twin-Turbo 2.7 L Radical V8, Toyota MR2 with a 1046 whp Turbo 3S/5S Inline-Four Goes 8.31 sec, Mitsubishi Pajero Evo with a Supercharged LTx V8 Update. I know, cannibalize Accord/Acura Coupe sales, but if they’d done only the Type R, that shouldn’t have been a problem.
The relocation solution was great but I was not happy with the factory crank pulley. The first event was the Global Time Attack race at the Ridge Motorsports Park which has a few big compressions and I was concerned that I’d grind through the exhaust by the end of the weekend. The S2000 alternator is slightly smaller and lighter than the base TL alternator that I was using and the pulley diameter is designed to work with the S2000 crank pulley diameter so a new upper and lower bracket was designed, printed for fit check, and then machined out of aluminum. V8 to V6 , different firing order , different cam and crank signal waves. Acuity Podium Oil Cap I’m not one to buy fancy engine dress up parts but this oil cap impressed me with the quality and intelligent design features. This site uses Akismet to reduce spam. Once done, I realized with the slips at the merge collectors, slips at the header-to-B-pipe, and slips at the 2-to-1 merge collector, it was impossible to install the exhaust. We stripped the harness and used the factory wire and connectors whenever feasible. The orientation of the starter requires grinding the nose of the starter down to clear the flywheel. A few stainless steel mandrel bends, a 2-to-1 merge collector, some tig welds, and b-pipe grafted to old 3″ exhaust. This kit drops the alternator down to where the AC compressor once lived. This is still a fairly rare swap and not well documented so lots of this project will require custom solutions. It would scrape on bumpy roads and any sort of crown or steep threshold. An LS swap makes a lot of sense. Turbo lag, throttle response, heat, etc all add up to frustration for me. Makes me wonder why Honda didn’t stuff the V6 into the Type R, which would’ve been great. Fabricated an ECU mounting plate that allows the AEM Infinity to drop into the factory location. Unfortunately, there isn’t much room to add a baffle with trap doors so instead, a baffle was designed to prevent the oil from sloshing up the side walls and out of the sump. I’m sure 4th gear pulls would be better but that gets a little dicey on public streets. Many hours of labor. This post is out of order and will catch up on some work recently completed. The F20C/F22C is an absolutely amazing engine; engaging to drive and responds well to forced induction.
Ultimately, I’m hoping for around 325 whp and lots more torque than I currently have with the supercharged F22C. I am somewhat doing the same project besides my J series VTEC is in the rear of a 1989 Honda CRX. The pulley is large and heavy and I try to reduce MOI wherever possible. At the 2016 Pikes Peak Airstrip Attack the Civic set a 189.39 mph trap speed on 900 horsepower and 31 psi of boost.
The V6 power starts dropping at 7,000 rpm due to head flow and cams. Take for example this fifth-generation Honda Civic built by English Racing in Camas, Washington. Mounted the transponder to the differential mount. Project J35A S-10 is building a 1989 Chevy S10 truck for drag racing using a turbocharged 3.5 L Honda J35A V6. The factory inline-four has been replaced with a 3.5 L J35 V6 from a 2002 Honda Odyssey.
Right on! This is a single belt pulley and much smaller in diameter.
Got a question for you . 140 mph through turn 1 at Pacific Raceways is scary enough. Some of the advantages include the ability to use the S2000 transmission (which is one of my favorites ever) and differential which has been reinforced to handle increased power. I did find some phantom knock on cylinder 1 so I replaced the OEM knock sensor with a Bosch Flat Response. I am actually really happy with the current speed of the car and have no desire to have higher top speeds. Installed clutch and assembled transmission (hopefully for the final time). Required fields are marked *. We offer shirts on Spreadshirt and Amazon. No replacement for displacement – as they say.
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