Honda J35A8 Specifications
| Engine Model: Honda J35A8 |
| Engine Type: 4-cycle 6-cylinder SOHC 24-valve VTEC liquid-cooled gasoline |
| Total Displacement: 211.8 cu.in (3.47 L) |
| Rated Engine Power: 286 Hp (213 kW) at 6200 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
____________________________________________________________________________________
The Honda J35A8 is a naturally aspirated 3.5-liter V6
engine, representing the pinnacle of performance-oriented development within
Honda’s J-series family. Introduced in 2004 for the 2005 model year, this engine
was engineered to deliver high specific output without the complexity of forced
induction. Its architecture is defined by a 60-degree V-angle and all-aluminum
construction, a design philosophy focused on reducing mass while maintaining
structural rigidity.
The Honda J35A8 is distinguished by its absence of Variable Cylinder Management
(VCM), a fuel-saving technology found on many other J-series variants. This
decision, coupled with the use of high-strength internal components, positions
the engine as a robust powerplant favored for its consistent power delivery and
durability. The engine garnered significant acclaim, securing a place on the
Ward’s 10 Best Engines list multiple times (2005, 2008, 2009). It served as the
premier powerplant for Acura’s flagship RL sedan and the high-performance TL
Type-S, solidifying its reputation as one of the most potent and reliable
naturally aspirated V6 engines produced by Honda.
The J35A8 displaces 3,471 cc or 211.8 cu.in. Its architecture is based on a
60-degree V6 layout, configured for transverse mounting in front-wheel-drive and
all-wheel-drive vehicle platforms. The valvetrain utilizes a Single Overhead
Camshaft (SOHC) per cylinder bank, operating four valves per cylinder for a
total of 24 valves. This system is augmented by Honda’s VTEC (Variable Valve
Timing and Lift Electronic Control) system, which switches between low-lift and
high-lift cam profiles to optimize low-end torque and high-rpm power.
Displacement: 3,471 cc (211.8 cu.in)
Bore: 89.0 mm (3.50 in)
Stroke: 93.0 mm (3.66 in)
Compression Ratio: 11.0:1
Maximum Power: 213 kW (286 hp) @ 6,200 rpm
Maximum Torque: 347 Nm (256 lb-ft) @ 5,000 rpm
Engine Redline: 6,800 rpm
Rev Limiter: 7,200 rpm
Valvetrain: SOHC, 24-valve with VTEC (intake valves)
Firing Order: 1-2-3-4-5-6
Ignition System: Electronic, coil-on-plug with individual ignition coils for
each cylinder.
The cylinder block is constructed from cast aluminum
alloy with cast-iron cylinder liners. This open-deck design minimizes weight
while ensuring adequate cooling around the cylinder bores. The block
architecture is reinforced with a deep skirt and a structural aluminum oil pan
that acts as a lower crankcase brace, significantly enhancing the overall
rigidity of the engine assembly.
To withstand the high specific output of 213 kW (286 hp), the rotating assembly
incorporates high-strength materials. The crankshaft is a forged steel unit with
induction-hardened journals, supported by six main bearings. The connecting rods
are also forged steel. While earlier performance-oriented J-series engines
featured fully forged pistons, the J35A8 utilizes high-strength, cast-aluminum
pistons with a low-friction molybdenum disulfide coating on the skirts. The
pistons are fitted with full-floating piston pins. The compression height is
optimized for the 11.0:1 compression ratio.
The cylinder heads are cast from aluminum alloy and
feature a cross-flow design to maximize volumetric efficiency. The combustion
chamber is a pentroof design, promoting rapid flame propagation and allowing for
the high compression ratio. The intake ports are designed with a straight,
large-diameter path to maximize airflow in the high-rpm range, while the VTEC
system employs a secondary, smaller intake port that generates swirl at low
engine speeds to enhance combustion stability.
The valvetrain utilizes the VTEC system on the intake valves. The system employs
three rocker arms per cylinder: a primary intake rocker, a secondary intake
rocker, and a high-lift rocker arm. A hydraulically actuated locking pin engages
the high-lift rocker at a predetermined engine speed (approximately 4,800-5,000
rpm), providing increased valve lift and duration.
The exhaust valves are actuated by conventional roller rocker arms. The cylinder
heads incorporate a one-piece exhaust manifold cast directly into the head. This
integrated design reduces component count, eliminates exhaust manifold gasket
failures, and accelerates catalytic converter light-off for reduced cold-start
emissions. Valve Material: Intake and exhaust valves are forged steel. Intake
valves are chrome-plated; exhaust valves are Inconel-coated for high-temperature
durability.
Valve Diameter (Intake): 35.0 mm (1.38 in)
Valve Diameter (Exhaust): 30.0 mm (1.18 in)
Intake Valve Lift (Low): 9.2 mm (0.36 in)
Intake Valve Lift (High): 11.5 mm (0.45 in)
Intake Valve Duration (High): 270 degrees
The fuel system is Honda’s PGM-FI (Programmed Fuel
Injection), a multi-point, sequential fuel injection system. Each cylinder is
served by its own fuel injector, which is mounted in the intake manifold runner
and sprays fuel directly toward the back of the intake valve. The system
operates at a constant fuel pressure of 3.5 bar (50.8 psi).
The fuel delivery is managed by a 32-bit Engine
Control Unit (ECU) that processes data from the Mass Air Flow (MAF)
sensor, manifold absolute pressure (MAP) sensor, throttle position
sensor, and heated oxygen sensors to calculate precise injection
duration. The system operates in closed-loop mode during normal driving
conditions to maintain a stoichiometric air-fuel ratio of 14.7:1 for
optimal catalytic converter efficiency and fuel economy.
The lubrication system is a fully pressurized, wet-sump
design. A gear-type oil pump, driven directly by the crankshaft, is integrated
into the front of the cylinder block. The oil pump rotor is made from sintered
metal for durability. The system incorporates a water-cooled oil cooler, mounted
on the oil filter housing, which stabilizes oil temperature during high-load
operation.
Oil Capacity (with filter): 5.6 L (5.9 qt).
Oil Pressure (at idle): 70 kPa (10 psi) minimum.
Oil Pressure (at 3,000 rpm): 350-450 kPa (51-65 psi).
Recommended Viscosity: 5W-20, meeting API Service SM or higher.
Oil Pan: Constructed from cast aluminum, serving as a structural member to
enhance engine rigidity.
The cooling system is a pressurized, closed-loop design
with a cross-flow radiator. The water pump is centrifugal type, driven by the
timing belt. The system features a dual-stage thermostat that begins opening at
78°C (172°F) and is fully open at 90°C (194°F). Coolant flow is directed through
the integrated exhaust manifold passages in the cylinder heads to manage thermal
loads effectively.
Coolant Capacity (engine and radiator): 9.5 L (10.0 qt).
Coolant Type: Honda Long-Life Antifreeze/Coolant Type 2 (silicate-free).
Radiator Cap Pressure: 108-127 kPa (15.7-18.4 psi).
Cooling Fan Activation: The electric cooling fans are controlled by the ECU
based on inputs from the Engine Coolant Temperature (ECT) sensor, activating at
93°C (199°F).
| Intake and Exhaust Systems |
Intake System: The engine utilizes a variable-length
intake manifold (VLIM). The manifold contains a set of internal butterfly valves
that can alter the effective length of the intake runners. At low rpm, the
valves are closed, creating longer runners that promote high air velocity and
torque. Above 4,800 rpm, the valves open, creating shorter runners that reduce
intake restriction and maximize peak horsepower. The throttle body is a 65 mm
(2.56 in) drive-by-wire (electronic) unit.
Exhaust System: The exhaust system features stainless steel construction with a
dual-path design on the Acura TL Type-S. The integrated exhaust manifold in the
cylinder head routes exhaust gases to a close-coupled catalytic converter to
minimize light-off time.
Active Control Engine Mount System (ACM): The J35A8 is
equipped with an Active Control Engine Mount system to counteract engine
vibration. The front and rear engine mounts contain hydraulic actuators. The ECU
monitors engine speed and load, and at idle and low speeds, it sends a control
signal to these mounts to generate counter-vibration waves, effectively
canceling the inherent vibrations of the 60-degree V6 configuration.
Emissions Control: The engine is equipped with an Exhaust Gas Recirculation
(EGR) system that routes cooled exhaust gases back into the intake manifold to
reduce combustion temperatures and suppress NOx formation. Evaporative emissions
are controlled by a sealed fuel system with a charcoal canister and a purge
control solenoid.
Overall Length: 675 mm (26.6 in)
Overall Width: 710 mm (28.0 in)
Overall Height: 685 mm (27.0 in)
Dry Weight (complete engine): 165 kg (364 lb)
Weight (long block): 138 kg (304 lb)
Spark Plug Type: NGK IZFR6K-11S or DENSO SKJ20DR-M11S.
Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in).
Spark Plug Replacement Interval: 160,000 km (100,000 miles).
Timing Belt Replacement Interval: 160,000 km (100,000 miles) or 7 years.
Valve Clearance (Intake, cold): 0.20-0.24 mm (0.008-0.009 in).
Valve Clearance (Exhaust, cold): 0.28-0.32 mm (0.011-0.013 in).
Engine Oil Change Interval: 8,000 km (5,000 miles) under severe conditions; up
to 12,000 km (7,500 miles) under normal driving with full synthetic oil. Coolant
Replacement Interval: 160,000 km (100,000 miles) or 10 years, then every 80,000
km (50,000 miles) or 5 years thereafter.
Valve Clearance Adjustment Interval: 160,000 km (100,000 miles); the VTEC system
requires mechanical adjustment of the valve clearances using a specific feeler
gauge and adjustment screw.
Cylinder Head Bolts (M11 x 1.5): Step 1: 29 Nm (21
lb-ft); Step 2: 90-deg turn; Step 3: 90-deg turn.
Main Bearing Cap Bolts (M10 x 1.25): Step 1: 29 Nm (21 lb-ft); Step 2: 90-deg
turn.
Connecting Rod Cap Bolts (M8 x 1.0): Step 1: 20 Nm (14 lb-ft); Step 2: 90-deg
turn.
Camshaft Bearing Cap Bolts (M6 x 1.0): 12 Nm (9 lb-ft)
Intake Manifold Nuts/Bolts: 23 Nm (17 lb-ft)
Exhaust Manifold-to-Cylinder Head Nuts: 23 Nm (17 lb-ft)
Flywheel/Flexplate Bolts (M10 x 1.0): 74 Nm (55 lb-ft)
Spark Plugs: 18 Nm (13 lb-ft)
Oil Pan Bolts (M6 x 1.0): 12 Nm (9 lb-ft)
Water Pump Bolts (M6 x 1.0): 12 Nm (9 lb-ft)
Engine Mount Bracket-to-Block Bolts (M10 x 1.25): 44 Nm (32 lb-ft)
The Honda J35A8 engine was
utilized in the following performance and luxury vehicle models:
2005-2008 Acura RL: Served as the exclusive powerplant for the flagship sedan.
In this application, it was paired with Honda’s Super Handling All-Wheel Drive
(SH-AWD) system. The engine produced 213 kW (286 hp) and 347 Nm (256 lb-ft) in
this configuration.
2007-2008 Acura TL Type-S: Installed in the performance-oriented variant of the
TL sedan. This application featured a more aggressive intake tuning and a
freer-flowing dual exhaust system, resulting in a factory-rated output of 213 kW
(286 hp) and 347 Nm (256 lb-ft) with a 6-speed manual transmission or a 5-speed
automatic.
2004-2013 Honda Legend: The international and Japanese market equivalent of the
Acura RL. The J35A8 was utilized in this model throughout its production cycle,
providing the same power output as the North American RL.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
