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Old October 5th, 2014, 10:31 PM   #1
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J32A3 Stroked and Bored to 3.7 Liter Project

So currently I am the owner of a beautiful 2004 Accord V6 6 Speed Coupe


I've had it for about 6 months and love it! Well long story short I was being a dumbass one day and misshifted into second from some hard driving and from there basically new it was time for a new motor. I kept driving the accord even though it was giving me the misfire codes from all cylinders as well as the random misfire code. I could hear a tick from my top end too but never got around to looking further into it as much as I wanted to cause I just didn't have time at the time. I had finally found an unmolested J32A3 that I purchased and continued my research. As I kept driving the accord it finally came to the point where the engine started knocking from the bottom end and at the point it was time for me to stop driving it and start working on this project. So the following is what I plan on doing with the J32A3 motor before I swap it in.

Cleaned & Sleeved J32A3 Block Bored by 1mm(90mm total) W/ Piston oil Squirters
J37 OEM Crankshaft(from 07-09 MDX)
J37 OEM Bearings
J37 Rods(looking at Pauter)
J37 90mm Wiseco 11:1 CR Pistons
MLS 90mm Head Gasket
ARP Head Studs
J37A4 PnP Heads with full Supertech Valvetrain
J37A4 PnP IM, Runners & TB
Gates Racing Timing Belt & Water Pump Kit
Unorthodox Underdrive Pulley W/ Gates Belt

So basically my total displacement will be 3.7 Liters tuned with a TL-S MT ECU connected to FlashPro. Once the motor is finished I will be running it all motor for a while up until next fall where I plan on giving it some boost. I will also be running my stock tranny for now but in the works of purchasing a 6mt W/ LSD & Axles from a 06 TL with low miles. As I am still collecting parts I still do have questions that are unanswered and will appreciate all the help I can get.

Are the J37A4 Heads with the Dual VTEC directly bolted on with the J32A3 Bottom End?
With the J37A4 Heads & IM, Runners, TB will any extra wiring need to be done or will my J30A4 Harness work just fine with the J32A3 Bottom End and J37A4 Top End?
Is the 07 Tl-S MT ECU directly plug and play with the Hondata Harness?
Is there anything else that I am missing for the build that I might need?
Any Suggestions?
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Old October 6th, 2014, 08:58 AM   #2
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Hey can u show how u tapped into the oil gallery for the oil squirter.
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Old October 6th, 2014, 08:59 AM   #3
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Hondata just needs immobilizer programming.
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Old October 6th, 2014, 04:41 PM   #4
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If boost is in your future at all why go for 11:1 instead of something around 9:1.the J is not timing friendly in the first place and you will be artificially limiting your power potential by using that high of cr. Also, you didn't list cams, or I missed them. What is the rationale for that high of a cr if you are running stock cams?
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Old October 6th, 2014, 04:43 PM   #5
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I've seen 12:1 j make 700+
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Old October 6th, 2014, 05:15 PM   #6
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Build looks good, minus the J37a4 heads. They simply won't work. Keep us in tune with progress.
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Old October 6th, 2014, 05:29 PM   #7
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I've seen 12:1 j make 700+
Because it's SOOO easy to do right? Tony_the_tiger made 700+ on 12.5:1 - does that make it the best scenario, or ideal? Also, his 94oct. numbers were with meth and it only made 650. It took 114 octane to make 750. So, over 100 HP was left on the table by running that high of a CR.

Why put the motor at a disadvantage from the getgo if it is being designed with boost in mind? Sure, newer OEM motors may have 11:1 or even higher on a turbo, but they are typically direct injected, which changes the game. For a port injected engine that will see boost, I wouldn't go above 9.5:1. I've seen some B series run 10:1, but they have to run reduced timing, making the motor lazy.

For the J engine, I wouldn't want to run more than 9:1 knowing how bad these motors knock in stock form. Now, if you want to run E85 all the time, you might even surpass MBT at 11:1, but not everyone has access to it, and fueling requirements increase greatly.
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Old October 6th, 2014, 05:35 PM   #8
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I think 10:1 will be safe but completely agree with the above ^ post.

What is your HP goal F/I ?
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Old October 6th, 2014, 05:37 PM   #9
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Dynamotorsports in Toronto.
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Old October 6th, 2014, 05:39 PM   #10
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Because it's SOOO easy to do right? Tony_the_tiger made 700+ on 12.5:1 - does that make it the best scenario, or ideal? Also, his 94oct. numbers were with meth and it only made 650. It took 114 octane to make 750. So, over 100 HP was left on the table by running that high of a CR.

Why put the motor at a disadvantage from the getgo if it is being designed with boost in mind? Sure, newer OEM motors may have 11:1 or even higher on a turbo, but they are typically direct injected, which changes the game. For a port injected engine that will see boost, I wouldn't go above 9.5:1. I've seen some B series run 10:1, but they have to run reduced timing, making the motor lazy.

For the J engine, I wouldn't want to run more than 9:1 knowing how bad these motors knock in stock form. Now, if you want to run E85 all the time, you might even surpass MBT at 11:1, but not everyone has access to it, and fueling requirements increase greatly.
Race gas on turbo with a tune always makes more power. Think of those supra for example
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Old October 6th, 2014, 08:14 PM   #11
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Quote:
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Hey can u show how u tapped into the oil gallery for the oil squirter.
I haven't done it yet but I have pictures from someone elses build that did. I'll upload them here once I find them.

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Originally Posted by screaminz28 View Post
If boost is in your future at all why go for 11:1 instead of something around 9:1.the J is not timing friendly in the first place and you will be artificially limiting your power potential by using that high of cr. Also, you didn't list cams, or I missed them. What is the rationale for that high of a cr if you are running stock cams?
I will be running e85 all the time and plan on using the same cams that come with the j37A4
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Build looks good, minus the J37a4 heads. They simply won't work. Keep us in tune with progress.
Could you please tell me why they won't work?
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Old October 6th, 2014, 08:34 PM   #12
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Race gas on turbo with a tune always makes more power. Think of those supra for example
Lol, great response. It shows a complete lack of understanding of the subject but yeah look at those those supras.

OP, what is your power goal? For E, you'll want a good fuel system all the way. I assume the av6 is returnless like the TL. You'll want to run a return line for sure. With E on that motor with a good turbo, 600 hp should be easy.
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Old October 6th, 2014, 08:55 PM   #13
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Lol, great response. It shows a complete lack of understanding of the subject but yeah look at those those supras.

OP, what is your power goal? For E, you'll want a good fuel system all the way. I assume the av6 is returnless like the TL. You'll want to run a return line for sure. With E on that motor with a good turbo, 600 hp should be easy.
Hey now lets be nice! But My power goal is to hit 650-700hp. I will definitely not be cheaping out on the fuel system. And yes you are correct it is returnless so I will be having a return line for sure. Was thinking of going with Walbro 255lph, 750cc injectors, Stainless Steel Fuel Lines, and Aeromotive FPR.
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Old October 6th, 2014, 09:45 PM   #14
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^That's essentially the same setup I have going right now although I went with a Stealth 340 pump over the walbro and I'm running 725cc injectors from Injector Dynamics. Just make sure you verify the injectors aren't too tall. I was forced to go with ID because the ones the shop wanted to use wouldn't clear the intake manifold and they were the only ones they could find that were short enough.
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Old October 6th, 2014, 09:52 PM   #15
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if your doing e85 you need at least 1000cc mininium especially for 600-700whp power level
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Old October 6th, 2014, 09:55 PM   #16
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Good luck with the build. Not sure if the Dual VTEC heads will work, but I don't see why they wouldn't according to Azine. My heads are still for sale at a reduced price if the J37a4s don't work.
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Old October 7th, 2014, 02:02 AM   #17
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Buy that guys heads
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Old October 7th, 2014, 02:07 AM   #18
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Quote:
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if your doing e85 you need at least 1000cc mininium especially for 600-700whp power level
Thanks for the recommendation

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Buy that guys heads
As much as I want to for that price I really want the dual VTEC. I also sent you a PM Atlas!
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Old October 7th, 2014, 08:30 AM   #19
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Originally Posted by Jasmine6-6 View Post
I haven't done it yet but I have pictures from someone elses build that did. I'll upload them here once I find them.


I will be running e85 all the time and plan on using the same cams that come with the j37A4

Could you please tell me why they won't work?
Jasmine, to be honest I'm not 100% sure if they work or not, no one has done the swap and with my current set up, I am now a little gun shy till the part is in front of me. From what I understand you can swap a J37a4 into our AV6 as long as you get the 07-08 6spd trans (bell housing), or 08+ AV6 (no LSD). The Dual Vtec still operates on a single solenoid as our cars, so then you just tune on Pro.

With that said, again no one has swapped Dual Vtec heads onto a none dual Vtec vehicle. I would assume the oil passages would be different, maybe coolant, and just an overall different design of the head in general.

Here's a thread to read up on. I'm not interested in swapping those heads, so you gotta do the digging yourself
My $.02, just get a J37A4 long block, no porting needed, Best stroke, largest pistons,etc and build off that. Then get a TLS trans to bolt up to it.

http://www.v6performance.net/forums/...e-exhaust.html
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Old October 7th, 2014, 08:57 AM   #20
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im gonna check out the repair manual and figure out the dual vtek
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Old October 7th, 2014, 10:38 AM   #21
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CAM LOBE HEIGHT MEASUREMENT CHART for J37A4
INTAKE EXHAUST
PRI 34 299 mm (1 3504 in) 36 734 mm (1 4462 in)
SEC 35 932 mm (1 4146 in) 37 370 mm (1 4713 m)

doesnt seem that great. for the same price i rather get billet cams. killer vtak style
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Old October 7th, 2014, 12:55 PM   #22
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CAM LOBE HEIGHT MEASUREMENT CHART for J37A4
INTAKE EXHAUST
PRI 34 299 mm (1 3504 in) 36 734 mm (1 4462 in)
SEC 35 932 mm (1 4146 in) 37 370 mm (1 4713 m)

doesnt seem that great. for the same price i rather get billet cams. killer vtak style
Where did you get this info? And are there specs for other J engines there?
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Old October 7th, 2014, 01:19 PM   #23
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Mitchell on demand aka from a factory manual. What other one do u want
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Old October 7th, 2014, 01:52 PM   #24
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2012 MDX 34.299 + 35.932 intake and 36.760 exhaust 4 lobe
07 MDX 35.112 + 36.394 intake and 36.389 exhaust 5 lobe
07 RL same as 07 mdx
04-08 Tl 3.3 35.041/35.284 + 36.445 intake and 36.326 exhaust 5 lobe
05 av6 35.041/35.284 + 36.445 intake and 36.326 exhaust
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Old October 7th, 2014, 01:54 PM   #25
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So TLS is 35.112 + 36.394 intake and 36.389
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Old October 7th, 2014, 04:03 PM   #26
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E requires 30% more fuel. With a walbro 255 and 440cc injectors at almost 500hp i still have more fuel capability. I did the math and a 750cc will work at 700-750. If 1000cc make you feel more confortable the price is the same i think, but under boost tunning may be challenging.

E is becoming very hard to find in the Northwest so make sure you research availability in your area.
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Old October 7th, 2014, 07:52 PM   #27
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Jasmine, to be honest I'm not 100% sure if they work or not, no one has done the swap and with my current set up, I am now a little gun shy till the part is in front of me. From what I understand you can swap a J37a4 into our AV6 as long as you get the 07-08 6spd trans (bell housing), or 08+ AV6 (no LSD). The Dual Vtec still operates on a single solenoid as our cars, so then you just tune on Pro.

With that said, again no one has swapped Dual Vtec heads onto a none dual Vtec vehicle. I would assume the oil passages would be different, maybe coolant, and just an overall different design of the head in general.

Here's a thread to read up on. I'm not interested in swapping those heads, so you gotta do the digging yourself
My $.02, just get a J37A4 long block, no porting needed, Best stroke, largest pistons,etc and build off that. Then get a TLS trans to bolt up to it.

http://www.v6performance.net/forums/...e-exhaust.html
The j37a4 heads will line up to the J32A3 Block. Oil and coolant passages all workout to be a direct fit. The VTEC I currently have on my j32 also works with the j37 heads because they're are still controlled by one single controller. Buying the j37 block outright is costing me wayyyy more otherwise I would go that route

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E requires 30% more fuel. With a walbro 255 and 440cc injectors at almost 500hp i still have more fuel capability. I did the math and a 750cc will work at 700-750. If 1000cc make you feel more confortable the price is the same i think, but under boost tunning may be challenging.

E is becoming very hard to find in the Northwest so make sure you research availability in your area.
I have researched the availability and I am glad to say its readily available in many locations! Could you tell me how you were able to calculate all of that?
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Old October 7th, 2014, 08:12 PM   #28
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I'd be interested in the fueling calcs as well. For E, and 700 crank HP, in a turbo app, I was calculating closer to 1200cc injectors, and that would be at 90% DC.
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Old October 7th, 2014, 09:09 PM   #29
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Good luck with the build. Looking forward to seeing the j37a4's on your block.
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Old October 7th, 2014, 10:54 PM   #30
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No crazy math wizardry on it from me. Just from experience and what i have today. Currently I am at 82% +/- duty cycle with my setup and have been looking into running a flex fuel setup due to availability of E85 (which is really E60 mostly). Based off what i have now vs. desired 700hp knowing E requires 30% more fuel consumption i arrived at 750cc required. If you use online calculators with my current setup it will say i can achieve a max of 350whp at 90% duty. I have far surpased that.

Worst case you can always tap in a 7th injector if you run out of fuel.

Hope someone schools me on this so i can change my thought process and start looking for 1000cc injectors .
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