CB7 V6 Swap Parts List & Methods

[The-Gr8-Ox]

Depends on what you want.

It has an extra 45-65HP and an extra 105 lb/ft of torque, and the J series is very much a kickass motor. I wasn't as fond of the F22C because it only redlined at 8K. Even the Civic Si does that.

Plus, put 5-10lbs of boost on the J37 and watch what happens.

i may be wrong on this, but aren't the crankshafts in the j-series too weak for boost? something i read said they would need to be replaced with a forged one or something like that.
if it were possible a boosted j-series would kick ass.

[owequitit]

i may be wrong on this, but aren't the crankshafts in the j-series too weak for boost? something i read said they would need to be replaced with a forged one or something like that.
if it were possible a boosted j-series would kick ass.

Every Honda built since the 1970's uses a forged crankshaft. Even the power equipment IIRC.

The J series has NO problems swallowing boosted air. In fact, on a bolt on J30A4, with no intercooler, at 4.5lbs of boost, you are looking at somewhere just over 300WHP. NA, I haven't seen any proof, but it is rumored that it will do over 400NA. The K series is higher tech, but considering it can fairly easily do 300WHP with 2/3 the displacement, I don't doubt it. An untuned auto will lay down over 270 with the same setup.





Also, the J30 has a square bore and stroke, just like the K20, which is 86mm x 86mm, so it probably has a fair amount of rev capacity in it too. The only variable there would be the size of the journals and what the bearings could handle, as it was designed for compact size. However, typically a Honda will have at least 1,000RPM of useable revs left before you really start running into bearing issues, at least in my experience.

The biggest downsides I can find on these besides aftermarket part availability is that the ports are sort of small. They are well shaped, and well optimized like any Honda engine, but they are not as large as most of the DOHC VTEC heads, so I am not sure what the flow capacity is.

While I am anxious to see what Honda's new V6 will do, the J series is quite simply, a PHENOMONAL engine. Especially when you consider the technology it doesn't have, and the torque curve and power it produces. This engine has one of the flattest torque curves I can find. Of course I speak more fondly of the 2nd gen TL-S and the post 2003 J series that all had the updates. But, it achieves all this while being the smallest and lightest engine in its class, without DOHC, without variable cam phasing, without direct injection, all while meeting LEV or ULEV status. It is also very much one of the, if not THE smoothest, and most refined engines in its class, and who could not like that wonderful wail?

Of course it is 13 years old now, and has been confirmed for replacement recently. I expect we will see the first of the new engine in the debut of the next RL.

[ChampCoupe]

Every Honda built since the 1970's uses a forged crankshaft. Even the power equipment IIRC.

The J series has NO problems swallowing boosted air. In fact, on a bolt on J30A4, with no intercooler, at 4.5lbs of boost, you are looking at somewhere just over 300WHP. NA, I haven't seen any proof, but it is rumored that it will do over 400NA. The K series is higher tech, but considering it can fairly easily do 300WHP with 2/3 the displacement, I don't doubt it. An untuned auto will lay down over 270 with the same setup.





Also, the J30 has a square bore and stroke, just like the K20, which is 86mm x 86mm, so it probably has a fair amount of rev capacity in it too. The only variable there would be the size of the journals and what the bearings could handle, as it was designed for compact size. However, typically a Honda will have at least 1,000RPM of useable revs left before you really start running into bearing issues, at least in my experience.

The biggest downsides I can find on these besides aftermarket part availability is that the ports are sort of small. They are well shaped, and well optimized like any Honda engine, but they are not as large as most of the DOHC VTEC heads, so I am not sure what the flow capacity is.

While I am anxious to see what Honda's new V6 will do, the J series is quite simply, a PHENOMONAL engine. Especially when you consider the technology it doesn't have, and the torque curve and power it produces. This engine has one of the flattest torque curves I can find. Of course I speak more fondly of the 2nd gen TL-S and the post 2003 J series that all had the updates. But, it achieves all this while being the smallest and lightest engine in its class, without DOHC, without variable cam phasing, without direct injection, all while meeting LEV or ULEV status. It is also very much one of the, if not THE smoothest, and most refined engines in its class, and who could not like that wonderful wail?

Of course it is 13 years old now, and has been confirmed for replacement recently. I expect we will see the first of the new engine in the debut of the next RL.

its a toss up between the j series and the front wheel drive VQ motors from nissan. both are great motors and make excellent power.

here are some vids of some turbo J series motors
http://www.youtube.com/results?searc...rch_type=&aq=f

If you ever check out accord v6 peformance.net the have some j series boost stock making over 400whp.

[owequitit]

its a toss up between the j series and the front wheel drive VQ motors from nissan. both are great motors and make excellent power.

here are some vids of some turbo J series motors
http://www.youtube.com/results?searc...rch_type=&aq=f

If you ever check out accord v6 peformance.net the have some j series boost stock making over 400whp.

Personally, for the amount of additional tech it has, the VQ IMO is not as impressive as all the Nissan fans try to make it out to be. The original J series was somewhat lackluster due to its VTEC implementation, but the same can't be said of the Type S and 2003 and newer engines.

Also, the J is MUCH more refined than the VQ. Especially when considering 3.5L+ engine sizes.

[The-Gr8-Ox]

Every Honda built since the 1970's uses a forged crankshaft. Even the power equipment IIRC.

The J series has NO problems swallowing boosted air. In fact, on a bolt on J30A4, with no intercooler, at 4.5lbs of boost, you are looking at somewhere just over 300WHP. NA, I haven't seen any proof, but it is rumored that it will do over 400NA. The K series is higher tech, but considering it can fairly easily do 300WHP with 2/3 the displacement, I don't doubt it. An untuned auto will lay down over 270 with the same setup.





Also, the J30 has a square bore and stroke, just like the K20, which is 86mm x 86mm, so it probably has a fair amount of rev capacity in it too. The only variable there would be the size of the journals and what the bearings could handle, as it was designed for compact size. However, typically a Honda will have at least 1,000RPM of useable revs left before you really start running into bearing issues, at least in my experience.

The biggest downsides I can find on these besides aftermarket part availability is that the ports are sort of small. They are well shaped, and well optimized like any Honda engine, but they are not as large as most of the DOHC VTEC heads, so I am not sure what the flow capacity is.

While I am anxious to see what Honda's new V6 will do, the J series is quite simply, a PHENOMONAL engine. Especially when you consider the technology it doesn't have, and the torque curve and power it produces. This engine has one of the flattest torque curves I can find. Of course I speak more fondly of the 2nd gen TL-S and the post 2003 J series that all had the updates. But, it achieves all this while being the smallest and lightest engine in its class, without DOHC, without variable cam phasing, without direct injection, all while meeting LEV or ULEV status. It is also very much one of the, if not THE smoothest, and most refined engines in its class, and who could not like that wonderful wail?

Of course it is 13 years old now, and has been confirmed for replacement recently. I expect we will see the first of the new engine in the debut of the next RL.

Thanks, wasn't sure, good to know
the supercharger sounds great in the car, though turbo would bive a bit more pep

[mightyaccord]

I got some big news guys. Appearently there is a racing group out by Montreal, Quebec called Overdosed Performance who are actualy attempting the v6 swap in a cb7. They are actually doing it right now. Its a 93 cb7 with a 3.2L J32 being swapped in. I dont know too many details yet, but I talked to one of the guys working on the car on another site, and he basically said its not his car but one his friends and he doesnt want to give out too many details yet until his completely finished the swap. If you have Facebook you can see some pics, just search overdosed performance and click on the first group that comes; its the white accord. Let the digression begin!

[owequitit]

I got some big news guys. Appearently there is a racing group out by Montreal, Quebec called Overdosed Performance who are actualy attempting the v6 swap in a cb7. They are actually doing it right now. Its a 93 cb7 with a 3.2L J32 being swapped in. I dont know too many details yet, but I talked to one of the guys working on the car on another site, and he basically said its not his car but one his friends and he doesnt want to give out too many details yet until his completely finished the swap. If you have Facebook you can see some pics, just search overdosed performance and click on the first group that comes; its the white accord. Let the digression begin!

It's about damn time.

It doesn't look like it is quite going to clear the stock hood, although it is nowhere near as bad as the Civics. Perhaps a CF hood without a lot of structural skeleton underneath could clear that.

[mightyaccord]

It's about damn time.

It doesn't look like it is quite going to clear the stock hood, although it is nowhere near as bad as the Civics. Perhaps a CF hood without a lot of structural skeleton underneath could clear that.

Do you think it will make a difference if they use the magnesium intake off of the 09 TL? Ive seen a few people do that since it clears up about an inch or 2 if im correct

[mightyaccord]

Another tidbit of info i have is that they used j-series EG mounts and custom fabbed the 3 bracket locations

[owequitit]

Do you think it will make a difference if they use the magnesium intake off of the 09 TL? Ive seen a few people do that since it clears up about an inch or 2 if im correct

Well actually, I think that one may also be magnesium. I know the new Accords are too, and I was pretty sure the 7th gen was as well.

Also, I don't know, but I don't see it clearing up much more room. It was pretty much already tucked into the valve covers. I could be wrong though.

[The-Gr8-Ox]

Another tidbit of info i have is that they used j-series EG mounts and custom fabbed the 3 bracket locations

that could be why it sits a tad high

[mightyaccord]

You really cant tell, since the pics arent too clear. but did you notice how much room there is in the engine bay compared to the civics and the integras! it doesnt look like its been stuffed in there, looks like it belongs lol

[owequitit]

You really cant tell, since the pics arent too clear. but did you notice how much room there is in the engine bay compared to the civics and the integras! it doesnt look like its been stuffed in there, looks like it belongs lol

That is because what I said earlier in the thread was true. An F22/H22 is about an inch wider back to front than a J series.

[19dabeast85]

Correct me if I'm wrong but the engine position should be determined so that the differential is closely aligned with the hubs when the suspension is loaded, correct?

The J32 has enough NA power, even coupled to the auto, to throw our little CB7's around like they're nothing, should make a great extremely reliable setup.

[owequitit]

Correct me if I'm wrong but the engine position should be determined so that the differential is closely aligned with the hubs when the suspension is loaded, correct?

The J32 has enough NA power, even coupled to the auto, to throw our little CB7's around like they're nothing, should make a great extremely reliable setup.

Yes, and they appear to have accounted for that, at least with as much as I can tell from the pics. It looks to be sitting in about the right spot.