Honda J engine

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Honda J engine
Overview
Manufacturer	Honda Motor Manufacturing
Production	1996–present
Layout
Configuration	60° V6
Displacement	2.5 L; 152.3 cu in (2,495 cc) 3.0 L; 182.9 cu in (2,997 cc) 3.2 L; 195.9 cu in (3,210 cc) 3.5 L; 211.8 cu in (3,471 cc) 3.7 L; 223.6 cu in (3,664 cc)
Cylinder bore	86 mm (3.39 in) 89 mm (3.5 in) 90 mm (3.54 in)
Piston stroke	71.6 mm (2.82 in) 86 mm (3.39 in) 93 mm (3.66 in) 96 mm (3.78 in)
Cylinder block material	Aluminum
Cylinder head material	Aluminum
Valvetrain	SOHC 4-valve with VTEC DOHC 4-valve (J30AC and J35Y8)
Compression ratio	9.8:1, 10.0:1, 10.5:1, 11.0:1, 11.2:1, 11.5:1
RPM range
Max. engine speed	6,900
Combustion
Turbocharger	Twin-scroll (some versions)
Fuel system	PGM-FI Multi-point fuel injection Direct injection
Management	VCM
Fuel type	Gasoline
Cooling system	Water-cooled
Output
Power output	200–355 hp (149–265 kW)
Torque output	177–354 lb⋅ft (240–480 N⋅m)
Dimensions
Dry weight	250–360 lb (110–160 kg)
Emissions
Emissions control systems	Catalytic converter (some versions)
Chronology
Predecessor	Honda C engine

The J-series is Honda's fourth production V6 engine family introduced in 1996, after the C-series, which consisted of three dissimilar versions. The J-series engine was designed in the United States by Honda engineers. It is built at Honda's Anna, Ohio, and Lincoln, Alabama, engine plants.

The J-series is a 60° V6 unlike Honda's existing 90° C-series engines. Also unlike the C series, the J-series was specifically and only designed for transverse mounting. It has a shorter bore spacing (98 mm (3.86 in)), shorter connecting rods and a special smaller crankshaft than the C-series to reduce its size. All J-series engines are gasoline-powered, use four valves per cylinder, and have a single timing belt that drives the overhead camshafts. VTEC variable valve timing is used on almost all applications, with exceptions being the J30AC and J35Y8 (which use Variable Timing Control [VTC] instead).

One unique feature of some J-family engine models is Honda's Variable Cylinder Management (VCM) system. Initially, the system turns off one bank of cylinders under light loads, turning the V6 into a straight-3. Some versions were able to turn off one bank of cylinders or one cylinder on opposing banks, allowing for three-cylinder use under light loads and four-cylinder use under medium loads.