Friday, December 30, 2011
Use to be dealing with VQ25DE, VQ30DE and VQ35DE engine gasket, seldom deal with the VQ25HR and VQ35HR engine gasket, again, just upload some fact on this engine from wikipedia for sharing.
The 2.5 L VQ25HR (for "High Revolution" or "High Response") is only offered on longitudinally-mounted engine vehicles which tend to be rear wheel drive or all-wheel drive. Bore and stroke are 85 mm and 73.3 mm, with a compression ratio of 10.3:1. It produces 235 PS (173 kW; 232 hp) @6,800 rpm and 194 ft·lbf (263 N·m) @4,800 rpm. It has dual CVTC for both intake and exhaust, microfinished camshafts and a redline of 7,500 rpm.
It is fitted to the following vehicles:
2006–present Nissan Skyline V36 250GT Sedan - 235 PS (173 kW; 232 hp)
2007–present Nissan Fuga 250GT - 223 PS (164 kW; 220 hp)
2011–present Infiniti G V36 G25 Sedan - 218 hp (163 kW)
2010–present Infiniti EX J50 EX25 Crossover SUV - 235 PS (173 kW; 232 hp)
VQ35HRThe VQ35HR update was first seen in the US in the 2007 G35 Sedan models, which debuted in August 2006. Nissan updated the VQ line with the addition of the 3.5 L VQ35HR (for "High Revolution" or "High Response"). It produces 315 PS (232 kW; 311 hp) (US market: 306HP due to new US federal measurement regulations) at 6,800 rpm and 37 kg·m (363 N·m; 268 ft·lbf) at 4,800 rpm, using a compression ratio of 10.6:1. As of 2009, the Infiniti EX35 produces 297 hp and the same torque presumably due to tighter regulations. It has NDIS (Nissan Direct Ignition System) and CVTC with hydraulic actuation on the intake cam and electromagnetic on the exhaust cam. Redline is 7,500 rpm. Reportedly over 80% of the internal components were redesigned or strengthened to handle an increased RPM range sporting a lofty 7,500 rpm redline. A new dual-path intake (two air cleaners, throttle bodies, etc.) lowers intake tract restriction by 18 percent and new equal-length exhaust manifolds lead into mufflers that are 25 percent more free-flowing for all around better airflow. The new intake is said to benefit from a ram-air effect adding three horsepower at 60 mph (not accounted for by SAE testing methods). The electrically actuated variable valve timing on the exhaust cams to broaden the torque curve is new over the "DE" engine. The new engine block retains the same bore and stroke, but the connecting rods were lengthened and the block deck was raised by 8.4 mm to reduce piston side-loads. This modification, along with the use of larger crank bearings with main bearing caps reinforced by a rigid ladder-type main cap girdle to allow the engine reliably rev to 7500 rpm. With an increase in compression ratio from 10.3:1 to 10.6:1 these changes add 6 more horsepower (306 total + 3 hp ram air effect not measured by SAE testing = 309 hp). Peak torque is up 8 pound-feet from the old "DE" engine (260 vs. 268) and the torque curve is higher and flatter across most of the rpm range, and especially in the lower rpm range.
The VQ35HR fitted to the following vehicles:
2007–2008 Infiniti G35 Sedan
2007–2008 Nissan Skyline V36 350GT Sedan
2007–2009 Nissan 350Z
2006–2009 Nissan Fuga 350 GT
2008–present Infiniti EX35 Crossover SUV
2009–present Infiniti FX35 Crossover SUV
2009–2010 Infiniti M35
2011–present Infiniti M35h (hybrid variant)
2010–present Nissan Fuga Hybrid
Wednesday, December 21, 2011
As we know starting from the Proton GEN2, Proton had change their engine to CAMPRO S4PH engine, and than it continue use on their fleet after the GEN2 such as PESONA, SAGA BLM and EXORA.
Although the engine is in the same family, which their cylinder head gasket design are same, but there are design changes on the rocker cover and intake manifold side for different model, once they said that it may be diffrentiate from those CAMPRO and CAMPRO-CPS.
As Proton GEN2 using the fire made rocker cover, which I think is much lighter, it is unknown why the rocker cover is change to aluminium type for PESONA.
Use to be involve only in automotive passenger car engine gasket, so those engine gasket use on marine boat engine is consider stranger for me, just put some of the photo for sharing as we can see it really have a very difference design for those run on the land.
Tuesday, December 13, 2011
Extract the above photo from a wall photo at one of my facebook friend, and feel curious on the cylinder head gasket design that it seem not so familiar in local market, after looking into the catalogue and found it seems like for Honda F20C engine, here some extraction from wikipedia.
The F20C and F22C1 are inline-4 engines produced by Honda. They are one of the few Honda 4-cylinder automobile engines that are designed to sit longitudinally for rear wheel drive.
These engines are a distant relative to the F-series engines found in the mid 90s Honda Accord and Prelude. To get most out of the compact sized engine, Honda technicians utilised technology derived from Honda's racing engines. The F20C and F22C1 have two overhead cams with roller followers, a ladder-frame main bearing stiffener, a VTEC system for both the intake and exhaust camshaft, Fiber-Reinforced Metal cylinder liners (FRM), molybdenum disulfide-coated piston skirts for reduced friction, and uses a timing chain.
The VTEC system consists of two separate cam lobe profiles. Variable cam phasing is not used. Roller followers are used to reduce friction in the valvetrain. The rocker arms are constructed using metal injection molding.
The engine block is constructed of aluminum with fiber-reinforced metal sleeve. A timing chain drives an intermediate gear, which drives the cams. The pistons are forged aluminum. The intake plenum was designed with minimal volume for fast engine response, and a 14lb flywheel was fitted until 2003. A high-flow catalyst is supplied along with an exhaust air-injection system, which greatly decreases catalyst light-off time and cold emissions.
Friday, December 9, 2011
It is interesting to see this China made truck shown up at some shopping centre, this truck from Great Wall Motor names as Wingle is carrying with a 2.5 litle diesel engine.
This GWTCI 2.5 diesel engine is so call made from German Bosch, which actually I can't recall any other automotive engine from Bosch. So it is quite curious for me on the OEM engine gasket for this engine, is actually made in German or made in China?
Sunday, November 27, 2011
The VR engine is a 3.8 L V6 piston engine from Nissan. The engine is the product of further development of the widely successful VQ engine series, in particular drawing experience from the JGTC racing engines as well as Nissan's VRH engines from vehicles such as the Nissan R390 GT1.
This 3.8L twin-turbo DOHC V6 engine is currently only used in the Nissan GT-R. Fully dressed with the first set of catalytic converters, turbos, turbo outlet pipes, the motor weighs 608 lb (276 kg). It is currently the only version of the VR engine in production.
The engine sports 24 valves controlled by dual overhead camshafts with variable valve timing (intake only). The block is cast aluminum with 0.15 mm (0.006 in) plasma-sprayed cylinder liner bores. The turbine housings for the two IHI turbochargers are integrated into the exhaust manifolds to decrease weight and bolster vehicle balance. The engine also sports a pressurized lubrication system controlled thermostatically.
The VR38DETT is hand assembled in a special clean-room environment at Nissan's Yokohama facility by specially trained technicians. Each engine is assembled by only one master technician("Takumi").
Other pertinent features of the VR38DETT include:
-Continuously Variable Valve Timing Control System (CVTCS) on intake valves
-Aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores
-Nissan Direct Ignition System
-Iridium-tipped spark plugs
-Electronic drive-by-wire throttle
-Pressurized lubrication system with thermostatically controlled cooling and magnesium oil sump
-Fully symmetrical dual intake and low back-pressure exhaust system
-Secondary air intake system to rapidly heat catalysts to peak cleaning efficiency
-50 State LEV2/ULEV
Ok, now is the question, where do the owner of this GT-R in Malaysia source their engine gasket?
Friday, November 25, 2011
A gasket material that comprised of cork binded together with an elastomer. It is manufactured by combining the cork, glycerine-glue, and a rubber binder under heat and pressure (usually 70% cork to 30% binder). The elastomers are added to provide sealability and chemical compatibility while helping to resist fungus, acid and weather conditions. Cork rubber sheet material is cost effective, good for low-bolt load applications, light weight, long shelf life, easy to handle, less sticking to flanges, resistant to fluid penetration, absorbs vibration and has low thermal conductivity. This style of gasket material is commonly used in automotive applications such as oil pan, valve cover and timing gear cover gaskets because of its good suitability in oil. It should not be used in strong alkaline and acid conditions because it will be chemically attacked and the cork particles will degrade. Cork rubber material comes in a wide variety of elastomers, such as EPDM, Natural Rubber, Synthetic Rubber, Neoprene and Nitrile, to best suit the chemical resistance requirement of the gasket.
Retrieved from "http://www.gasketwiki.com/index.php?title=Cork_Rubber_Gasket"
Friday, November 11, 2011
The Hyundai Atos (also known as Atoz, Amica and Santro Xing) is a city car produced by Hyundai. The original Atos was introduced in 1997. In 1999, it was joined by the less controversially styled Atos Prime. It uses the G4HC Epsilon straight-4 engine. The second generation Atos Prime was launched in 2004. It comes with a 1086 cc G4HG engine.
The Kia Picanto, known as the Kia Morning in South Korea and Chile, Kia EuroStar in Taiwan, Kia New Morning in Vietnam and the Naza Suria or Naza Picanto in Malaysia, is a low cost city car produced by Kia Motors.
The Picanto and the Atos 1.1 share the same engine code of G4HG, and their cylinder head gasket material is metal, but it seem they have some minor difference between them.
As show on the photo, they type A cylinder head gasket have an extra long hole when compare with the type B, normally, we assume that the gasket with those extra hole can be use on the other model which is less hole, hence, the type A should be can use for A and B but type B can only use for B but not A.
But actually it is not the case in this G4HG engine, a foreman came forward with the type B use sample, and holding the type A new gasket, mention that type A is unable to install on type B and must use back the type B design for it.
Sunday, November 6, 2011
It is quite usual to heard about the engine problem on Kia Carnival owner, it is not known that is because the original KRV6 engine is design too complicated until it will get wrong easily if owner didn't maintain it probaly.
As the KRV6 is a 2.5 V6 engine, many of them had try to swap the engine to Nissan VQ25DE engine which it is also 2.5 V6 engine, I'm not going to compare both engine as I think it is very easy to find it online, just Google a bit. But putting a few photos on their cylinder head gasket and rocker cover gasket for viewing reference.
The above photo is the Nissan VQ series of engine cylinder head gasket design, while below are the Kia Carnival or Naza Ria for local Malaysia model cylinder head gasket.
Both of them are using metal gasket, Kia Carnival cylinder head gasket is thicker than the VQ series type, and for Kia Carnival, the left and right hand side of the cylinder head gasket is the same design but it is difference gasket for VQ type of engine.
The above rocker cover gasket shown the Nissan VQ series type of gasket, which is similar for most of the type of rubber type rocker cover gasket.
But you can see the below photo of Kia Carnival rocker cover gasket, their design is not like those convention rubber type of rocker cover gasket, it use 2 pieces of metal steel which coated with a kind of gasket material on it, both of them have a difference design for right hand and left hand side of the gasket.
There are few thing once may want to take note is VQ series engine is timing chain driven and KRV6 is timing belt driven, the KRV6 timing belt system is design as such they using quite a lot of oil seal and tensioner bearing once you want to replace it.
Tuesday, October 25, 2011
An intake manifold gasket is a malleable material that is set between the air intake manifold, the cylinder heads and the block in a gasoline powered internal combustion engine. Intake manifold gaskets prevent leakage of air or the air-fuel mixture by sealing the gap between these various metal engine parts.
The intake manifold operates as a sort of plenum, drawing and funneling air and fuel from the carburetor to the cylinders or, in fuel injected engines, just air to the injection ports. A measured amount of air is sucked from the manifold into the vacuum and thereby injected, along with fuel, into the cylinders to be ignited. The air drawn into the cylinders will suddenly hit the shut door of the intake valve and will rush back upon itself causing a wave of high pressure in the manifold runners. The intake manifold gasket must be able to withstand this constant change in air pressure.
A leaking intake manifold gasket will contribute to poor fuel economy, higher emissions and poor engine performance. The typical automobile engine runs on a stringently controlled air-fuel ratio. The intake manifold gasket, in conjunction with such mechanisms as the intake valve and the fuel injector computer, maintains that ultimate ratio. Should any of these components begin to fail, the vehicle’s gas mileage decreases, its gaseous emissions increase and eventually the engine stops running altogether.
The proper distribution of air into the cylinders is obviously very important to the efficient operation of the engine. All gasket material has to be pliable and must be installed using a special gasket cement/sealant to ensure that the gasket remains correctly seated. Proper removal and replacement of the intake manifold gasket can be done by a fairly knowledgeable do-it-yourselfer. It should, however, be performed by a qualified mechanic who has the proper equipment and training to do the job quickly and inexpensively.
The intake manifold gasket is a critical yet comparatively delicate piece of equipment. Essentially, it is the weak link in the system. Today, there are thicker and sturdier intake manifold gaskets manufactured that will better handle another essential function of the intake manifold gasket, keeping heat generated through the engine block from creeping into the air intake manifold. Fuel ignites best with cooler air. The thicker intake manifold gasket is ordinarily used in turbocharged engines, but has been modified to work well for heat management in non-turbocharged engines as well.
Friday, October 14, 2011
After the first posting of Proton Waja Valve Body Gasket, first, I wish to clarify that it's material is not thin metal sheet as my earlier posting, actually its material is gasket paper sheet, but due to it's contact with oil and may be with some metal particle stick on it, it's look like metal sheet when we take it out from the valve body.
As I'm not a technical person (I'm just a gasket trader), so what is the main purpose and function of this valve body gasket is still unknown for me, I heard that if the gasket is broken, it will disturb the gear signal.
And it is quite surprise when one of the Waja owner show the technical sheet (As shown on above photo) that is issue by Proton, which it mention this gasket is not needed, so it quite confusing me, I think that all the design from the Japan technologies, especially on automotive, must all have its very own reason, so why it put the gasket on it if it is not needed in the first place.
And it is heard that Proton is charging about RM5.5k for whole complete Gear Box overhaul kit set and did not service this valve body gasket only.
So I would like to collect more info about the function of this gasket, or the statement from Proton that this gasket is not needed is relavant, please comment on this from those are technically expert and I hope can post a more details content in Part 3 if possible.
Thursday, October 6, 2011
It is quite a long list to list out Subaru EJ20 series of engine, with difference kind of rocker cover gasket and other gasket as well, and the problem is I also don't know which model are available in Malaysia, which is more popular or which is not in the local market at all.
Anyway just share a couple of photo and hopefully there are people who need it can source this item more easily.
Thursday, September 29, 2011
Proton Perdana V6 which come with Mitsubishi 6A12 engine, sometime have some controversial issue on their maintenance side, and for this 6A12 cylinder head gasket, the price tag for Japan item is far more expensive than those made in Taiwan or China, hence the owner may tend to buy the cheap item when come to this parts.
Now, just see what make the difference between Japan parts with other, beside the more higher grade of graphite material, please take a look at the 4 holes that have the blue O-ring seal on it.
And let's take a look on the 6A12 V6 engine configuration, unlike some of the engine which the 2 cylinder head is making a "V" shape on the engine bay, the Proton Perdana V6 is a bit difference, one of the engine cylinder head is staying flat like those normal engine, and another block is 45 degree sideway.
So, some say that for the flat side of engine cylinder head, it can use any cylinder head gasket, but the side that is 45 degree away, due to the pressure on the 4 holes with blue O-ring, only the Japan item part can sustain that working pressure, others may start to show sign of leaking after 3 weeks of installation.
Wednesday, September 28, 2011
As a Japan parts importer, the fluctuation of Japan Yen versus the Ringgit Malaysia is one of the important matter that we need to follow carefully, recently, it seem Japan Yen is keep climbing to its all time high when versus the Ringgit Malaysia, with this trend continue, Malaysian may need to folk out more Ringgit for Japan parts.
The above chart show how the Japan Yen is rising against Ringgit Malaysia since April 2011, and the rising of Yen is not only effected to Ringgit, the article below which is dated back on 23rd September 2011 show one of the news article for Japan Yen,
Bad Week for Global Economy, Good Week for Yen
This week was marked by risk aversion sentiment that hit markets hard and sent stocks, commodities and higher-yielding currencies tumbling down. The Japanese yen thrived in such an environment.
There were plenty of negative news that hurt the outlook of Forex traders and caused them to seek safety of the Japanese currency. The concerns about Greece, the downgrade of Italy’s credit rating by Standard and Poor’s, the dovish statement of the Federal Reserve were just some the bad news investors endured. By the end of the week the meeting of the Group of Twenty nations’ leaders reduced pessimism on markets a little, but that was a small relief and the outcome of the meeting isn’t certain.
The yen was rising unstoppably for almost the whole week. Only on Friday the rally stalled, ended by the G-20 meeting. The weekly gains were impressive and the Japanese currency can potentially rise further in case the meeting of the world’s biggest economies’ chief wouldn’t provide any solid result (and that’s quite possible). The yen perhaps is the most attractive of the safe currencies as the US Fed constantly debase the dollar, while the Swiss National Bank managed to weaken the franc considerably by pegging it to the euro. The danger is that Japan’s central bank may also intervene to prevent any further strengthening of the yen. For now, though, the yen is a place to which traders come in search of a refuge.
USD/JPY opened at 76.93, dropped to 76.09, the lowest rate since August 19, and closed at 76.59 this week. EUR/JPY closed at 103.36 after opening at 105.47 and falling during the week to 102.21, the lowest price since 2001. GBP/JPY slumped from 121.11 to 118.11 during this week and touched the record low of 116.80.
Monday, September 26, 2011
Tuesday, September 20, 2011
The first generation of 4HF1 engine rocker cover design as it have 15 screw holes on it, and than it come to 2nd generation of 4HF1, or may be it is call 4HG1, have the same number of 15 screw holes on the rocker cover but the gasket is design as such it looks thinner than the first generation.
Friday, September 16, 2011
Since nowaday more and more Kancil turbo owner is getting various halfcut on many sources, sometime it is quite confusing for some owner when sourcing for their parts, let see what you can expect on the various rocker cover gasket when you have modified a Kancil turbo engine.
In this introduction, I'm exclude the normal Kancil rocker cover which is interchangeable with L2 turbo, and also Kelisa, Myvi and Viva rocker cover which is normal local model.
The photo above show the most popular Kancil turbo after the L2, which is call L5 turbo among the group, which engine code is JB-JL and JB-EL, in Japan it found in Daihatsu Mira and Opti.
The above photo show the rocker cover gasket which they like to call it L7 turbo, some call it L5 3 cylinders which I'm not really agree on this naming. The design is more like those rocker cover gasket in Kelisa and Kenari, but it is not interchangeable.
The main engine code for this rocker cover is EF-GL, EF-RL, EF-ZL and EF-ZS, which in Japan can be found on Mira, Opti, Move, Hijet and Atrai.
The above photo show Kancil L9 turbo rocker cover gasket, which it is similar with the Kancil L5 type but without the curve on oe of the side of this gasket.
The JB-DET engine can be found on Daihatsu Copen, Move and Max.
The above rocker cover gasket is rarely found in our market, it is 3 cylinder type of engine and actually I'm not really know that I should call it L --> number what??? And I'm suspecting this engine may not come with those Turbo as well.
The EF-SE engine can be found on Daiahtsu Mira, Opti, Move, Hijet and Atrai.
This rocker cover gasket can be consider is in the same family with those L5 and L9, the engine code of JB-DET and JC-DET rocker cover have a very similar design, if you watch carefully, the rocker cover gasket don't have the "screw hole" like those on the L5 and L9 rocker cover gasket.
Wednesday, September 7, 2011
How does the oxygen sensor in a car work?
The amount of oxygen the engine can pull in depends on factors such as the altitude and the temperature of the air and engine. See more pictures of engines.
Every new car, and most cars produced after 1980, have an oxygen sensor. The sensor is part of the emissions control system and feeds data to the engine management computer. The goal of the sensor is to help the engine run as efficiently as possible and also to produce as few emissions as possible.
A gasoline engine burns gasoline in the presence of oxygen (see How Car Engines Work for complete details). It turns out that there is a particular ratio of air and gasoline that is "perfect," and that ratio is 14.7:1 (different fuels have different perfect ratios -- the ratio depends on the amount of hydrogen and carbon found in a given amount of fuel). If there is less air than this perfect ratio, then there will be fuel left over after combustion. This is called a rich mixture. Rich mixtures are bad because the unburned fuel creates pollution. If there is more air than this perfect ratio, then there is excess oxygen. This is called a lean mixture. A lean mixture tends to produce more nitrogen-oxide pollutants, and, in some cases, it can cause poor performance and even engine damage.
The oxygen sensor is positioned in the exhaust pipe and can detect rich and lean mixtures. The mechanism in most sensors involves a chemical reaction that generates a voltage (see the patents below for details). The engine's computer looks at the voltage to determine if the mixture is rich or lean, and adjusts the amount of fuel entering the engine accordingly.
The reason why the engine needs the oxygen sensor is because the amount of oxygen that the engine can pull in depends on all sorts of things, such as the altitude, the temperature of the air, the temperature of the engine, the barometric pressure, the load on the engine, etc.
When the oxygen sensor fails, the computer can no longer sense the air/fuel ratio, so it ends up guessing. Your car performs poorly and uses more fuel than it needs to.
Source : http://www.howstuffworks.com/question257.htm
And below article may seem like a bit of advertising, anyway, just an additional info.
The Delphi Wide Range Oxygen Sensor is an integral component in a gasoline or diesel engine management system, helping provide accurate engine control and system diagnostics. It measures the air⁄fuel ratio of exhaust gases over a wide lambda range. Its five-wire, two-cell design enables higher signal resolution with greater accuracy. An integrated heater and alumina⁄zirconia element facilitate a fast light-off, allowing earlier closed-loop operation compared to conventional conical oxygen sensors.
•High signal resolution and low pressure sensitivity help provide precise engine control
•Integral heater enables faster light-off for earlier closed-loop operation
•Unique planar element design enhances thermal shock resistance
•Fast response helps improve fuel economy
•Industry-leading poison-resistant coating helps achieve better durability and truer reading of exhaust gases
Note: The Delphi Wide Range Oxygen Sensor characteristic output is linear to percent oxygen in the exhaust. The output curve can be made linear to lambda (A⁄F) if desired.
Source : http://delphi.com/manufacturers/auto/sensors/engine-and-transmission/diesel-and-gasoline/wide-range-oxygen/
Wednesday, August 31, 2011
Nissan Almera actually is not seen in the Malaysia local market as it's brand name is mainly for the European export market-name, the nearest comparable version to the local Nissan model should be the Sentra.
And for the latest Almera and Sentra N16 series, there are one type of common engine use which the engine code is QG16.
But there are a slightly modification on the rocker cover side on Almera QG16 engine, their rocker cover design seem more close to the type of QR20 engine.
Monday, August 22, 2011
Monday, August 15, 2011
Honda V6 engine mainly consist of C series and J series,in the wikipedia link of http://en.wikipedia.org/wiki/Honda_C_engine have a very clear information on this Honda C series V6 engine, but I found the article in http://autospeed.com is more interesting, the below are the article extract from this AutoSpeed website.
Honda V6 engines are some of the sweetest on the planet and, with VTEC technology, they are also amongst the most powerful. In this article, we take a look at the range of Honda C-series and J-series V6 engines - including the NSX screamer and a turbocharged V6 you probably didn’t know about...
Early Honda V6s
Interestingly, the first Honda developed V6 appeared in the mid 1980s – a long time after Honda's popular four-cylinders.
Keen to move into the luxury market, Honda introduced an all-new large saloon – the Legend – in 1985. The Legend initially came powered by a 2-litre C20A engine with a 9.2:1 compression ratio, SOHC four-valve-per-cylinder heads and multi-point injection (PGM-FI). Output is around 108kW/178Nm. This engine is transversely installed into the Legend and most come fitted to a four-speed auto but a five-speed manual version can also be found.
In 1987, the bore and stroke dimensions of the C-series 90-degree V6 were upsized to 84 and 75mm respectively to create the 2.5-litre C25A. The same engine architecture is retained and output is upped to around 123kW.
Following this, the bore was enlarged further to 87mm, creating the 2.7-litre C27A. A mild 9:1 compression ratio enables this engine to run on normal unleaded fuel and breathing is through SOHC four-valve-per-cylinder heads. In Japanese guise, the C27A produces 132kW at 6000 rpm and 226Nm at 4500 rpm. In Australian-delivered Legends you’re looking at 4kW less. As far as we’re aware, the engine is available auto-only.
Later, in 1988, a turbocharged version of the C20A appeared in the Japanese market Legend. This engine has its static compression ratio reduced slightly to 9:1 and, without an intercooler, it puts out 140kW at 6000 rpm and 241Nm at 3500 rpm. It’s not a powerhouse but it does offer a substantial increase in torque. This is one of the most overlooked Honda performance engines.
In 1990, Honda upped the ante with a whole lot more cubes.
With the release of the new generation Legend saloon, a bigger and more sophisticated engine was required. Using similar design to earlier engines, the newly created C32A engine runs bigger bore and stroke dimensions (90 and 84mm respectively) to displace 3206cc. The compression ratio is also raised to 10:1 which necessitates the use of premium unleaded for maximum performance. The heads remain a SOHC design but with four valve breathing.
The Japanese spec C32A puts out a healthy 158kW at 5500 rpm along with a substantial 299Nm of torque at 4500 rpm. Output is 13kW less In Australian delivered Legends (which we believe can run on normal unleaded). Interestingly, this engine is longitudinally mounted in the Legend but the standard four-speed auto channels drive to the front wheels. The same engine was also used in the 1995 Inspire and Saber saloons (which are rated at 154kW at 5300 rpm).
But the biggest news around this time was the late ’90 Honda NSX and its screaming VTEC V6. The Japanese supercar is powered by a 3-litre C30A V6 which runs a 10.2:1 compression ratio. The big difference is the use of DOHC heads with VTEC dual-stage valve lift. The Honda VTEC system enables the V6 to hold torque to stratospheric revs and the result is power. Quite a bit more power... there’s a genuine 206kW at 7300 rpm and 294Nm at 5400 rpm. Of course, premium unleaded is the C30A’s fuel of choice.
Unlike its bigger cube stablemate, the C30A is transversely mid-mounted in the NSX. A five speed manual delivers grunt to the back wheels. An optional four-speed auto was also offered but its engine is rated at slightly less power. A Type R version of the NSX was also released in 1992 but it doesn’t offer any more power.
Late Honda V6s
In 1997, a new Honda V6 emerged – the J-series. The J-series uses 60-degree opposed cylinders, is designed for transverse mounting and use SOHC VTEC variable valve timing heads.
The 3-litre J30A engine uses an 86mm square bore and stroke and 9.4:1 compression ratio combine with a SOHC, four-valve-per-cylinder heads with VTEC and multi-point injection. Fitted to the top-line Accord V6 (as delivered to Australia), the early J30A punches out 147kW at 5500 rpm and 265Nm at 4700 rpm. The J30A is bolted to a four-speed transverse trannie only. The same engine was also fitted to up-spec versions of the Odyssey people mover available in certain counties.
In 2000, the Odyssey’s J30A received a higher compression ratio (10:1) and other small revisions to help boost output. It worked with 154kW at 5800 rpm and 270Nm at 5000 rpm while running on normal unleaded fuel (the same output is quoted for Japanese and Australian delivered versions). A five-speed auto transmission was also adopted to make the most of the newfound grunt. An AWD version was also introduced in Japan before the 2004 release of the current generation Odyssey which is four-cylinder only.
At around the same time, the Japanese market Honda Avancier wagon was made available with the same spec engine generating 158kW/272Nm. Again, front and four-wheel-drive versions were manufactured, with production ceasing in around 2004.
During ’03, Honda released an all-new Inspire (aka Accord in Australia and other counties) with a revised J30A i-VTEC engine. The new engine uses a 10:1 compression ratio, bigger valves, a knock sensor, electronic throttle control and VTEC variable valve timing and lift. In Japanese models, the updated i-VTEC J30A belts out 184kW at 6000 rpm and 296Nm at 5000 rpm. Australian spec versions make 177kW at 6250 rpm and 287Nm at 5000 rpm using normal unleaded fuel. Honda’s Variable Cylinder Management system (aka cylinder deactivation) is employed on some versions and hybrid version can be found in some markets.
Of course, the J-series V6 was released in various capacities other than 3-litre.
In late 1998, a short stroke version of the J-series was introduced - the 2.5-litre J25A. This engine employs a 10.5:1 compression ratio, SOHC VTEC heads and runs best on a diet of premium unleaded fuel. Output is 147kW at 6200 rpm and 240Nm at 4600 rpm. The front-wheel-drive four-speed auto transaxle is fitted to the Inspire and Saber. The engine is longitudinally mounted and it appears that it was discontinued in 2003.
Also in 1998, a larger version of the new J-series V6 was introduced. With a slightly larger bore, the J32A engine displaces 3210cc for a valuable torque increase. The J32A also uses a 9.8:1 compression ratio (suited to premium unleaded) and a VTEC equipped SOHC four-valve-per-cylinder heads. Output is 165kW at 5500 rpm and 294Nm at 4500 rpm. A four-speed auto and front-wheel-drive configuration is employed. This engine is fitted to top-of-the-range versions of the Japanese Inspire and Saber sedans. In early ’01, the J32A’s compression ratio was elevated to 10.5:1 and power rose to 191kW and 314Nm at 6100 and 3500 rpm respectively. A five-speed automatic was also introduced with the engine update.
Bigger still is the 3471cc V6 J35A as found in the 1999 Honda Lagreat van and, as far as we can determine, US-spec Odyssey and Pilot. With a larger bore than the J32A, but with a lower 9.4:1 compression ratio and without VTEC, its output suffers. Peak power is 151kW at 5200 rpm and there’s a strong 296Nm at 4300 rpm. A four-speed transaxle comes standard. In late ’01, a higher compression ratio was employed and output was increased to 176kW at 5500 rpm and a five-speed auto was fitted.
In Australia, the J35A appeared in the MDX 4x4 during 2003. Further updates to the engine give it an impressive 191kW and 345Nm – Japanese versions make an extra 4kW/3Nm. The Japanese market also receives the current generation Honda Legend which uses the ultimate version of the J35A tuned for 221kW at 6200 rpm and 353Nm at 5000 rpm. A five-speed auto trans and AWD can be found behind this top-notch engine.
Interestingly, Honda’s flagship Legend saloon continued to use the ol’ C-series V6 until recently. In ’96, the stroke was increased to 91mm to achieve a swept capacity of 3.5-litres. This creates the C35A. Despite having a relatively low 9.6:1 compression ratio this engine performs best on premium unleaded and still runs SOHC heads. Curiously, power remains the same as earlier 3.2-litre models – 158kW (though now at 5200 rpm) – while torque increases to 312Nm at just 2800 rpm. Australian versions are rated at 147kW. The existing four-speed auto was continued until the J-series powered Legend appeared in Japan during ’04.
The NSX also continued with C-series V6 power. In ‘97, engine capacity was raised from 3-litres to 3.2-litres using the C32 bottom-end. But it’s a completely different beast to the C32A used in the early ‘90s Legend. In NSX spec, the engine receives DOHC VTEC heads to create the C32B. On premium unleaded you’re talking a claimed 206kW (and a bit!) at 7300 rpm and 304Nm at 5300 rpm. A six-speed manual replaces the previous five-speed while the optional four-speed auto continues. Interestingly, the auto version of the NSX stays with the C20A engine rated at 195kW/294Nm.
Of course, a second-hand NSX engine will cost a large wad of cash at the import wreckers (if you can find one) but there are other Honda V6s which look great for conversions - we’ve heard of C-series and J-series V6s crammed into Honda Civics! In the early series, the Legend’s C32A engine is hard to go past (thanks to its number of cubes) and the turbocharged C20A would be great to get your hands on. The rest of ‘em? Well, all of the late-model Honda V6s are simply brilliant...
Friday, August 5, 2011
Sunday, July 24, 2011
This is the article extract from Yahoo Autos which this may relevant to US market only, but it is interesting to have a read on it.
Even though auto manufacturers have greatly boosted quality and reliability, buying a used car can still be a process fraught with anxiety. In addition to worrying about the honesty of the seller, you also want to be sure to avoid vehicles with poor reliability records.
To help with that, MoneyWatch looked at owner surveys to see which cars look like trouble, focusing on five separate categories. We focused on 2008 models — the year ranked in the latest dependability study from J.D. Power and Associates. Buying a 3-year-old used car also lets you shop after the biggest new-car depreciation already has taken place: Because used car prices have risen so sharply this year, 1- and 2-year-old used models can make worse financial sense than buying new.
To make our list of used-car rejects, a model had to get the minimum two out of five in the J.D. Power “circle ratings” for dependability. It also had to be ranked below average as a used car by Consumer Reports in its annual April car issue and online car rankings.
Here are our recommendations for used cars to avoid — plus some better ideas in the same categories. Volkswagen and Chrysler Group, which also makes Dodge and Jeep, both have two entries on our avoidance list.
Small Car: Volkswagen Beetle
The Beetle’s cute looks and all-around appeal don’t save it from being on the least reliable list. Owners of the 2008 model told Consumer Reports that they had trouble with the climate control system and power equipment, both of which can lead to expensive repairs. The convertible model is selling for $19,350 on dealer’s lots according to the Kelley Blue Book web site.
.Alternative: Hyundai Elantra. Hyundai has had a remarkably strong sales year for new cars this year. But even in 2008, the company was making quality cars backed by its 10-year, 100,000 mile powertrain warranty. The Elantra got the maximum five circles in the J.D. Power reliability ratings and is ranked an above-average used car by Consumer Reports, where survey respondents reported no major problems. This model Elantra is selling for $12,435.
Midsize Car: Volkswagen Passat
Volkswagen strikes out again. Despite being praised by reviewers when new, the Passat gets the minimum J.D. Power two circles and a below-average rating from Consumer Reports. Readers there report problems with the fuel, electrical and climate systems and the power equipment.
The 2008 Passat is selling at dealers for $18,515, according to kbb.com.
.Alternative: Ford Fusion. Ford’s first real contender in years against mid-size leaders Toyota Camry and Honda Accord, the Fusion won the reliability award in this year’s J.D. Power survey. Consumer Reports gives it a top Much Above Average used car rating. Readers there reported no major problems with their 2008 Fusions. Dealers are offering the Fusion for $17,365, according to kbb.com.
Midsize SUV: GMC Acadia
Though its quality has improved in recent models, the 2008 Acadia is a repeat loser in this category. With the minimum two circles in the J.D. Power survey, it gets a worse than average used car ranking from Consumer Reports. Readers there reported problems with the suspension and audio system. The Acadia SLE model is selling for about $25,000 at dealerships, according to kbb.com.
.Alternative: Toyota 4 Runner. This 2008 Toyota stalwart won the J.D. Power reliability award and is rated much better than average as a used car in the Consumer Reports ratings, where readers reported no serious problems. Reviewers praise its capability both on the highway and off-road. The 2008 4Runner SR5 version is selling at about $27,730.
Large SUV: Ford Expedition
Even if you need large-capacity hauling and can ignore the lame mileage numbers (the Expedition is rated at 12 mpg in city driving, 18 highway), look elsewhere. The big boy of the Ford SUV line (whose model names all start with the letter ‘E’) gets the minimum two circles from J.D. Power and a worse-than-average Consumer Reports rating, where readers report problems with the transmission and the audio system.
The used 2008 Expedition sells for $23,530 in the XLT version, according to kbb.com.
.Alternative: Toyota Sequoia. In a category with no clear winner, the Toyota entry again looks like the best bet. It gets four out of five circles in the J.D. Power rating and an above-average rating from Consumer Reports. Reviewers praise its roomy seating and comfortable ride for long highway trips. The 2008 Sequoia SR5 version is selling at $31,265 at dealerships
Minivan: Chrysler Town & Country
Chrysler originated the minivan and in most years has sold more than other companies. But sometime around 2008, manufacturing quality began to lag.
This Chrysler van got the minimum two circles from J.D. Power and a much-worse-than-average used-car rating from Consumer Reports. Readers there reported problems with the suspension, brakes, climate system and power equipment. The 2008 Town & Country LX version is selling at about $16,000 from dealerships.
.Alternative: Toyota Sienna. As it did last year, the Sienna wins the reliability award for minivans from J.D. Power, and it gets a better-than-average rating from Consumer Reports. Reviewers praise its comfort and seating; it holds up to eight people. The Sienna CE version is selling for an average $20,130, according to kbb.com.
Despite Toyota’s recent recall problems and lagging sales this year, its dominance of numerous categories in three-year-old used cars is a reminder of what a strong record of reliability it has achieved. Domestic companies certainly should not count out Toyota as a strong competitor.