Small update. I got the front motor mount adapter bracket back from the fabricator, this time machined out of aluminum. Still a prototype but it looks good and bolts up.
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I found a bit of time to work on my car and decided to take a look at the fuel rails. The NSX has the fuel supply and return on the crank pulley side and the J-motor has it on the flywheel side, so I thought I would try just flipping the fuel rails.
Since I had all the fuel injectors out, I went ahead and installed all new seals and soaked the injectors in some injector cleaner.
I had to drill a new hole in each fuel rail in order for them to swap sides.
I also had to bend one of the supply lines in order for it to clear.
Everything bolted back in and the fuel rails are flipped.
I am not happy with how tight the bend is on the crossover pipe.
Also, the J32A2 uses a common fuel supply/return block keeping consistent pressure in both fuel rails where the NSX supplies fuel to the front fuel rail and returns it from the rear fuel rail keeping a constant flow of fuel through the rails. I am not sure which design is better.
This will need some more work, maybe a custom crossover pipe is all I need. I have also looked at the P2R fuel rails.
Since I had all the fuel injectors out, I went ahead and installed all new seals and soaked the injectors in some injector cleaner.
I had to drill a new hole in each fuel rail in order for them to swap sides.
I also had to bend one of the supply lines in order for it to clear.
Everything bolted back in and the fuel rails are flipped.
I am not happy with how tight the bend is on the crossover pipe.
Also, the J32A2 uses a common fuel supply/return block keeping consistent pressure in both fuel rails where the NSX supplies fuel to the front fuel rail and returns it from the rear fuel rail keeping a constant flow of fuel through the rails. I am not sure which design is better.
This will need some more work, maybe a custom crossover pipe is all I need. I have also looked at the P2R fuel rails.
Okay, the Holidays are over and most of the home remodel phase 1 is done so, back to the build. I found out that the fuel rail crossover pipe on the 1999 J32A2 is shorter and the pipe connections basically point right at the other fuel rail so I ordered a fuel rail crossover pipe from a 1999 CL.
The pipe connections are a lot straighter, but it was still too long, so I cut off the crimp connectors and cut off the hose right at the pipe, cleaned up the metal ends and pressed the hose on. Now the connection is good. This might be the solution.
The pipe connections are a lot straighter, but it was still too long, so I cut off the crimp connectors and cut off the hose right at the pipe, cleaned up the metal ends and pressed the hose on. Now the connection is good. This might be the solution.
I've become a fan of the J32A engine. 7.5psi on our MD250 vs NA. AEM EMS for management, ID1000 injectors.
The dyno video:
http://youtu.be/h_Ei9HZmYI4
Keep up the good work. If anyone is interested, the same turbo setup on our Civic should bolt up pretty easily into the NSX chassis with just a custom downpipe needed.
The dyno video:
http://youtu.be/h_Ei9HZmYI4
Keep up the good work. If anyone is interested, the same turbo setup on our Civic should bolt up pretty easily into the NSX chassis with just a custom downpipe needed.
I've become a fan of the J32A engine. 7.5psi on our MD250 vs NA. AEM EMS for management, ID1000 injectors.
The dyno video:
http://youtu.be/h_Ei9HZmYI4
Keep up the good work. If anyone is interested, the same turbo setup on our Civic should bolt up pretty easily into the NSX chassis with just a custom downpipe needed.
Thanks Cody! I can't tell you what it means to me that you noticed my project.
I do have some form of FI in mind for the future. I would like to see a twin turbo setup like the Ford "EcoBoost" motors. With the 60 degree V6 now there should be plenty of room in the engine bay of the NSX to tuck two small turbos down by the exhaust manifolds. I have also been thinking about a ProCharger style setup for the J32A and mount it on the passenger side where the NSX had the alternator and the "J" had the power steering pump. It would probably have to mount in much the same way the alternator gets mounted in the NSX when a supercharger is installed. The ProCharger setup would probably pull intake air from the passenger side vent and maybe use the drivers side vent for the inter-cooler. I like the low boost setup you did and that's where I think I would start.
TT=Twice the hassle and expense, in my opinion. 
Oh, and pro charger = all of the lag of a turbo with none of the low end torque. 25% of our NSX builds over the past year have been to swap out blowers for turbos.
Cody, thanks for the opinion about the pro charger you are the second person who has told me that I pretty much would not be happy with it. I will probably scratch that idea.
I can't see how a twin turbo system is really twice the expense, other than the cost of a second turbo. So many OEM's go with twin turbo I can't imagine that they do it for cost reasons.
I like the idea of FI, but not really keen on the lag part. The only turbo car I have driven really is my son's WRX and the power really isn't there until the turbo spools up. I understand that many of the modern twin turbo V6 engines have good, smooth power delivery. Ford is getting 365 HP / 420 TQ from their twin turbo 3.5 liter V6 in the F150, an engine that they share with Mazda, only Mazda does not turbo it. It is the same engine that is in my Mazda CX9 only a 3.7 liter.
I can't see how a twin turbo system is really twice the expense, other than the cost of a second turbo. So many OEM's go with twin turbo I can't imagine that they do it for cost reasons.
I like the idea of FI, but not really keen on the lag part. The only turbo car I have driven really is my son's WRX and the power really isn't there until the turbo spools up. I understand that many of the modern twin turbo V6 engines have good, smooth power delivery. Ford is getting 365 HP / 420 TQ from their twin turbo 3.5 liter V6 in the F150, an engine that they share with Mazda, only Mazda does not turbo it. It is the same engine that is in my Mazda CX9 only a 3.7 liter.
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These are cool! I really like these turbos, no waste gate, no oil lines and no lag. This is my favorite. I hope I can find a local installer.
Awesome build and glad to see we are both in the same town...
Thanks! Yes, I have heard about your shop from other members on this forum and I have seen some of your cars down at the Woodburn drag strip. I am sure I will be stopping by to discuss the possibility of turbo charging this project.
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Most definitely looking forward to the completion of you Jswap NSX, it reminds me of our Jswap s2000. When it is complete we would love to see it and we can discuss turbos.
Although the stock fuel rails with the modified 1999 crossover pipe should work just fine, I decided to order a set of P2R custom fuel rails. The P2R fuel rails look really nice, although nobody will ever see them.
The P2R fuel rails are tapped at both ends with -6 AN straight threads, so this will allow me to plumb the fuel supply and return lines as needed.
I picked up some fuel line hose and fittings and test fitted everything together. This looks to be the cleanest route for the fuel rails. Now I just have to figure out the fuel pressure regulator.
The P2R fuel rails are nice, however they do not have a chamfer on the injector holes like the factory rails do. This makes it tough to push in the injectors and there is a high likelihood that you will pinch and damage an injector seal. So I decided to put a slight chamfer on the injector holes and that made it much easier and safer to push in the injectors.
The P2R fuel rails are tapped at both ends with -6 AN straight threads, so this will allow me to plumb the fuel supply and return lines as needed.
I picked up some fuel line hose and fittings and test fitted everything together. This looks to be the cleanest route for the fuel rails. Now I just have to figure out the fuel pressure regulator.
The P2R fuel rails are nice, however they do not have a chamfer on the injector holes like the factory rails do. This makes it tough to push in the injectors and there is a high likelihood that you will pinch and damage an injector seal. So I decided to put a slight chamfer on the injector holes and that made it much easier and safer to push in the injectors.
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I spent some time working on the axle bracket again, this time building a complete mock up out of PVC foam board. I even threaded the holes and ran the bolts in. I am glad I made the mock up as I have since made some changes to the design. Here are some pictures. Enjoy.
The file has been sent off to the fabricator, now I can finish up the wiring and start dropping the engine.
The file has been sent off to the fabricator, now I can finish up the wiring and start dropping the engine.
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Have you tried contacting http://www.boomslang.us/ ? They have a custom setups and they do obd1 to obd2 harness setups. They might have something close to what you need already built. Great build cant wait to see it done might end up doing this to mine and go back to the motor i have already had I just sold my 03 CL-s turbo.
keep it going man you're getting there! looks like the other j-swap project on prime has fizzled out. Still havent seen anything that makes this swap difficult, harness seems to be the hardest part so far.
Thank you, I do have an OBD2b extension/tuner harness from Boomslang that I plan on using. Since I do not want to cut or change any of the wiring on the NSX and I am using the J32 engine wire harness and ECU/PCM I don't really need a conversion or adapter harness. The wiring modifications that I am having to do are mostly rerouting/remapping wires and changing harness plugs to match the J32 to the NSX.
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Thanks. Yeah, I am not sure what happened to the Rouge Motorsports project, hopefully he will give us an update soon. The wiring harness isn't so hard as it is time consuming, then again I have spent hours and hours designing and fitting the brackets and motor mount adapters.
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Got the axle bracket back from the fabricator and bolted it up! One more small adjustment and it’s off to the welder.
I drilled a small relief cut in the block for the front mount so that the bolt would clear.
I saw the intake manifold cover plate lying there, so I cleaned it up and threw on a coat of high temp wrinkle red paint just to get some ideas. I'm looking for a clean OEM look. Let me know what you think.
This would be the view if you were standing by the trunk with the engine hatch open.
Unfortunately, this side of the engine is facing the firewall (front of the car). The oil fill cap will be next to the coolant overflow tank.
I drilled a small relief cut in the block for the front mount so that the bolt would clear.
I saw the intake manifold cover plate lying there, so I cleaned it up and threw on a coat of high temp wrinkle red paint just to get some ideas. I'm looking for a clean OEM look. Let me know what you think.
This would be the view if you were standing by the trunk with the engine hatch open.
Unfortunately, this side of the engine is facing the firewall (front of the car). The oil fill cap will be next to the coolant overflow tank.
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This thread has so much win.
I can't wait to see it done. Keep up the good work man!
I can't wait to see it done. Keep up the good work man!
Just read the whole thread, great work. I subscribed to keep getting updates!
This seems pointless to me.
So let me get this straight, you're going through all this headache, expense and personal R&D time to replace a V-6 motor with another V-6 motor?
So let me get this straight, you're going through all this headache, expense and personal R&D time to replace a V-6 motor with another V-6 motor?
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It's a lot of work, but if it's doable then it's truthfully something others will pursue in the future. I'm no expert on these motors but from my understanding they are more available, less expensive, and handle more power. Therefore another option for us people that are at the point of no return with our cars.
