wow that is a crazy looking manifold, the velocity stacks should really help out. I doubt youll be able to use the top manifold though looks big. I hope the lower manifolds can bolt up. Try and bolt that thing up! lol
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J32A engine (CL type S) in NSX
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wow that is a crazy looking manifold, the velocity stacks should really help out. I doubt youll be able to use the top manifold though looks big. I hope the lower manifolds can bolt up. Try and bolt that thing up! lol
If I could I would, I wish someone would make us a nice sheet metal intake for the NSX
my neighbor has 3.2 cl-s, Im going to pull his shit apart.:tongue: do they all have the same manifold?
01-03 type S are the same, except there is a traction control unit on the Auto's, but it can be easly removed
that sounds like a novel idea, and you obviously sound like you know what your talking about, but don't you think that the c30a with those same mods would make the same power but with a broader powerband? its not fare to compare engine A with head work + bolt ons vs engine B with just bolt ons.
not a fan of the idea to downgrade engines but i will admit that the cl and tl type S engines are torquey as hell, but i believe that some amount of mod into each the c30 or c32 would ultimately make more power, but you would see more gains on the j32's because they were less optimized from the factory.
Wow.
I don't know what to say to all that... but here is more along the lines of John's idea of what "making more torque" with an engine swap might come to look like.
My 0.02
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some info:
bolt patterns on bellhousings are not the same for the C-series and j-series
Even though the 6spd was only offered in CL for one year, it is the same tranny later offered in the TL-S.
With the debut of the J37 leads to some difficulties. bolt pattern on bellhousing yet again different but MAY still work with other j-series. The j37 is an ALL new motor and does not share any internals with any other J series engine.
bolt patterns on bellhousings are not the same for the C-series and j-series
Even though the 6spd was only offered in CL for one year, it is the same tranny later offered in the TL-S.
With the debut of the J37 leads to some difficulties. bolt pattern on bellhousing yet again different but MAY still work with other j-series. The j37 is an ALL new motor and does not share any internals with any other J series engine.
Hmmm, makes me think $1K of motor, $8K of 15lb turbo boost, that should be a 500+ RWHP if the shit would bolt up...big question for the swap is the length of the block. The NSX motor is short and there is no extra room unless you move the whole mess away from the passenger/left side of the engine compartment. The tranny bolt pattern could be adapted with a plate, perhaps. Single cam is not a huge disadvantage if you put enough boost into it, plus who cares what the redline is if your torque is dropping off at 7K RPM.
Run it like crazy, blow it up, drop in a new motor when ever you need to. Sounds like a used long black is less than pistons, rings and head gaskets for any NSX motor!
Run it like crazy, blow it up, drop in a new motor when ever you need to. Sounds like a used long black is less than pistons, rings and head gaskets for any NSX motor!
j motors have alot of room for improvement like u said, I dont think there is to much room for improvement on NSX heads, the only room I see worth doing to an NSX is the cams, higher compression and a better intake manifold setup, that alone wil cost thousands, Im not a fan of replacing the motor for a CL either, but lets face the facts, I see CL engines going for as low as $750, but I would rather use the 6spd trans from the CL and not the NSX, there are company's out there making mounts for all kinds of crazy swaps, the only difficult part I see is that the shift cables connect on top of the cl's transmission and the NSX connects on the bottom of the trans. To those of you who think I am crazy drive a 6 spd CL its the fastest HONDA ACURA to date beside the NSX, I've gone 13.7's in the 1/4 with just I,H,test pipe in a 3500 pound car (without driver) thats as much as a supra
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I got a couple buddies that has the stock cl engine with MDX internals 3.5 (crank, rods pistons) all OEM parts, heres a link of a local guy that has a 3.7 build http://v6performance.net/forums/showthread.php?t=169002 but all of there motors are missing proper head and manifold work and a slightly more aggressive cam would be nice also
well i wouldn't go as that far to say that your modded cl is as fast as a stock mark iv. a stock mark iv puts down anywhere from 280-300whp and if they put a driver as good as you in it, can run low 13's to a very high 12 stock. don't confuse the jdm 2jz for the usdm ones, we have the better engine.
I ment just the weight of the supra and the CL are pretty close not the performance, but I think the supra's did only run high 13's stock
nope, the jdm ones runs high 13's but the usdm ones runs mid to low 13's at 105mph + stock with a good drive, the cars are very underrated from the factory. remember they weight 3500 lbs but puts down 280-300whp stock.
I just tried to find a few stock 1/4 mile times from mags and could not find any that is better than a 13.5 for some reason. I know i have personally seen a mag that as low as a 12.9 as well and i'm on supraforums a lot and there are quit a few people who has hit low 13's bone stock as well.
remember 280-300 boost vs 280-300 NA is diffrent, the NA would be a faster car with the same HP
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Really? That's kind of a blanket statement there, and often case the opposite is true.
oh no. now ya did it. you're gonna turn this forum into a NA vs. FI age 'ol debate real quick lol. i would like to see more info on the TL/CL swap. we've been swapping honda engines for years. my acura integra i put a honda prelude H22 in it. i ws the first in my area to have that swap...it was alot of work but worth it in the end. if you have the money to fart around with the nsx then id put it into the c series engine. if you want to swap something...buy a lexus and put a 2jz gtte in it..have fun with gobbs of power and endless turbo upgrades. the other thing comes down to weight? how much lighter or heavier is the cl engine going to be? are you going to be able to position it for perfect or close to it balance? the nsx is a drivers car...not your neighbors honda civic
swap something else...drag something else. if you get beat in the 1320 have them follow you to a windy road lol.theres my two shiny abrahams
from the 15 years I've been racing and and working on cars, I have always seen turbo cars needing more power to run the times an NA run, yes the boosted car always has more mph through the traps, (10 sec NA needs about 300whp in a drag car and boosted needs about 400+whp, I have spent alot of time on the dyno and tuning and this theory seems to be true unless all turbo cars had the new GTR transmission where boost levels dont drop between shift
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Then just switch to an old ecu :wink:
not that simple
it would be awesome if it were that simple. unfortunately they went from a 2.0 to a 2.2l fseries engine..and i would be the injector rates and timing would definately be off. you could just spend the baller money and get a hondata lol. are they taking the s2ks and doing an obd2 to obd1 jumper harness like the old dc's and ek's....and using crome or something of that nature? the ostrich emulator is pretty nice...easy to set up and have a button with two programs...daily driving and blow my shit up at the track setting
Interesting topic. The NA to boost hp you have stated is true. But lets face it the NSX motor will not make 400whp in NA unless you stroke it and dump about $20k in to it. Boosting it with $10k will do the trick.
The NSX intake manifold is very restritive and I've tried to make statement many times but some members on here down't wanna here it. I'm working on couple of intake manifolds. I've just finished porting a 96 nsx mani for a boosted application and I'll post a link of before and after pictures. I've opened the runners up alot but towards the inside the runners are really narrow and will take alot of work. It would be much better if someone could offer sheet metal intake manifold like you mentioned.
I'll make a post soon with pictures of the stock NA1 manifold before and after the port work.
adrenaline_nsx (Omar) The manifold will not work from the CL/TL. The plenium is wider and the angle is off.
Rahim
The NSX intake manifold is very restritive and I've tried to make statement many times but some members on here down't wanna here it. I'm working on couple of intake manifolds. I've just finished porting a 96 nsx mani for a boosted application and I'll post a link of before and after pictures. I've opened the runners up alot but towards the inside the runners are really narrow and will take alot of work. It would be much better if someone could offer sheet metal intake manifold like you mentioned.
I'll make a post soon with pictures of the stock NA1 manifold before and after the port work.
adrenaline_nsx (Omar) The manifold will not work from the CL/TL. The plenium is wider and the angle is off.
Rahim
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I would just like to use the lower manifolds, I know the holes are off but I think new holes could be drilled. Do you have access to a manifold?
I just finished a manifold mod for a turbo set up. It is pretty easy to do if you have mill. I chose to finish the middle rib with a 2 deg. taper and then do large radius round over to create a gentle knife edge. The holes from the VVS shaft were tapped and filled with plugs.
I am set up to do this if any one is interested.
Dave
I am set up to do this if any one is interested.
Dave
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Nice.
I had a question for you... why not omit this all together since it's a boosted app.? Wouldn't it be less volume to fill?
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