Electrics are fairly reliable, but rectifiers can fail, so check for a spark before getting too far into mechanical issues. 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. Output is 13kW less In Australian delivered Legends (which we believe can run on normal unleaded). Honda鈥檚 Variable Cylinder Management system (aka cylinder deactivation) is employed on some versions and hybrid version can be found in some markets. The new engine uses a 10:1 compression ratio, bigger valves, a knock sensor, electronic throttle control and VTEC variable valve timing and lift. The J-series uses 60-degree opposed cylinders, is designed for transverse mounting and use SOHC VTEC variable valve timing heads. The big difference is the use of DOHC heads with VTEC dual-stage valve lift. The second difference is the lack of disposable income for most Americans.
The Honda VTEC system enables the V6 to hold torque to stratospheric revs and the result is power. The vehicles' exhaust system is designed to provide a safe path for burnt fuel gasses to go out and to make the passengers inside safe from the possible hazardous impacts. It鈥檚 a moment, when you ought to think about to obtain the caliber and trustworthy battery and chips in the finest possible method. It鈥檚 not a powerhouse but it does offer a substantial increase in torque. 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. With a larger bore than the J32A, but with a lower 9.4:1 compression ratio and without VTEC, its output suffers. 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.
In Japanese models, the updated i-VTEC J30A belts out 184kW at 6000 rpm and 296Nm at 5000 rpm. The Japanese spec C32A puts out a healthy 158kW at 5500 rpm along with a substantial 299Nm of torque at 4500 rpm. Output is 165kW at 5500 rpm and 294Nm at 4500 rpm. 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. In late 鈥?1, a higher compression ratio was employed and output was increased to 176kW at 5500 rpm and a five-speed auto was fitted. 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 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).
The Japanese supercar is powered by a 3-litre C30A V6 which runs a 10.2:1 compression ratio. This engine is fitted to top-of-the-range versions of the Japanese Inspire and Saber sedans. The same engine was also used in the 1995 Inspire and Saber saloons (which are rated at 154kW at 5300 rpm). The front-wheel-drive four-speed auto transaxle is fitted to the Inspire and Saber. A four-speed transaxle comes standard. Interestingly, this engine is longitudinally mounted in the Legend but the standard four-speed auto channels drive to the front wheels. Interestingly, Honda鈥檚 flagship Legend saloon continued to use the ol鈥?C-series V6 until recently. The NSX also continued with C-series V6 power. A Type R version of the NSX was also released in 1992 but it doesn鈥檛 offer any more power. Unlike its bigger cube stablemate, the C30A is transversely mid-mounted in the NSX. 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.
