Air conditioning has yet to be tested, but the fix might be as simple as using an Integra condenser, some custom lines, and a J-series compressor. Of course, that probably never happened, but it doesn't matter. There's bad news though and it has to do with the transmission. In some cases, the only way to determine which transmission you really have is to take it apart and count the number of teeth on the ring gear. Oh, it also already has the Type S heads and intake but with a spacer that helps shift the torque curve down.
The tricky part is mounting all of this. Finally, if there is some question about whether or not you're S80 has 4. The specs are the same as above: 1st: 3. The final drive is 4. We also provide detailed and assembly sequence drawings for some of the Honda manual transmissions if required.
Turn-in is sharp with no noticeable plowing. The synchronized version is primarily designed for street cars with up to 600 horsepower, while the dog-ring version is designed to be used in racing applications with approximately 600 horsepower as well. There're plenty of these out there, with the Type S and newer engines being the next logical steps up. Also worth mentioning, these transmissions are all hydraulic. The New York Times Company.
This comes at the expense of hood clearance but, with an engine this big, why hide it? New springs for the added weight are a must for this swap. This engine has had several different transmissions mated to it causing some potential confusion. The J-series engine was designed in the United States by Honda engineers. Typically these transmissions have had weak synchro's in 2nd, 3rd, and 4th gears with 3rd gears crunching the most. Of course, the J-series is heavier than the D-series, even the B-series, possibly by as much as 100 pounds. Honda land's been slow lately. Don't worry though; Hasport's kit works with or without power steering.
Paying anymore is pointless, as these transmissions are everywhere. Some light surface rust has been seen but will come off with light cleaning. Depending on your application, budget and availability the transmission you chose will certainly affect overall performance. Its also worth noting that all of the transmissions minus the Y1 have very weak open differentials making it essential that you upgrade if your putting a lot of power to the ground. Here is a look at the specs: 1st: 3.
Although there are rare homologations like the J25, the U. Bearing supports are strategically located near each gear for the utmost stiffness, and low-friction roller bearings are incorporated in all gears and main shafts for near friction-free operation. They're good to 300 whp and work with the J's stock manual transmission intermediate shaft, so make sure you get that with your six-speed should you go the manual trans-route. For boost, a lot of people like the gearing of this transmission, plus gas mileage is great and they're very cheap. The most important feature here is that its cable-type. This article needs additional citations for. Of course, if you can get a J-series to work in a fabbed-from-scratch sand rail, then dropping a J35A4 into a '92 Civic should be easy.
Simply move the radiator off to the left side to keep things cool--just like with a K swap--and reuse the original Civic hoses. And then there's the cooling system. Its bore was 86 mm 3. The synchro's on this transmission are still considered weak, however the gearing is very good for all motor applications as its identical to the B16A transmissions. Plus, once you drive a car with this much torque, four may never again be enough. The tough part is integrating the J-series engine harness with the Civic's chassis harness. Honda and Acura 4, 5 and 6 speed transmissions are covered in the second table.
Along with the drive-by-wire throttle, Honda developed integrated exhaust manifolds for the newer J-series, which is basically one big exhaust port that hangs off the back of each head. The J32A is another good choice. In part, due to the sand rail business's recent downturn, this is exactly what Tim, a 20-plus-year certified Honda mechanic, did. This version was on the list for 2003 and 2004. Its bore is 89 mm 3.
Here is a look at the specs: 1st: 3. In the end, ground clearance remains the same and, with the exception of the tachometer and speedometer, you'd swear Honda test-fitted this themselves at some point. It's no surprise that the plugs are different, but the J's engine harness will also most likely be from an automatic. Similar to the H- and K-series swaps, the Js all use cable-operated shifter mechanisms. There is likely more than a million of these on the road and plenty in the junkyards.