Honda J35 3.5 engine

The first in the history of the Japanese brand V-shaped engines were C-series engines. They were still in full production, when the lineup was replenished with V-shaped “sixes” of J series. Already this series was produced only at some American factories – that is, we are dealing with a pure “American”, but born in Japan.

The basis of all motors of the series is a laminated aluminum block with an angle between the rows of cylinders in 60 °. The timing drive is based on a timing belt driving two camshafts without hydraulic compensators – one shaft per block head.

Some early revisions of these engines (for example, J35A9) were equipped with a full-featured VTEC system, which changes the height of intake valve lift for the cylinders. Most of the engines do not have it, although all VTEC components are installed in the drive, but they provide the cylinder deactivation mechanism. However, the valves of the 5th and 6th cylinders have a conventional actuator. Among the internal combustion engines of this series, only one engine is equipped with four camshafts and phase shifters, as well as a turbocharger – the manufacturer released it a couple of years ago.

Characteristically, all J-series engines are mounted exclusively transversely. The first models were produced with a mechanical throttle, some versions received a modified intake geometry, and the motors also differ in compression ratio and cylinder-head design.

Technical characteristics

1. Base modification J35A1

2. Mass modifications J35A3, J35A4, J35A5, J35A6, J35A9

3. VCM Modification: J35A7

4. Powerful modification: J35A8

Engine weight

Now we will take apart the engine J35A9 with a volume of 3.5 liters. This engine was put on Honda Pilot, as well as Ridgeline since 2006. Its separate versions were put in 1998-2012 on Honda Legend and Odyssey. It was also put on the models of Acura RL, TL and MDX sub-brand.

General assessment of the reliability of the J35A motor

In general, this is a reliable series of motors. However, it is spoiled by a number of unsuccessful decisions, applied in some models for the sake of ecology. Let’s tell about them in detail.

VCM gasket leak

Practically one problem, typical for these engines, is found on J35 modifications with cylinder deactivation. Such internal combustion engines were originally put on Odyssey minivans, and then moved to crossovers and sedans. The version of the engine we are considering does not have cylinder deactivation – only VTEC is installed. However, VCM is found on Pilot with front-wheel drive and other models produced since 2008 with J35Z engine. We will deal with it in theory.

Directly its block on the internal combustion engines of release before 2008 was placed on the right block head in its rear part, and after – in the front part of the left block head. Regardless of location, it is pierced by the oil level dipstick. On the J35Z, the blocks are mounted in the front on both cylinder heads.

The problem here is trivial: little suddenly and badly starts leaking through the gaskets. It’s easy to spot just by opening the hood – everything under and next to the block will be covered in oil.

Ignoring the leak will eventually damage the alternator – this is typical for internal combustion engines from 2008, where it is simply flooded with oil. This is indicated by periodic short-lived lack of battery charging. Also on the gasket can quickly squeeze out a large amount of oil, which will lead to oil starvation of the motor.

VCM gasket replacement is quick and easy, but only duplicates are available – original gaskets are sold together with the block. It is better to change in advance every 80-100 thousand kilometers of mileage and even take a spare with you. Other mass problems with J35 in principle does not have.

In general, VCM on these motors is problematic, so it is better to look at variants without it. Although it can be switched off – there are several methods developed by skillful people.

Failures of VCM

Despite the general reliability of the VCM, errors P3400 and P3497 can occur in the ECU. They indicate that the oil pressure is not up to par. Often due to blocked channels in the blocks. But it also happens through the fault of the car owner – when he, instead of changing the gaskets, solves the problem with the help of sealant. Usually there is a malfunction of the pressure sensor installed on the block. It is sold separately, but the electrovalves are purchased only together with the block, the price of which starts from $550.

Oil leaks

The rear crankshaft oil seal starts to leak on old and run-down engines. It is not easy to replace it: you need to lower the subframe and remove the transmission, which will take a lot of time and effort.

In addition, oil leakage is inevitable through the valve cover gaskets, much less often – through the oil seals installed on the plug wells. It is recommended to change the gaskets every time the valves are adjusted. The gasket located under the oil filter housing mount will also leak as mileage increases.

IBC mounts

Because this V6 operates similarly to an inline 3-cylinder engine when running at low rpm, increased vibrations are inevitable. To minimize them, the internal combustion engine is mounted on 4 supports, among which the front and rear ones are passive (they are located on the side of the timing gear and gearbox drive respectively). The side supports are active, and their damping properties are changed by a signal from the ECU. Their service life is not small, but in case of malfunction you will have to spend a lot: the front one today costs $540, the rear one – $300.

VAC valve

The crankcase ventilation valve (17130RCAA02) is located near the oil filler. If it becomes stuck or plugged, it will increase oil consumption or cause oil leaks by pushing out oil seals. The reason is high pressure of crankcase gases. The cost of the original valve is about $22, analogs can be found 3 times cheaper.

It is recommended to change the valve every 80 thousand kilometers of mileage, and it is changed quite simply. However, often when replacing the old valve is cracked, and its part remains in the seat. To remove it completely, you have to remove the valve cover.

Jets

This motor has long-lasting and trouble-free fuel injectors. If they are cleaned every 100 thousand kilometers, the engine will be much more economical.

EGR valve

All J35 motors have EGR valves. The difficulty is that the exhaust gases enter the system from the outlet installed behind the front (first) catalytic converter. When it inevitably starts to fall apart, ceramic dust will be sucked into the cylinders. So at the first hint of a problem with the catalytic converter, it needs to be fixed.

Even if you plug the EGR valve, the dust will still get into the cylinders when the engine is running when the accelerator pedal is released. Then the throttle is closed, but the engine is spinning, sucking up all the dust.

Adjusting valve clearances

On the J35 internal combustion engine, it is adjusted every 40 thousand kilometers, although the service manual for American cars specifies a frequency of 105 thousand kilometers. As on most Honda internal combustion engines, everything is simple, but you will have to sweat to remove the intake manifold.

To adjust the valves is simple: you will need a wrench, a screwdriver and a dipstick. Valve clearances for intake valves are 0.22 mm and for exhaust valves 0.3 mm or within ±2 hundredths tolerance.

The principle of operation of the VCM system

Let’s consider the VCM system in absentia. It provides disconnection of the right (rear) half-block with cylinders 1-2-3. In addition, in some versions of the internal combustion engine, the 4th is also disconnected, but only together with the 3rd cylinder.

All this is realized quite simply: by disconnecting the intake and exhaust valve rocker arms on the controlled cylinders. The mechanism itself is tied to the elements of VTEC, camshafts of which are equipped with working cams with the usual profile, as well as idle cams of rounded shape. The design of the rocker arms is composite, and their parts are fastened with special steel rods.

The rear block head received 6 cams per cylinder, of which half are rounded, rolled by the rocker roller when the system disengages the right half-block. The shaft configuration over the 5th and 6th cylinders is standard: with three cams and without any VTEC components.

Wear on camshaft cams

This is a characteristic problem in J35 engines, although it appears rarely. Specialists here see the cause in insufficient hardening of cams, but there is an opinion that the cause of their wear is a consequence of a strong violation of the value of thermal clearances of valves. Also not excluded is the version of excessive loading of cams, since one cam drives the entire pair of exhaust valves of the cylinder.

Therefore, when adjusting the clearances, it is important to check the condition of the cams, carefully inspecting the areas on their ridges. However, you can inspect everything in detail only if you remove the rocker arms.

Also, cam wear is detected by the sound – you will hear the characteristic clunking and crackling of the running motor. In addition, the symptoms of the problem can be interruptions in the smooth operation of the internal combustion engine and increased fuel consumption, and with wear in the exhaust oil will be seen particles of metal powder.

The cost of new shafts complete with cams is $280.

Faults Caused by VCM

By disabling the cylinders, of course, it will be possible to save fuel. Although the node is problematic. When the cylinders are deactivated (more precisely, when their valves are no longer opened), the pistons continue to move, that is, the gases in the combustion chambers are compressed and a vacuum is created. As a result, gases and oil vapors pass through the piston rings. In addition, the idle cylinders are cooled down, and against the background of all these factors, the piston rings lie in them. Then comes the “oil glut”, which accelerates the damage of the second catalyst, and the spark plugs are covered with oil deposits.

Engineers of the manufacturer have developed a firmware for VCM, not so often disabling cylinders, but this is a half-measure. Individual skillful people completely disable this system by cheating the temperature sensor, from which the ECU reads data on the temperature of the motor.

The timing belt

A very long toothed timing belt should be changed after 105 thousand kilometers, although according to the American regulations this period is increased to 160 thousand kilometers. When replacing, you need to be guided by the marks on the pulleys.

The front crankshaft oil seal and the cooling system pump should also be changed according to the regulations.

This engine very rarely dies because of a faulty timing belt. However, in severe frosts, the hydraulic tensioner of the drive often freezes, as a result, the belt is weakened. Then at the moment of starting there is a risk of its jumping by a few teeth. But on this motor, the pistons do not meet the valves.

Serious faults of J35 motors

Physically, the J35 wears out only after serious mileage, and also due to ceramic dust flying from the deteriorating catalytic converters. It is also important to keep an eye on the quality of fuel and engine oil. Since the capacity of the crankcase is only 4.3 liters, it is very easy to bring the engine to oil starvation. In addition, the oil must be changed at intervals of 6 thousand kilometers.