The J-series is Honda's fourth production V6 engine family introduced in 1996, after the C-series, which consisted of three dissimilar versions. The J-series engine was designed in the United States by Honda engineers. It is built at Honda's Anna, Ohio, and Lincoln, Alabama, engine plants. The J-series is a 60° V6 unlike Honda's existing 90° C-series engines. Also unlike the C series, the J-series was specifically and only designed for transverse mounting. It has a shorter bore spacing (98 mm), shorter connecting rods and a special smaller crankshaft than the C-series to reduce its size. All J-series engines are gasoline-powered, use four valves per cylinder, and have a single timing belt that drives the overhead camshafts. VTEC variable valve timing is used on almost all applications, with exceptions being the J30AC and J35Y8 (which use Variable Timing Control [VTC] instead). One unique feature of some J-family engine models is Honda's Variable Cylinder Management (VCM) system. Initially, the system turns off one bank of cylinders under light loads, turning the V6 into a straight-3. Some versions were able to turn off one bank of cylinders or one cylinder on opposing banks, allowing for three-cylinder use under light loads and four-cylinder use under medium loads.

J25A

The J25A was used only in the Japanese domestic Inspire/Saber models. The J25A displaced 2495 cc. Its bore and stroke was 86x71.6 mm. The J25A used a 10.5:1 compression ratio and was a SOHC VTEC design. Output was 200 hp at 6200 rpm and 24.5 kgm of torque at 4600 rpm. It had a variable intake manifold to optimize torque output across varying engine speeds and engine response.

J25A

J30

The J30A displaces 2997 cc and is a SOHC VTEC design. Its bore and stroke is 86x86 mm. Output for the J30A1 was 210 hp at 5500 rpm and 200 lbft of torque at 4800 rpm. The J30A4 pushed output to 242 hp and 212 lbft using a three-way VTEC system, a higher (10.0:1) compression ratio and a novel exhaust manifold cast as one piece with the cylinder head. It weighs nearly 20 lb less and is an inch shorter than J30A1. This version was on the Ward's 10 Best Engines list for 2003 and 2004. The IMA hybrid version was on the list for 2005. In 2006 Honda created the J30A5 to mark the 30th anniversary of the Accord. It boosted output to 244 hp (SAE Net 08/04) and 211 lbft (SAE Net 08/04) of torque. According to Honda, horsepower gains were achieved with improvements to the airflow of the intake and exhaust system.

J30A

J30A1

J30A3

J30A4

J30A5

J30AC

(Turbo)

J30Y1

JNA1

J32

The J32A displaces 3210 cc and is a SOHC VTEC design. Its bore and stroke is 89x86 mm. Output was 225 hp at 5600 rpm and 217 lbft at 4700 rpm for the J32A1, with the J32A2 raising output to 260 hp at 6200 rpm and 232 lbft at 3500–5500 rpm. A more aggressive camshaft, more free flowing intake/exhaust, and a 2-stage intake manifold produced a 33.55 hp increase over the J32A1. The J32A3's output in the 2004/2005 TL is 270 hp. Due to changes in SAE testing methods, 2006–2008 model years have a reduced output rating of 258 hp, despite being mechanically identical. The J32A3 includes a one-piece exhaust manifold cast with the cylinder head, first introduced on the J30A4.

J32A1

J32A2

J32A3

J35

J35A

The J35A is a SOHC VTEC design. Its weight is 360 lb running. The Honda Marine BF200-series marine engine shares its internals with the J35A.

J35A1

J35A3

J35A4

J35A5

J35A6

J35A7 – VCM

Variable Cylinder Management Piston Oil Jets

J35A8

J35A9

J35S

J35S1

J35Z

The J35Z engines use a die-cast aluminum block with cast-iron cylinder sleeves.

J35Z1 – VCM

J35Z2 – VCM

J35Z3

J35Z4 – VCM

J35Z5

J35Z6

J35Z8 – VCM

J35Y

J35Y1 – VCM

J35Y2

J35Y4 – VCM

J35Y5 – VCM

J35Y6 - VCM

J35Y8 – VCM

J37

The J37 uses a die-cast aluminum block with aluminum cylinder liners. Primarily due to the cylinder liners being made from aluminum instead of cast-iron the engine weighs less than the J35Z engines. The intake manifold is made from a cast magnesium alloy.

J37A1

J37A2

J37A4

J37A5