- Honda’s most up-to-date 3.5-liter V-6 that powers the new Pilot switches to a dual-overhead-cam design, the very first by natural means aspirated DOHC V-6 in any Honda or Acura since the to start with-generation NSX.
- Bore, stroke, and compression ratio carry over, even though peak energy is up by 5 hp to 285 hp and torque holds continual at 262 lb-ft.
- This new V-6 is significantly cleaner, with some pollutants minimized by 40 to 50 per cent, which should really keep it compliant right until at least 2030.
Hiding in the heads of the 2023 Honda Pilot’s new V-6, code name J35Y8, is a dramatic transform: an added camshaft for each individual lender. Each individual previous in a natural way aspirated V-6 from both Honda or Acura besides for the very first-era NSX has alternatively been a solitary-overhead-cam (SOHC) design and style. Bore and stroke carry in excess of (and thus its 3471cc displacement), as do a 60-diploma lender angle, and a 11.5:1 compression ratio. But this new motor that powers the Pilot (and just about absolutely any upcoming V-6–powered cars, these as the Odyssey and Ridgeline) gets the compact DOHC heads from the turbocharged Type S-variants of the Acura TLX and MDX, where by the cam bearing caps are integrated into the valve include, shrinking the head peak by 1.2 inches.
Peak energy is up by 5 hp to 285 hp at 6100 rpm, while peak torque is identical at 262 pound-toes at 5000 rpm all those peaks come about at slightly greater motor speeds, 100 rpm and 300 rpm, respectively. Hydraulic lifters are also new, which suggests no extra valve-lash changes, and depressurizing them retains the valves shut through 3-cylinder mode. The DOHC V-6 proceeds to use a timing belt, which has the exact 100,000-mile alternative interval as the SOHC motor before it.
We Drove the New Pilot, and Far more TrailSports Are Coming
Emissions-intelligent, this most up-to-date V-6 jumps to a SULEV30 ranking, which quantities to a reduction of 40- to 50-per cent in particulate and NOx output. Fuel manage is far more exact, with direct-injection-system stress up by 50 per cent to 30 MPa (or 4351 psi), alongside with scaled-down injector holes and an capacity to do up to 3 squirts for every combustion cycle. An additional key enabler is making use of cam phasers to continually adjust both equally consumption and exhaust timing fairly than the superior-lift and more time-length consumption lobes on the former V-6. But that usually means this new motor does not have VTEC, and a smooth and linear pull to redline replaces the manic switchover place that served give VTEC a cult adhering to. Based mostly on today’s guidelines, these alterations will maintain the V-6 compliant till at least 2030.