J32A3 3.2L V6 engine

J32A3 3.2L V6 engine

Engine J-Series V6 swap with drive-by-wire throttle Verified Modification Required

Compatibility Overview

Source Vehicle

TL Type-S

Generation: Third generation (UA6/UA7)

Years: 2006-2008

Target Vehicle

Integra (DA)

Generation: DA

Years: 1990-1993

Installation Difficulty

Easy Basic tools
Moderate Some experience
Difficult Skilled work
Expert Professional

Reference

D14A1 specs → EV specs → J32A3 specs → J32A2 specs → J32A1 specs → B18A1 specs → D16A6 specs → B18B1 specs → D16W4 specs → EA specs → EC specs → ED specs → EE specs → EF specs → EG specs → EL specs → EN specs → EP specs → ER specs → ES specs → ET specs → LEC-H5 specs → K-Series 70mm Throttle Body → RNE ECU →
The J32A3 retains its electronic (drive-by-wire) throttle rather than being converted to a cable throttle body, which is the defining feature of this swap. A plug-and-play harness reduces the engine-to-chassis wiring to about eight wires to achieve a start, with additional connections needed to run and drive properly. The donor ECU, throttle control module, and original ignition key are all required. The factory ECU is reflashable in place through the DLC diagnostic port, avoiding ECU send-out for unlocking, and the same access is used to tune throttle response. The recipient chassis in the source build is a cable-throttle compact Honda/Acura platform; a Civic is also referenced as a compatible cable-pedal donor for the pedal box. Reported output on the otherwise stock engine was 278 lb-ft torque and 271 hp, and the car was driven roughly 125 miles each way after the build.
This is a heavily custom transplant, not a bolt-in. A purpose-made bracket is fabricated and bolted to the transmission case to correct accessory belt routing. The driver-side axle is built from three donor shafts (an Integra DA axle plus the J32A3 driver and passenger axles) to achieve correct length and spline fit; the passenger axle from the J32A3 is used directly. To retain the engine's factory drive-by-wire throttle, the accelerator pedal position (APP) sensor is repackaged as a firewall-mounted module (placed where the battery formerly sat) so the recipient car keeps its original cable pedal box. The factory immobilizer must be defeated, either by reflashing the ECU so it ignores the immobilizer handshake or by adding a hardware timer that emulates the coded key.

Important Caveats

  • • The exact recipient chassis is not stated unambiguously in the source; both an Integra (DA, via the axle donor) and a Civic (via the cable pedal box) are referenced, so verify chassis-specific mounting and axle fitment for your car.
  • • Immobilizer defeat disables factory anti-theft and has security, insurance, and legal implications.
  • • The fabricated driver-side axle is a safety-critical part; confirm strength and spline engagement before road use.
  • • Setup commonly logs a pair of EVAP codes after startup that must be resolved for clean codes.
  • • Emissions and roadworthiness compliance are the builder's responsibility; largely an experimental/off-road configuration.

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Community Verification

1
user verified this swap
By RPM Systems via K20A.org
Added 1 day ago

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