Acura 3.2L 6-cylinder

Acura 3.2L 6-cylinder — every model and year that used this engine (5 models, 1991–2008), based on NHTSA VIN build data, with links to prices and reliability.

3.2L · 6 cylinders · seen in 5 models, 1991–2008

By the numbers

Output range 200–290 hp (median 258 hp). Gasoline: 100%. Based on 226 decoded NHTSA VIN build sheets.

About this engine family

Honda's first production V6 was the C series; it was produced in displacements from 2.0 to 3.5 liters. The C engine was produced in various forms for over 20 years (1985–2005), having first been used in the KA series Legend model, and its British sister car the Rover 800-series. It was the second mass-produced Japanese V6 engine, introduced two years after the Nissan VG engine.

In detail

1985–1988 Honda Legend Experimental HP-X (Honda Pininfarina Xperimental) (used a DOHC version of the C20A) The variable length intake manifold used six individual small-bore intake runners below 3,500 rpm for each cylinder and added an additional six individual larger bore intake runners at higher RPMs. The C20AT was a turbocharged version, called the "Wing Turbo", producing . Honda replaced the variable length intake manifold with a variable geometry turbocharger to the C20A engine used in the Japanese Domestic Market Legend.

The turbo with intercooler-equipped engine was the C20AT engine and are extremely rare. Honda pioneered variable-geometry turbo chargers. The "Wing Turbo", as Honda called them, were controlled by an 8-bit processor ECU and they were constantly adjusting. Basically, at low speeds the wings surrounding the turbine wheel inside the compressor housing on the intake side would be nearly closed to speed and direct exhaust pressure precisely on the turbine wheel.

At 2000 rpm, the wings would fluctuate and it would act like a much larger turbo to increase fuel economy as needed. This car was quick and powerful, but the price premium over the slightly longer and wider Legend with the naturally aspirated V6 was too much for most, so the car disappeared. This was one of the only production Hondas ever turbocharged from the factory (excluding turbo engines of kei car for the Japan domestic market), along with the K23A1 straight-4 engine used in the Acura RDX and the ER straight-4 engine used in the first generation Honda City until model year 2017, when most of their model lines had the option of the 1.5L turbocharged engine.

SOHC (2.5 L) V6 24 valves, 9.0:1 compression Japan at 6,000 rpm at 4,500 rpm North America at 5,800 rpm at 4,500 rpm Applications: 1985–1987 Honda Legend 1986–1987 Acura Legend 1986–1988 Rover 825 1987–1988 Sterling 825i The engine utilized a 90 degree V-angle to the crankshaft in preference to the taller but more common 60 degree design, with a compression ratio of 9.0:1. The crankshaft had crankpins offset 30 degrees to provide a low profile engine that fires smoothly and evenly.

The block and cross flow pent roof cylinder heads with 24 valves are die-cast from aluminum alloy and the cylinder bores are lined with cast iron. The exhaust system uses equal length exhaust pipes connected to the Exhaust manifold to minimize scavenging resistance and maximum total exhaust efficiency. An external high capacity water cooled oil cooler and filter maintain an efficient oil temperature. The SOHC C27A is a 2.7 L version, with the major upgrade being the addition of a variable length intake manifold, producing up to C27A2 - 1988–1990 Honda Legend Coupe, (non catalyst) UK and Europe C27A2 - 1988–1990 Honda Legend Saloon, (non catalyst) UK and Europe C27A2 - 1987–1991 Rover 827/Sterling/Vitesse, (non catalyst) UK and Europe C27A1 - 1991 Rover 827/Sterling/Vitesse, (catalyst) UK and Europe C27A1 - 1991–1995 Rover 827/Sterling/Coupe, (catalyst) UK and Europe C27A1 - 1987–1990 Acura Legend Coupe, (catalyst) C27A1 - 1988–1990 Acura Legend, (catalyst) C27A1 - 1988–1991 Sterling 827, (catalyst) C27A4 - 1995–1997 Honda Accord, (catalyst) For this particular vehicle the engine was updated with a more efficient intake manifold.

The DOHC VTEC C30A is a version, producing at 7,300 rpm and of torque at 6,500 rpm, with a 10.2:1 compression ratio. The engine has a bore and stroke of 90mm x 78mm, making the engine highly over square, which facilitates a shift in power to the higher end of the rpm range. It utilizes a crankshaft with offset crankpins to achieve an evenly spaced firing interval of 120°, something typically unattainable with a 90° cylinder bank angle.

Honda selected the 90° V6 as the NSX's optimal engine choice, striking a balance between packaging, complexity, and lowering the car's center of gravity.

Source: Wikipedia — Honda C engine, CC BY-SA.

Models that used this engine

Model Years with this engine Fuel VIN builds seen
LEGEND 1991–1995 Gasoline 108
TL 1997–2008 Gasoline 64
CL 2001–2003 Gasoline 28
NSX 1997–2005 Gasoline 22

Engine usage derived from NHTSA VIN build data (displacement + cylinder configuration). Model links lead to prices, generations and reliability.

For sale with this engine