For anyone interested. I ran across this video 'J35 V6: Honda’s Toughest Engine or a Ticking Time Bomb?' I know some videos have to be taken with a grain of salt, but I believe this one is worth watching. Be sure to watch to the end. Keep in mind the 2026 Honda Passport uses the J35Y8 engine, the same engine used in the Honda Pilot since 2023. Granted the J35 engine has been around much longer (decades). The Y8 valve configuration is the newest part. I would like to know your thoughts and opinions.
Honda J35 engine reliability video.
- Thread starter Doug G
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Thank you for the post.
For anyone interested. See video below on how o disable the VCM (Variable Valve Management) on the Honda J35Y8. See previous video above for additional info.
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Thank you for the post!
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To everyone concerned about problems associated with Honda's V6 engine, which they use in virtually every big vehicle they make from the Odyssey, the Pilot, the Ridgeline and the Passport due to its VCM capability ( Variable Cylinder Management ), don't push the panic button just yet. I watched the video that was initially posted from beginning to end. The problems and pitfalls identified in that video really concerned particular model years in which that V6 engine was used. Honda's V6 has undergone quite an evolution over the years and it is now reached a point where many of the problems caused by variable cylinder management such as a vacuum created in the cylinders that were not being used and causing oil to be sucked through the rings and so forth and gasoline and diluting the lubrication, etc., etc. etc. have been largely worked out. I myself just purchased my 2026 passport trail sport in August having come from a 2017 Ridgeline, which served me well for over eight years and 153,000 miles. I make mention of this because the 2017 was the first model year of the second generation Ridgeline and I normally shy away from first year cars but the way it worked out I happened to need a new vehicle that year just as I needed a new vehicle this year and so I bought the passport and I'll go on to explain why.
As it turned out the 2017, 2018 and 2019 Honda Ridgelines were more problematic than later models of the second generation. This is not to say that they were bad vehicles at all. It's just that from a statistical point of view, they were more problematic than other years due to most of the technology being new in them. For instance, I received a notice from Honda in May of this year saying that a problem has been identified in the 2017, 18 and 19 Honda Ridge lines with respect to the torque converter in the transmission. As a consequence of this, they were extending the warranty on that particular part to 150,000 miles. I had 153,000 miles on my Ridgeline at the time the transmission warning light came on. An analysis of the code that it threw by my personal mechanic indicated that it was a torque converter problem. Having been a good customer of that dealership and having moved many cars for them, both personally ( I'm on my 4th Honda and my wife is on her 3rd ) and through family & friends of mine, I'm sure that more than likely they would have fixed it for me. However, the truck was already eight years old by this time and had been basically trouble free for me and so I didn't see the point in fixing such an old car that had not stung me in any way, so I just traded it in for the new Passport. In the 8 years I owned the ridgeline, the only thing I ever had to do to it over and above normal maintenance, was to replace a bad fuel injector. Being a fuss pot, I replaced all 6, but I didn't have to. I elected to get the Passport rather than a new Ridgeline, because the 2026 Ridgeline wasn't expected to be available until late 2025 or early 2026 and I need a new vehicle in August. Also, the 90lb dog I own is fr more comfortable in the back of my Passport SUV than on the floor of the rear seat of the Ridgeline so right now, an SUV was a better fit for the family and I don't need three rows. Hence, the Passport.
Now, the lockup torque converter problem that afflicted my 2017 Ridgeline and the two model years after that, was a problem associated with the 6 speed transmission used in those trucks, not the 9 speed auto that Honda made or the new 10 speed auto in the Passport. Also, the torque converter problem was related in some way to the VCM because it's engagement was tied to the VCM engagement.
The video shows and identifies all manner of problems and oil leakage in the affected bank of the V6 due to VCM even stating that it dripped on the alternator. It also cited problems with the motor mounts due to vibration caused by the VCM. I make mention of all this, because although my 2017 Ridgeline DID eventually manifest a torque converter problem, it didn't do so until 153,000 miles. Drive any vehicle long enough and problems will arise. NONE of the other problems associated with VCM manifested themselves on my truck. Since then, Honda has gone to great lengths to improve the situation and minimize or eliminate the problems previously associated with the VCM AND the 6 speed automatic transmission.
Accordingly, I don't expect the 2026 Honda Passport to be plagued by VCM / Torque Converter problems as previous versions of that engine and the old 6 sped tranny were. Therefore, I would advise against wasting time and money on VCM disabling devices, software / chips. etc. For one thing, installing one will void the factory warranty so everytime you bring the vehicle to the dealer, you will have to remove it. Why go through all that trouble and expense and risk voiding a warranty to guard against a problem that seems unlikely to manifest itself given the improvements to the engine and transmission? Food for thought.
As it turned out the 2017, 2018 and 2019 Honda Ridgelines were more problematic than later models of the second generation. This is not to say that they were bad vehicles at all. It's just that from a statistical point of view, they were more problematic than other years due to most of the technology being new in them. For instance, I received a notice from Honda in May of this year saying that a problem has been identified in the 2017, 18 and 19 Honda Ridge lines with respect to the torque converter in the transmission. As a consequence of this, they were extending the warranty on that particular part to 150,000 miles. I had 153,000 miles on my Ridgeline at the time the transmission warning light came on. An analysis of the code that it threw by my personal mechanic indicated that it was a torque converter problem. Having been a good customer of that dealership and having moved many cars for them, both personally ( I'm on my 4th Honda and my wife is on her 3rd ) and through family & friends of mine, I'm sure that more than likely they would have fixed it for me. However, the truck was already eight years old by this time and had been basically trouble free for me and so I didn't see the point in fixing such an old car that had not stung me in any way, so I just traded it in for the new Passport. In the 8 years I owned the ridgeline, the only thing I ever had to do to it over and above normal maintenance, was to replace a bad fuel injector. Being a fuss pot, I replaced all 6, but I didn't have to. I elected to get the Passport rather than a new Ridgeline, because the 2026 Ridgeline wasn't expected to be available until late 2025 or early 2026 and I need a new vehicle in August. Also, the 90lb dog I own is fr more comfortable in the back of my Passport SUV than on the floor of the rear seat of the Ridgeline so right now, an SUV was a better fit for the family and I don't need three rows. Hence, the Passport.
Now, the lockup torque converter problem that afflicted my 2017 Ridgeline and the two model years after that, was a problem associated with the 6 speed transmission used in those trucks, not the 9 speed auto that Honda made or the new 10 speed auto in the Passport. Also, the torque converter problem was related in some way to the VCM because it's engagement was tied to the VCM engagement.
The video shows and identifies all manner of problems and oil leakage in the affected bank of the V6 due to VCM even stating that it dripped on the alternator. It also cited problems with the motor mounts due to vibration caused by the VCM. I make mention of all this, because although my 2017 Ridgeline DID eventually manifest a torque converter problem, it didn't do so until 153,000 miles. Drive any vehicle long enough and problems will arise. NONE of the other problems associated with VCM manifested themselves on my truck. Since then, Honda has gone to great lengths to improve the situation and minimize or eliminate the problems previously associated with the VCM AND the 6 speed automatic transmission.
Accordingly, I don't expect the 2026 Honda Passport to be plagued by VCM / Torque Converter problems as previous versions of that engine and the old 6 sped tranny were. Therefore, I would advise against wasting time and money on VCM disabling devices, software / chips. etc. For one thing, installing one will void the factory warranty so everytime you bring the vehicle to the dealer, you will have to remove it. Why go through all that trouble and expense and risk voiding a warranty to guard against a problem that seems unlikely to manifest itself given the improvements to the engine and transmission? Food for thought.
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I did. Apparently you didn't grasp the main thrust of the post. Instructions on disabling the VCM on the 2026 Passport are driven by fears of problems that plagued earlier versions of the VCM equipped V6 and earlier 6 speed transmissions. These problems have been largely engineered out of the new V6 in the 26 Passport and its 10 speed transmission.
I'm not exactly sure the new changes Honda has made will cure the VCM related issues, not entirely anyway. With that said as the video points out the Honda J35 v6 engine is very good, highly reliable and Honda has made strides in improving the engine and reliability. The y8 valve configuration is new enough you may not know for a few years. Possibly in 5 year there will be posts discussing the issues with the older J35Y8 engine oil consumption. The interesting part is you see these same discussion in the Honda Ridgeline forums, the Honda Odyssey Forums, the Honda Pilot forums etc. The point I was making is if someone would like to disable the VCM and not risk the possible extra oil consumption or build up, and all you have to do is put the car in Sport mode or Tow mode to disable it, even if it is only when on the highway, or even just occasionally. I may not hurt accept for some higher fuel consumption. I love my Passport and plan on driving it for many years. I encourage people to give their opinions and I appreciate the opinions and comments. Honda is not the only manufacturer to use VCM, and these are fairly common issues with the VCM. I just believe people should be informed and make their own decisions.
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How do we know when VCM activates? I haven’t seen an eco light on the dash like the older models had. I have notice a green band sometimes beside the tachometer. Does that mean VCM is active?
That is a good question. I was curios about that myself so I asked Google's AI Gemini, below was it's response. Seems plausible.
On the 2026 Honda Passport, Honda designed the Variable Cylinder Management (VCM) system to operate in the background as seamlessly as possible, making it nearly impossible to tell when it kicks in through normal driving feel.
Because Honda does not include a dedicated "ECO" or "VCM" indicator light on the instrument cluster, identifying its operation relies on observing specific driving conditions, dynamic engine behavior, or diagnostic equipment.
On the 2026 Honda Passport, Honda designed the Variable Cylinder Management (VCM) system to operate in the background as seamlessly as possible, making it nearly impossible to tell when it kicks in through normal driving feel.
Because Honda does not include a dedicated "ECO" or "VCM" indicator light on the instrument cluster, identifying its operation relies on observing specific driving conditions, dynamic engine behavior, or diagnostic equipment.
1. Typical Driving Conditions for VCM Activation
VCM automatically deactivates cylinders (switching from 6 cylinders down to 3) to optimize fuel efficiency. It generally engages when all of the following criteria are met:- Cruising at Constant Speeds: Maintaining steady speeds on flat highways or gentle descents under light throttle load.
- Engine at Operating Temperature: The engine coolant temperature must reach normal operating levels (VCM will not engage during cold starts).
- Low Engine Load: Coasting, gradual deceleration, or maintaining speed with minimal pedal pressure.
- Standard Drive Modes: Operating in Normal or ECON drive modes.
2. Subtle Physical Cues
While Active Noise Cancellation (ANC) and Active Control Engine Mounts (ACM) work together to mask vibration and exhaust drone, attentive drivers may occasionally notice subtle signs:- Micro-Changes in Exhaust Note or Pitch: A faint, slight shift in engine sound tone during steady highway cruising.
- Minor Pedal Pulse: A very subtle difference in throttle resistance or slight vibration when applying pressure after coasting, right as the remaining cylinders re-engage.
- Instantaneous Fuel Economy Bar: While the dashboard's green/ambient fuel economy gauge tracks overall light-load driving rather than exact cylinder status, seeing high instantaneous MPG while maintaining steady speeds strongly correlates with VCM engagement.
3. Modes and Conditions That Disable VCM
VCM will not engage under high-load or performance-oriented conditions:- Sport Mode: Selecting SPORT mode sharpens throttle response and generally keeps all 6 cylinders firing continuously.
- Tow Mode & Heavy Payload: Driving in TOW mode or under heavy acceleration/climbing keeps VCM disengaged to ensure full torque delivery.
- Cold Starts & Idle: When the engine is warming up or sitting at a complete stop.
4. Definitive Verification (OBD2 Reader)
If you want precise real-time confirmation of when VCM is active or inactive, use an OBD2 diagnostic scanner (such as BlueDriver or ScanGauge). Monitoring real-time engine data parameters like Engine Coolant Temperature (ECT1) or engine load values allows you to see the exact sensor states that trigger cylinder deactivation.
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The older engines also seemed to suffer from foreign materials in the bearings, causing issues. Similiar to what Toyota experienced in the 3.5L TT in the trucks and the GM L87 (6.2L) recently.
This has largely been corrected and, while it happens, it causes issues largely under warranty.
The Y8 variant seems to be doing well, with a normal amount of failures.
The VCM system isn't like the GM version with bad lifters.
This has largely been corrected and, while it happens, it causes issues largely under warranty.
The Y8 variant seems to be doing well, with a normal amount of failures.
The VCM system isn't like the GM version with bad lifters.
Someone needs to make a VCM disabler !!!!!! And maybe a catch can systerm
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