VLJ
Senior Member
- Joined
- Mar 13, 2024
- Threads
- 4
- Messages
- 73
- Reaction score
- 50
- Location
- Northern California
- Vehicle(s)
- 2024 Civic Type R Boost Blue Pearl
- Thread starter
- #1
After months of phone calls and haggling, I was finally able to land a new 2024 Type R in Boost Blue at msrp, with zero dealer markup or Mickey Mouse dealer add-ons. (It still has an utterly ridiculous $25,000 "market adjustment" addendum sticker next to the Munroney.) Anyway, I'm picking it up tomorrow. This will be my fourth Civic, but my first R, and my first turbo Honda.
My questions...
— How well, if at all, does this engine and its direct injection cope with carbon buildup on the intake valves? Is it as bad as it's been on so many other DI-only engines (not necessarily Hondas), requiring walnut blasting or something similar to remove the buildup of carbon sludge from the valves, or the use of oil catch cans that may or may not actually help?
— Are oil catch cans even a thing with this engine?
— Will Honda attempt to claim that catch cans invalidate the warranty?
— Is it true that Honda is presently using some sort of special break-in engine oil that precludes my usual practice of doing an oil change within the first thousand miles, and every five thousand miles thereafter? I've read where Honda strongly recommends going five thousand or even as much as ten thousand miles on the initial oil, which seems insane to me, but supposedly this is necessary because of this crazy break-in oil that has to be allowed to remain in the engine to do its job. I couldn't tell, however, whether this was a current Honda recommendation or some very old, boilerplate-style info from long ago that is no longer relevant today.
I'm aware of the usual recommended engine break-in procedures, such as constantly varying the RPM over the first few hundred miles, avoiding lugging or redlining the motor until I've hit a thousand miles, no hero launches on a cold motor, etc., but this thing about the break-in engine oil mileage requirement is news to me.
— Assuming I always change the oil on time using high-quality oil, in addition to using high-quality 91-octane fuel, and I stay on top of all the other maintenance items just as religiously, is it reasonable to expect anything like my previous Honda and Toyota NA motors' easy 250,000-miles engine life, or is this simply a pipedream now with DI, a high-heat turbo, and the stock motor's relatively aggressive state of tune?
This car will likely never see a track or autocross circuit. It will be a daily driver in a non-snowy part of northern California, and it will spend many of its days ripping around our various canyon roads and mountain passes. It will see redline quite frequently once it's broken in, but nothing too abusive.
In other words, it will never be pushed exceedingly hard. Compared to many other Type Rs, this one should have a relatively easy life. I'm just hoping that it won't be a ticking time bomb/endless money pit, which is the primary reason I chose the Type R over the other car I was considering, the BMW M240i. The thought of owning one of those out of warranty was a bit too scary. When it comes to longterm reliability and lower maintenance costs, I trust Honda a whole lot more than I would ever trust any modern BMW.
Still, this is no normal Honda....
My questions...
— How well, if at all, does this engine and its direct injection cope with carbon buildup on the intake valves? Is it as bad as it's been on so many other DI-only engines (not necessarily Hondas), requiring walnut blasting or something similar to remove the buildup of carbon sludge from the valves, or the use of oil catch cans that may or may not actually help?
— Are oil catch cans even a thing with this engine?
— Will Honda attempt to claim that catch cans invalidate the warranty?
— Is it true that Honda is presently using some sort of special break-in engine oil that precludes my usual practice of doing an oil change within the first thousand miles, and every five thousand miles thereafter? I've read where Honda strongly recommends going five thousand or even as much as ten thousand miles on the initial oil, which seems insane to me, but supposedly this is necessary because of this crazy break-in oil that has to be allowed to remain in the engine to do its job. I couldn't tell, however, whether this was a current Honda recommendation or some very old, boilerplate-style info from long ago that is no longer relevant today.
I'm aware of the usual recommended engine break-in procedures, such as constantly varying the RPM over the first few hundred miles, avoiding lugging or redlining the motor until I've hit a thousand miles, no hero launches on a cold motor, etc., but this thing about the break-in engine oil mileage requirement is news to me.
— Assuming I always change the oil on time using high-quality oil, in addition to using high-quality 91-octane fuel, and I stay on top of all the other maintenance items just as religiously, is it reasonable to expect anything like my previous Honda and Toyota NA motors' easy 250,000-miles engine life, or is this simply a pipedream now with DI, a high-heat turbo, and the stock motor's relatively aggressive state of tune?
This car will likely never see a track or autocross circuit. It will be a daily driver in a non-snowy part of northern California, and it will spend many of its days ripping around our various canyon roads and mountain passes. It will see redline quite frequently once it's broken in, but nothing too abusive.
In other words, it will never be pushed exceedingly hard. Compared to many other Type Rs, this one should have a relatively easy life. I'm just hoping that it won't be a ticking time bomb/endless money pit, which is the primary reason I chose the Type R over the other car I was considering, the BMW M240i. The thought of owning one of those out of warranty was a bit too scary. When it comes to longterm reliability and lower maintenance costs, I trust Honda a whole lot more than I would ever trust any modern BMW.
Still, this is no normal Honda....
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