Ten or fifteen years ago, in accordance with the regulations of almost all automakers, changing the oil in automatic machines was mandatory. And today, manufacturers say that there is no need for this and the filled liquid is enough for the entire life of the unit. Has the composition of oils really changed so significantly?
Let's carefully read the maintenance regulations. Many car companies stipulate that during heavy-duty operation, the oil in the machine still needs to be changed. For example, Toyota has set a replacement interval of 60,000 km. But frequent driving in traffic jams also refers to a very difficult regime! Similar recommendations are given by manufacturers of automatic transmissions. They call for changing the oil without fail and sometimes even at shorter intervals. It turns out that today the auto giants only place accents differently, but the essence of the problem has not changed.
Modern automata have gone far from their ancestors twenty years ago, but their fundamental design has remained the same. Moreover, the machines have become more whimsical and demanding on the quality of the oil. The chemical industry also does not stand still, but the eternal exist only in fantasy stories. An unambiguous conclusion from all of the above: it is necessary to periodically change the oil in the machine.
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In my experience
To demonstrate how quickly transmission oil degrades under normal operating conditions, we sent samples taken from automatic transmissions of editorial Nissan Almera and Datsun mi-DO cars for examination.
At the same time, the condition of the oil from the Almera machine (Elf Renaultmatic D3 Syn) is much worse than that of the oil taken from the Datsun gearbox (filled with Genuine GM EJ‑1), although the appearance of these fluids suggests otherwise.
Elf oil has passed 120,000 km, but has a light color and a normal smell, and Genuine GM with a range of 65,000 km is frankly black. However, the results of the examination proved once again that it is impossible to focus only on the appearance of the oil. The viscosity of the Elf oil has dropped by about 30%, which indicates a significant degradation of the -thickener, - the condition of the liquid is terrible. According to experts, when driving with such oil, shocks usually occur when shifting gears. Our Almera is not kicking yet, but another similar car with similar mileage may already show dissatisfaction with noticeable pokes when shifting.
Genuine GM oil has shown high viscosity stability and is generally in much better condition and performance than Elf. However, it is also tired and needs to be replaced, although the mileage of the car is half as much.
The results of the examination unambiguously confirmed the theoretical calculations: there is no eternal oil, even the most expensive one needs to be replaced over time. Remember how long ago you changed the oil in the machine of your car. Is it time to update it?
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Application and contraindications
Oddly enough, it happens that changing the oil adversely affects the operation of an automatic transmission. Its parts, even when operating in a sparing mode, are subject to inevitable wear (mainly for friction clutches), and over time, wear products are evenly deposited on the internal surfaces of the entire hydraulic system of the machine. Freshly poured oil has more pronounced detergent properties than old oil, so it actively washes away some of the deposits and can transfer a significant amount of them to the valve body and its solenoids, causing clogging. As a result, jerks and delays are possible when shifting gears.
Such a danger threatens, mainly, boxes with very high mileage, in which the oil has never been updated. As well as boxes that already have malfunctions, while not seriously affecting their work. In both cases, a critical mass of wear products accumulates in the hydraulic system. However, the risk of aggravating the condition of the machine after an oil change can be minimized, because it can be updated in several ways.
The safest is partial gentle oil change without removing the pan and updating the filter. Usually, only half of the liquid filling volume can be drained from the box crankcase (for modern machines, the total volume is about 10 liters). Two or three liters are drained from the crankcase and new oil is added to the normal level. After about 1000 km, the operation is repeated. This option is suitable for those who bought a car with a mileage of more than 100,000 km, but do not have information about whether the oil in the box has changed before and how the car was operated. This method is also preferable when there are serious suspicions that the machine is in poor condition - if the oil has not only a black color, but also a characteristic burnt smell. Each stage of a gentle replacement will cost about 1000 rubles. And a complete oil update in several iterations, including the cost of the oil itself, will lighten the wallet by about 6,000 rubles.
The most common option is ordinary partial. It is suitable for a planned fluid update, when there is no doubt about the serviceability of the machine. The entire volume of oil is drained from the crankcase (with the pan removed) and the filter is changed. Thus, about five liters of liquid are updated. Approximately 2000 rubles will be taken for the work. Ideally, it is advisable to carry out a partial replacement after two sparing ones - then the oil will be completely renewed and the machine will last longer.
The third way - complete oil change using the installation, which is connected to the lines of the hydraulic system of the machine. Such an installation displaces the old fluid under pressure and replaces it with a new one - all the oil in the box is renewed in one sitting. True, for replacement, you will need an additional liter or two to the recommended filling volume.
For work with connecting the installation and replacing the filter, pay approximately 3,000 rubles. This method can be stressful for the hydraulic system of the machine: there is a risk of clogging of the valve body and solenoids. Therefore, in the total mass, it is suitable for cars that have oil changes at runs up to 100,000 km.
But service technologies do not stand still - the safety of a complete replacement with the help of an installation can be increased even on runs far beyond 100,000 km. When choosing a contractor, give preference to the relevant programs from major manufacturers of oils and auto chemicals. They imply partnership with authorized services equipped with modern and efficient equipment, staff training and input diagnostics of the box, as well as responsibility for the work performed. This approach significantly reduces the risk of clogging of the valve body and solenoids when changing the oil. At a minimum, you will be warned about pitfalls if the diagnostics reveal significant wear on the unit and a complete replacement cannot give the desired result.
Preventive course
Automatic machine manufacturers and professional repair companies, the same replacement intervals. Automakers also agree with them (we are talking about cases where cars are operated in difficult conditions). With gentle operation, a partial oil change with a filter change at 80,000–100,000 km of run is sufficient. Next, you should update the fluid every 40,000–50,000 km, and you can remove the pan and change the filter every other time. In severe conditions, the first partial replacement must be carried out earlier - at 60,000 km, and then fully observe the same conditions as in gentle operation.
Blood type
There are many substitutes for original oils on the market. Their main feature is compliance with general requirements and specifications, which are sometimes far from factory parameters for specific machines. For example, for some substitutes with a cheap base and an additive package, volume changes during heating and cooling are as much as twice as large as for original oils. A significant excess of the liquid level in the heat is not as scary as its decrease at low temperatures, which is fraught with oil starvation.
When buying a substitute oil, it is better to focus on world-famous brands and not be tempted by a lower price compared to the original product. An additional safety net is the choice of a fluid that meets a specific standard (for example, Dexron III or Dexron IV), instead of a universal one. Ideally, it is better to purchase substitutes that are as close as possible to the original oil. These are fluids that are designed only for certain specifications of a particular car or gearbox manufacturer.
However, sometimes it is necessary to fill in strictly original oil. This is especially important for those who are very sensitive to the composition of additives. There are enough examples when, when using even a high-quality substitute oil, extraneous sounds appear when shifting gears and other noises. For example, this happens with 6-speed ZF gearboxes.
SPECIAL FOOD
Periodic oil changes prolong the life of the automatic transmission, and sometimes solve some problems in its operation. For example, if the parts of the box do not have mechanical damage, but age-related wear products have clogged the valve body and solenoids, causing jerks when switching, the new fluid is quite capable of washing these obstinate particles. A similar trick is sometimes used by car manufacturers, issuing service bulletins to eliminate certain problems in the operation of the machine (for example, extraneous noise). They prescribe the replacement of the factory oil with another one with modified characteristics. But if the machine is already heavily worn, an oil change will only delay the overhaul for a short time.
Crossover Honda CR-V debuted in 1995. The abbreviation embedded in the name of the model, in translation, stands for "compact car for recreation." The car quickly gained popularity in a variety of markets. This was especially true for the USA. There he regularly ranked high in the ranking of the best-selling cars. However, in other countries, Honda SRV has gained considerable popularity.
Cars with gasoline engines of 2.0 and 2.4 liters were supplied to the domestic market. Their features, reliability and resource will be discussed in this article.
I generation (1995-2001)
The line of power units, in fact, is represented by one motor. This is a 2.0-liter atmospheric four with the index B20 B (Z) (index after restyling). The initial power was 128 hp, which then increased to 147. The head of the block is a two-shaft 16-valve, but there is no proprietary VTEC variable valve timing system. Thanks to this, the design turned out to be extremely simple and reliable. These motors have gained a reputation as one of the most reliable and unpretentious Honda.
Features and malfunctions
It should be noted that the engines of this series are not equipped with hydraulic lifters. It is worth remembering this and adjusting the valve clearances every 40 thousand km. The timing belt resource is 100 thousand km. It is believed that in the event of a break, the valve often does not bend. However, it's not worth the risk. It is better to monitor the condition of the belt drive and service it in a timely manner.
Clearly weak critical points have not been identified for these engines over the course of quite a long operation. For this, it is worth thanking a simple, but at the same time thoughtful design. Of the still encountered unpleasant features is the short service life of the camshaft oil seals. Also, with a solid mileage, damage to the cylinder head gasket is possible. There were cases when, due to problems with the thermostat and pump, problems with overheating appeared. Therefore, it is worth paying more attention to the condition of this equipment.
Resource potential
With this indicator, the motor is quite worthy. Well-groomed specimens calmly nurse up to 300 thousand km. In addition, low prices for contract engines allow many owners to simply change the engine that needs repair.
II generation (2001-2006)
This generation allowed potential owners to choose between two engines with different displacements. Although structurally they had common roots, the differences concerned mainly the design of the crankshaft and enlarged connecting rods. Accordingly, the height of the cylinder block has increased.
- 2.0 l. (150 hp) K20A4;
- 2.4 l. (158/162 HP) K24A1.
Both engines received a timing chain drive with a fairly decent resource. On average, it is about 200 thousand km. The DOHC twin-shaft cylinder head is equipped with the i-VTEC intelligent variable valve timing system. It allows you to optimize fuel consumption and improve efficiency. There are no hydraulic lifters in the design, so owners should check and, if necessary, adjust valve clearances every 40 thousand.
Encountered faults
On both engines, there is such a characteristic “disease” as camshaft wear. More precisely, cams that affect the correct operation of the valves. This is manifested by such symptoms as: a slow set of revolutions, increased consumption, "triple", sometimes even a knock.
The problem is related to a design feature in which the exhaust shaft, unlike the intake shaft, does not have a VTEC system. Due to small imperceptible distortions in the valve clearances, shock loads occur. This can occur both by itself and as a result of the use of low-quality oil. Infrequent oil changes or oil starvation can also lead to such consequences. Do not forget about the timely adjustment of the valves. The 2.0-liter K20A4 is considered the most affected modification in connection with this problem.
A common problem is a leaking front crankshaft oil seal. However, it is solved by a simple replacement. Dirty throttle and idle valves are often the cause of floating speed.
The K20 series engine may have vibration problems. The first thing to check is the engine mounts. If they are in good condition, you should pay attention to the timing chain. In instances with decent mileage, it may stretch.
Engine resource
Most of the copies, both with 2.0 engines and 2.4-liter versions, begin to need major repairs within 200-300 thousand km. The key to long mileage is meticulous maintenance. This is especially true for the quality of the oil and the frequency of its replacement. These engines are quite sensitive to this.
III generation (2007-2011)
The third generation cemented the tradition by which potential owners chose between two gasoline engines. The older version with a volume of 2.4 liters continued the development of a series of engines with the K24 index. A more modest 2.0-liter version was the representative of the new R series for the CR-V model.
- 2.0 l. (150 hp) R20A;
- 2.4 l. (166 HP) K24Z1.
The R series engine is a modification of the R18 engine with a volume of 1.8 liters. It first appeared on the 8th generation Civic model. The increase in volume was achieved by installing a long-stroke crankshaft. The modified intake manifold received 3 modes of operation. Also, the motor got balancer shafts. The cylinder head has a SOHC type design, that is, with one camshaft, but it has 16 valves. There is an i-VTEC phase change system. The drive mechanism itself is chain.
It is noted that relative to its predecessor of the K20 series, the motors of this series have a more "urban" character. The emphasis is on low and medium speeds. We can say that the bright sporting character has disappeared. At the same time, efficiency increased, and the relative simplicity of the design increased the reliability of the unit.
The K24Z1 engine received some modifications to improve its performance. The intake manifold received changes, they began to install another connecting rod and piston group. This made it possible to increase the power to 166 hp.
Both engines do not have hydraulic lifters, so owners need to remember to periodically adjust valve clearances. The manufacturer indicates an interval of 40 thousand km.
Typical malfunctions
The R20 series engine can sometimes annoy with its knock. There are two fairly common reasons. The first are valves. This can happen both due to incorrect adjustment, and due to the fact that this procedure has not been performed for a long time. The second common cause is the characteristic sound of the canister valve. This is considered a normal design feature.
Sometimes extra sounds can add a drive belt tensioner. As practice shows, its service life is on average 100 thousand km, after which it may need to be replaced.
A feature of the engine is vibration when cold. If, after warming up, it continues, then first of all it is worth checking the supports. Most often the cause is on the left.
When using low-quality fuel, the service life of the catalyst and lambda probe can be significantly reduced. You should also pay attention to the quality of the oil. The i-VTEC system is very sensitive in this matter.
K24 series motors can cause more problems. This mainly concerns malfunctions associated with exhaust camshafts, or rather, with their regular wear. There are many theories about why this malfunction, over and over again, occurs after repair, but there is no exact answer. Owners can only change the wear part, or repair the cylinder head.
The rest of the problems also got from the predecessor K24A1, but they are not so critical and are easily solved, thanks to the operating experience of the previous modification.
Engine resource
The motors of the R20 series are quite reliable and calmly nurse up to 200 thousand km. Many copies reach up to 300 thousand. The key to such runs is timely maintenance and the use of high-quality oil.
The K24Z1 engine is of course more of a hassle due to its camshaft problem. It should be noted that if we discard this problem, then the unit is quite reliable. Its resource potential makes it possible to wind up runs of 300+ thousand km before a major overhaul. But this is also possible under the condition of high-quality and timely service.
IV generation (2011-2016)
We can say that this new generation brought little new to the owners in terms of engine equipment. The model was equipped with the already well-known in-line fours of the usual volumes of 2.0 and 2.4 liters.
- 2.0 l. (150 hp) R20A;
- 2.4 l. (190 HP) K24W.
The engine with the smallest volume was inherited from the previous generation, so its characteristics remained at the same level. The larger motor of the K24 series has been decently redesigned.
First of all, the power system received changes, which became with direct fuel injection. The design of the intake / exhaust has fundamentally changed, the camshafts also received changes in the design. The trigger settings of the proprietary VTEC system have also changed. All this allowed to significantly improve performance.
It should be noted that the K24W series engine was also installed on the fifth generation CR-V. However, it was a derated version with 184 hp.
Features and malfunctions
Since the installed engines of the R20 series have not undergone fundamental changes, the faults encountered have remained mostly the same. Knocks from the cylinder head valves and the adsorber valve, problems with the attachment belt tensioner, characteristic engine vibrations - all these features continued to cause inconvenience to the owners of the IVth generation CR-V. The engine is still very demanding on the quality of fuel and oil.
Despite a significant redesign, the K24 series engine also received unpleasant features from its predecessor. First of all, this concerns the same problem with camshaft wear. Owners just need to keep this design feature in mind and regularly monitor the condition of the cylinder head assemblies.
Minor flaws in the form of vibrations, leaks in the front crankshaft oil seal and floating speed are not so critical and are quite easily solved.
Vibration may be due to stretching of the timing chain drive, which is treated by replacement. Sometimes a worn engine mount can be the cause. Floating speed is removed by cleaning the throttle and idle valve.
For the forced versions of the K24 series engines, which are the K24W motors, the solenoid malfunctions, as well as the crackling of the VTC system gear. The exact cause of this phenomenon has not been identified, however, oil starvation is considered the most likely, with an untimely oil change.
What is the resource of CR-V 4 engines
The engines have no fundamental differences from the previous generation of the model in terms of resource. A structurally simpler 2.0-liter engine runs quite easily up to 200 thousand km. There are cases of long runs without capital intervention.
The 2.4 engine is more technologically complex, so it requires more attention during operation. His more complex and sensitive nutritional system should also be taken into account. However, if the engine is in the caring hands of the owner, who is aware of the need for competent regular maintenance, such a motor can travel more than 300 thousand km.
A particularly important point for both motors is the constant monitoring and timely adjustment of valve clearances. The manufacturer measured the interval between such procedures at 40 thousand km.
Today, do-it-yourself car repair is a common practice. First of all, this process does not require specialized knowledge, skills and abilities. For these purposes, a minimum set of tools, time and the desire of the owner to update the consumable components of his car will be required. Changing the oil in the Honda SRV 4 gearbox takes place in stages, step-by-step instructions for which are given in a later article.
The frequency of changing the oil in the gearbox of a Honda car
The oil change in the rear gearbox of the Honda SRV, according to the technical user manual, should take place every 30 thousand kilometers.
In order to determine when to change the lubricant in the gearbox in Honda, you must use the following step-by-step instructions:
- Install the car on a viewing hole;
- Unscrew the drain plug;
- If the level of lubricant in the gearbox reaches the edge of the hole, then replacement is not required.
The most common sign that the lubricant in the gearbox needs to be changed is whistling and uncharacteristic sounds when the vehicle is moving and changing gears. The presence of peculiar sounds in the system should alert the car owner, as this is the first signal that the transmission fluid should be updated.
What to do if oil leaks? What are the breakdowns?
Today, oil leaks are common. This happens for the following reasons:
- Metal corrosion in the gearbox system;
- Drain plug not screwed up to the stop;
- Poor lubrication in the system;
- Lack of oil, in which parts are prone to wear;
- Extreme operating conditions of the car;
- Short trips in the car, as a result of which the transmission fluid does not warm up completely and does not lubricate the gearbox system, resulting in significant wear of parts.
In order to repair the vehicle with your own hands, it is necessary to renew the transmission lubricant, having previously cleaned the gearbox system with a special flushing fluid and removed the remnants of metal chips at the bottom of the car's gearbox system.
How to change the oil in the gearbox?
On a Honda SRV 3, the gearbox oil should be changed using the following tools:
- A special container for draining the old waste product from the system;
- Universal set of screwdrivers, including an asterisk screwdriver;
- Rags and gloves to protect the skin of the hands;
- Special flushing liquid;
- New lubricant for the gear system of the selected category and brand.
It is mandatory to observe safety precautions when changing the oil in the dispenser. To do this, the vehicle must be warmed up - rolling 5-8 kilometers. After warming up, it is necessary to allow the vehicle to cool down for a certain amount of time in order not to get burned.
Stage one
The first step is to drain the old oil. For these purposes, prepare a special container and unscrew the drain plug of the system. In case the lubricant comes out with difficulty, it is necessary to use a conventional medical syringe to pump the transmission fluid out of the system.
Draining the oil is a process that can take up to half an hour. After there is no old lubricant left in the system, it is necessary to start flushing the gearbox with a special fluid.
Stage two
To flush the system, the following sequence of actions must be observed:
- Pour a special flushing liquid into the system;
- Engage first gear on the vehicle;
- Drive the car idling for a few minutes;
- Switch off the ignition and allow the vehicle to cool, then drain the flushing fluid.
Upon completion of cleaning the distributor from the remnants of the old lubricant, you can proceed to the stage of pouring new oil into the system.
Stage three
The filling of new oil occurs in accordance with the following steps:
- Using a special funnel or syringe, collect the required amount of oil.
- Pull the bellows belt towards you.
- Pour transmission fluid into the system.
- Run the car at idle speed for 10 minutes.
- Check the lubricant level.
- Add oil to the system if necessary.
The oil in the gearbox for the Honda SRV should only be filled with a new generation. Mobil 1 has proven itself in the automotive market, which perfectly lubricates the gearbox system and does not allow it to wear out.
All generations of the Honda CR-V (including the 5e) currently use Honda DPS-F II fluid in the rear gearbox. According to the regulations, the first replacement is made at 15,000 km. In Honda SRV models until 2010, this fluid was changed every 30,000 km, because the “old” Honda DPS-F oil was used. Since 2010, all Honda SRV models have been required to fill in the new improved Honda DPS-F II oil. Regulations for the replacement of a new fluid every 75,000 km. The experience of operating Honda SRV vehicles has shown that this is a very long replacement interval. It is advisable to adhere to the old regulations and change the oil Honda DPS-FII every 30000 km.
In addition, the cost of changing the oil in the rear gearbox is equal to changing the oil in the engine. To replace, you need only 1-1.5 liters of oil (depending on the year of manufacture). It will be a shame if the rear gearbox “buzzes” after the end of the warranty period. The cost of a new gearbox is not comparable to the replacement of 1.5 liters of oil.
VTM-4 (Variable Torque Management 4-Wheel Drive)
On cars Honda Pilot 1 and 2 generations, Honda Ridgeline, Acura MDX 1 generation, the rear axle is connected by an electromagnetic clutch. The rear differential is filled only Honda VTM-4. The regulations for changing the oil in the rear gearbox vary greatly.
In the United States, where these machines appeared in 2001, the regulations are as follows:
- under normal conditions: 30,000 miles (48,000 km)
- under severe conditions: 15,000 miles (24,000 km).
Severe conditions - the same as with the regulations for changing the engine oil.
Here is their list:
- short trips in summer for a distance of less than 8 km or in winter for 16 km,
- operation of a car at high temperatures, over 35,
- frequent engine idling or in drive-stop mode,
- towing a trailer, driving with a load in a car, driving in mountainous areas,
- driving on dusty roads covered with mud, as well as treated with reagents.
Of the models with VTM-4, only Honda Pilot 2 is officially supplied to Russia. Our dealers supplied the regulations for changing the oil in the rear gearbox for 15,000 km. Perhaps they took the easy route and replaced miles with kilometers.
Cars with the VTM-4 all-wheel drive system began to appear in 2003. All these years we have changed this fluid every 30,000 km.
For 10 years there has not been a single failure or breakdown of this unit. We believe that changing the oil in the rear gearbox every 15,000 km is very good, but frankly, it is not advisable.
The replacement requires 3 liters of Honda VTM-4 oil. The procedure is simple. Drain the old fluid through the drain bolt and fill in new fluid through the filler hole to the level.
i-VTM-4 (Intelligent Variable Torque Management 4-Wheel Drive)
Intelligent all-wheel drive system with thrust vector control. In Russia, it first appeared on the 3rd generation Honda Pilot car. The main difference from the "old" VTM-4 is that the system distributes torque not only between the front and rear axles, but also between the left and right rear wheels.
Pour Honda DPSF. The replacement will require 2 liters.
SH-AWD (Super Handling All-Wheel Drive) system
Since 2005, Acura RL and Honda Legend cars have been equipped with the latest all-wheel drive system - Super Handling-All Wheel Drive (SH-AWD). All subsequent Acura models: TL, MDX 2 and 3, RDX, ZDX, also began to use this all-wheel drive system. The fluid for these gearboxes used Honda ATF-Z1. In 2010, the Honda ATF-Z1 fluid was discontinued and replaced with the new Honda ATF-DW1. At the same time, the Acura MDX 2 model (restyling) is released with an improved SH-AWD all-wheel drive system.
The old Honda ATF-Z1 oil no longer met the new requirements, and the new Honda ATF DW-1 did not match the viscosity. For an automatic transmission, low viscosity is good, but not for a rear gearbox. Honda did not invent anything new and improved its popular Honda DPS-F. The new fluid in the rear gearbox is called Honda DPS-F II. It must be poured into all models with the SH-AWD system since 2010. In gearboxes from 2005 to 2010, you can continue to pour Honda ATF-Z1(until its stocks run out in warehouses) or immediately switch to a new one Honda DPSF II.
There is a massive misconception that the Honda ATF DW-1 is fully compatible with the Honda DPS-F II: “if the Honda ATF-Z1 can be mixed with the Honda ATF-DW1, then the Honda ATF-DW1 is also compatible with the Honda DPS-F II.”
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Again, this is a delusion. Especially for this, on the banks of the Honda ATF-DW1 in North America it is written: “Not for use in all-wheel drive differential or CVT vehicles”, translated: “Do not use in all-wheel drive systems and CVTs”.
Photo reports on changing the fluid in the rear gearbox on cars with the SH-AWD system:
Classic rear wheel drive
The Honda S2000 has rear-wheel drive only. The rear differential of this vehicle is filled with oil. Honda HGO III.
It should be changed every 45,000 km. The replacement will require 1 liter.
