The Honda R18 engine was released in 2006. For the first time, the power unit was installed on the Honda Civic VIII. R18 replaced the outdated D17 motor. In 2007, on the basis of this motor, the R20A was developed and introduced into production.

Description and specifications

Unlike the D-series, the R18 engine used a more compact cylinder block. Pistons and connecting rods are used reinforced and lightweight, which has significantly reduced the weight of the motor as a whole.

Honda Civic with R18 engine

An aluminum head for 16 valves is installed on top of the block. The camshaft remained alone, but the developers added an intelligent system for changing the valve timing iVTEC.

The first disadvantage of the new motor was the lack of hydraulic lifters. Therefore, the motorist has to adjust the valves every 40,000 km. Valve clearances (cold): inlet 0.18–0.22 mm, outlet 0.23–0.27 mm.

Exhaust manifold - one-piece, aluminum, with variable geometry.

Honda R18 engine

Technical characteristics of the Honda R18 engine:

Modifications

Like almost all Honda engines, the R18 has several modifications that have been actively used and applied. Let's consider the main ones:

• R18A1 - Japanese and North American market version of the engine.
• R18A2 - European variant. Technically, the motors are identical.
• The R18Z1 is a variant with a modified i-VTEC that disables 4 intake valves at low revs. Intake manifold shift set to 5000 rpm. Power 141 hp at 6500 rpm, torque 174 Nm at 4300 rpm.
• R18Z4 - analogue of R18Z1 for the European Civic.
• R18Z9 - analogue of R18Z1 for Honda HR-V.

Service

Maintenance of the power unit should be carried out every 15,000 km, but as with any engine, it is recommended to reduce the period by 1.5 times in order to increase the life of the motor.

R18 engine maintenance

To prevent other malfunctions, during each maintenance it is recommended to diagnose the electronic engine control unit for errors.

ICE fault codes

To understand what the error is, what it means, you need to have a decoding of the error codes at hand. Consider the main problems faced by motorists:

• 0 - (the lamp does not blink) - Malfunction of the engine / power train control unit (ECM / PCM)
• 1- Primary heated oxygen sensor
• 3- Manifold absolute pressure sensor (MAP)
• 4 - Crank angle sensor (CKP)
• 6- Coolant temperature sensor (ECT)
• 7- Throttle position sensor (TP)
• 8- Top dead center sensor (TDC)
• 9- Piston position sensor in 1 cylinder (CYP)
• 10- Intake air temperature (IAT) sensor
• 11- Idle Mixture Adjuster (IMA) - only for model without converter
• 14- Idle air control valve (IAC)
• 17- Vehicle speed sensor (VSS)
• 41-Heater element of the primary heated oxygen sensor - only for the model with a converter
• 59- Exhaust gas temperature sensor (TGT) - only for model with TWC converter, except for KU model
• 63- Secondary heated oxygen sensor - only for model with TWC converter, except for model KU
• 65- Heating element of the secondary heated oxygen sensor only for the model with the TWC converter, except for the KU model
• 70- Automatic transmission - only for cars with automatic transmission

Automatic transmission fault codes

We read it in the same way as the engine codes, with the only difference that the D (drive) light will flash.

Codes:

• 5 - (when the selector is switched to any position, range D is displayed)
  - short circuit in selector switch wire
  
• 6 - (when the selector is switched to any position, range D is displayed)
  - disconnected selector switch connector
  - open in selector switch wire
  - malfunction of the selector switch
• 30 - (poor acceleration, loud noises when starting off)
  
  -k.z. or an open in the wire of the linear shift control solenoid
  - Faulty linear shift control solenoid
  - open circuit VB SOL
  - PG circuit malfunction
• 31 - (poor acceleration, loud noises when starting off)
  - solenoid harness connector disconnected
  -k.z. or break in the wire of the linear control solenoid PH-PL
  - Faulty linear control solenoid PH-PL
  - open circuit VB SOL
  - PG circuit malfunction
• 32 - (poor acceleration, loud noises when starting off)
  - solenoid harness connector disconnected
  -k.z. or break in the wire of the linear control solenoid of the starting clutch
  - the solenoid of linear control of the starting clutch is faulty
  - open circuit VB SOL
  - PG circuit malfunction
• 33 - (specific signs do not appear)
  - solenoid harness connector disconnected
  -k.z. or an open in the lock solenoid wire
  - faulty lock solenoid
  - open circuit VB SOL
  - PG circuit malfunction
• 34 - (poor acceleration, loud noises when starting off)
  - Disconnected drive pulley speed sensor connector
  -k.z. or a break in the wire of the speed sensor of the drive pulley
  - the speed sensor of the drive pulley is faulty
• 35 - (poor acceleration, loud noises when starting off)
  - the connector of the speed sensor of the driven pulley is disconnected
  -k.z. or break in the wire of the speed sensor of the driven pulley
  - the speed sensor of the driven pulley is faulty
• 36 - (poor acceleration, loud noises when starting off)
  - the output shaft speed sensor connector is disconnected
  -k.z. or an open in the wire of the secondary shaft speed sensor
  - the sensor of turns of a secondary shaft is faulty
• 42 - (poor acceleration, loud noises when starting off)
  - malfunction of the gear shift system
• 43 - (poor acceleration, loud noises when starting off)
  - malfunction of the starting clutch control system

Erasing, resetting the ECM / PCM.

1. Remove the jumper from the diagnostic socket and turn off the ignition turn the ignition key to the OFF position
2. Remove the BACK UP fuse from the under-dash fuse box for 10 seconds. (7.5 A.)

Faults and repairs

As with any power unit, the R18 has its own malfunctions typical of it. So, the main ones are:

engine repair process.

1. Vibration. Often vibration occurs due to a break in one of the pillows. According to practice, you should first check the left.
2. Knock. Caused by a defective absorber valve. The solution to the problem is to replace the part. You should also pay attention to the valves that should be adjusted.
3. Noise. Extra sound is provided by the drive belt tensioner, whose service life is about 100,000 km, often dying earlier. The issue is resolved by replacement.

Conclusion

The R18 engine is a simple and reliable power unit. Maintenance can be done by yourself. Due to the simplicity of the design, it can be repaired independently.

According to a long-standing tradition, many Japanese automotive companies aggregate their cars with power units of their own production. Such a well-known company as Mazda Motor Corporation is no exception. At the same time, the range of engines produced includes gasoline, diesel, and also rotary engines. Among the diesel engines manufactured by the company, the most common is the r2 diesel engine, which was installed on the Mazda Bongo van from 1983 to 1999.

The popular Mazda Bongo minibus served as a prototype for a number of similar models produced and sold in South Korea, Australia, the USA and other countries. As part of licensing agreements, r2 engines were also installed on them.

Specifications

INDEX	MEANING
The volume of cylinders, see the cube.	2184
Number of cylinders	4
Number of valves per cylinder	2
Maximum power (at 4000 rpm), l With.	64
Maximum torque (at 2000 rpm), Nm	140
Cylinder diameter, mm	86
Piston stroke, mm	94
Compression ratio	22.9
Fuel supply system	HPFP (mechanical or electric)
Gas distribution mechanism	HE IS WITH
The scheme of the cylinders	1-3-4-2
Engine oil	5W-30, 10W-30, 20W-20
Lubrication system	combined
Engine oil volume, l:
dry engine	7.1
no oil filter change	5
with oil filter change	6.4
Fuel	Diesel fuel

The engine was installed on Mazda Bongo, Ford Econovan, Mazda E-series, Ford Spectron, Nissan Vanette, Kia Wide Bongo, Ford j80, Mitsubishi Delica.

Description

The r2 engine is a classic 4-stroke swirl-chamber diesel power unit, 4 cylinders of which are located in one row, is considered a fairly reliable, but somewhat noisy engine.

The gas distribution mechanism of the ONS type with an overhead camshaft and direct drive of 8 valves (2 valves per cylinder) is assembled in the cylinder head. Valve clearances are adjusted using washers.

The timing gear drive and the high pressure fuel pump (TNVD) are driven by a toothed belt. At the same time, the r2 engine can be equipped with a distributor-type Diesel Kiki injection pump, which is controlled by both electronics (Kia Sportage) and mechanics (Mazda Bongo).

Fuel supply system

The main task that must be solved by the developers of any diesel engine is the supply of a strictly defined amount of fuel to its cylinders. It is solved with the help of a high-pressure fuel pump, which is the main element not only of the fuel supply system, but of the entire power unit as a whole.

TNVD consists of:

• fuel pump;
• plunger device;
• solenoid valve for shutting off the fuel supply;
• pressure reducing valve;
• drain fitting;
• fuel injection advance regulator;
• all-mode fuel supply regulator.

Diesel fuel is supplied to the high pressure fuel pump using a fuel priming pump. In this case, the volume of fuel supplied significantly exceeds the amount required for normal operation of the motor. The injection pump plunger pair regulates the amount of fuel and distributes it among the engine cylinders according to the scheme (see table), and excess fuel is drained back into the tank through the drain fitting.

Stable operation of the engine in all modes is ensured with the help of an all-mode fuel supply regulator, which limits the maximum number of revolutions of the crankshaft depending on the position of the gas pedal (determined by the driver). Depending on the number of revolutions of the crankshaft, the injection advance controller changes the moment of fuel supply to the engine cylinders.

The solenoid valve is connected to the ignition switch and when the key is turned to the "Off" position shuts off the fuel supply to the injection pump plunger pair. At present, taking into account all the tougher environmental requirements, distribution injection pumps are equipped with electronic control units that provide precise adjustment of the dosing of fuel entering the cylinders. This reduces not only the toxicity of the exhaust, but also increases the power and smoothness of the engine. They also regulate the operation of the EGR valve (exhaust gas recirculation).

Maintenance

Maintenance of r2 diesel engines comes down to regular replacement of consumables (oil, filters, belts, etc.), as well as regular checks of the main elements that ensure the trouble-free operation of the power unit. Wherein:

1. engine oil and oil filter are replaced every 10 thousand km. run;
2. fuel and air filters are changed after every 20 thousand km of the distance traveled;
3. the coolant is drained and replaced with a new one at least once every two years;
4. the timing belt must be replaced every 80 thousand kilometers.

In addition, it is necessary to regularly check the condition (after a certain number of kilometers of run):

• timing belt - 30000;
• clearances in the valves of the cylinders - 20000;
• hoses and branch pipes of fuel supply and cooling systems - 10000;
• exhaust gas recirculation systems - 40,000;
• nozzles - 40000.

If defects are found, they must be eliminated.

Faults

Typical malfunctions of the r2 diesel engine are summarized in the table.

MALFUNCTION	CAUSE
The motor does not start.	The fuel priming pump is out of order; faulty injection pump; malfunction of the injectors; glow plugs have failed.
The engine does not develop enough power.	An insufficient dose of fuel is injected into the cylinders; the atomizer is damaged; fuel leak.
Unstable operation of the power unit.	Worn parts of the gas distribution mechanism; air has entered the fuel supply system; the injector spring broke.
Extraneous knocks in the engine.	Early fuel injection; wear of parts of the connecting rod and piston group; the compression value does not match the specified values.
Black smoke is coming out of the muffler.	Late fuel injection; jammed needle in the atomizer; injector spring burst; low compression level.

tuning

Diesel engines have a number of advantages over gasoline counterparts. They are more economical and not picky about fuel quality. However, one of the significant disadvantages of diesel engines, compared with gasoline engines, is their low power. Therefore, the question of increasing the latter sooner or later confronts every owner of a car with a diesel power unit.

Carrying out work related to increasing the power of a diesel engine is associated with a fairly large amount of work and their considerable cost. In addition, it is necessary to have experience in performing complex metalworking and mechanical assembly work, therefore, in order to perform them with 100% certainty of obtaining the expected result, it is best to contact specialized tuning studios that can offer a variety of ways to increase the power of diesel engines.

In particular, Mazda Motor Corporation offers the following powertrains:

• Chip tuning

Chip tuning (changing the power characteristics of the engine without mechanical intervention) is possible by installing a special controller (CHIP) that will change the pressure characteristics in the diesel fuel supply system. With the help of chip tuning, you can increase the engine power by about 30%.

• Installing a turbocharger

Turbocharging is considered to be one of the most efficient ways to increase the power of a diesel engine. However, it is impossible to do without refining the design of the motor.

The Honda R18A engine was released in 2006 and was first used for the eighth Honda Civic model. The R18 engine was designed to replace the outdated D17 engines in particular, and the D series in general. The timing drive is based on a chain, but structurally the cylinder head has not changed, the same sixteen-valve per SOHC camshaft, the iVTEC intelligent variable valve timing system has been added. The engine is characterized by the presence of an intake manifold with variable geometry (with two modes), there are no hydraulic lifters, which dictates the need for timely adjustment of the valves. A year after the start of production, the engine was finalized and an analogue of a larger volume was released, which received the R20A index. It has already been used on cars that are superior in class to the Civic. There are very few direct modifications to the Honda R18A engine and we can only name the R18A1, a variation created for the Japanese and North American markets, and the R18A2 analogue for Europe. These variations from a technical point of view completely repeat each other. Technically, the motors are identical. When it comes to the weaknesses of the Honda R18A engine, the following is usually noted. Often the engine knocks. As a rule, the matter is in the adsorber, and specifically in its valve, and this is a normal situation. On Civic models, knocking can occur due to valves, so you need to adjust them in a timely manner. It happens that owners of cars with an R18A engine complain about extraneous noise. The reason for this may be the drive belt, the tensioner of which may wear out prematurely. In this case, to get rid of extraneous sounds, you just need to replace the part. Sometimes there are vibrations. Vibrations when the engine is not warmed up, this is normal. If vibrations occur even after the engine has warmed up, and even noticeable, this is a reason to check the supports. It should also be noted that the engine loves high-quality fuel and oil, if this requirement is not met, the lambda probe, catalyst and variable valve timing system can be ordered to live for a long time. In general, the Honda R18A engine is quite reliable and, if properly maintained, can last a long time without causing any trouble to the owner.

TUNING POSSIBILITIES

If we are talking about atmospheric tuning of this engine, it should be noted right away that not so much can be done in this direction. You can install a cold intake, a direct exhaust, add chip tuning, and get an increase of 10 hp. For further experimentation, you will need a GO Power Motorsport shaft (or equivalent), Skunk2 60mm damper, Weapon R intake receiver, Wiesco pistons. In addition, it is necessary to refine the cylinder head, and purchase Acura RDX turbo injectors with a capacity of 410cc. So you can get 180 hp, but in practice, most serious hatchbacks will be superior to such a modified R18A, so the feasibility of such improvements is questionable. The most correct and reasonable when tuning the Civic R18 is the decision to use a compressor. There is a popular Jackson Racing solution on the market, and you should resort to it if you want to use a compressor. This and a number of related improvements make it possible to get 300-350 hp from the engine.

Production	Honda Motor Company
Engine brand
Release years
Block material	aluminum
Supply system	injector
Number of cylinders
Valves per cylinder
Piston stroke, mm
Cylinder diameter, mm
Compression ratio
Engine volume, cc
Engine power, hp / rpm
Torque, Nm/rpm
Environmental regulations
Engine weight, kg
Fuel consumption, l/100 km - city - track - mixed.	5.1 6.6
Oil consumption, g/1000 km
Engine oil	0W-20 0W-30 5W-20 5W-30
How much oil is in the engine
When replacing pour, l
Oil change is carried out, km	(preferably 5000)
Operating temperature of the engine, hail.
Engine resource, thousand km - according to the plant - on practice	250-300
- potential - no loss of resource	n.a.
The engine was installed	Honda Civic Honda Cossroad Honda Stream

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The famous British brand Land Rover recently wowed car enthusiasts and experts alike with a 70-year-old prototype of the legendary off-road vehicle shown at the 1948 Amsterdam show.
A unique model was discovered in 2016 near the plant in Solihull, after which experts completely dismantled the vehicle, and then X-rayed every part of it. Thus, the masters found out which of the components are subject to further use. It turned out that the front axle could still drive, but the rear axle had to be disposed of.

The transmission was also restored, the repair required the Organ Stops gearshift mechanism. The earliest crossover models used the Lockheed braking system, and for serial production, Girling was used. To restore the prototype, it was completely reassembled according to the drawings created 70 years ago.
The body of the model was only partially restored, returning its original Light Green color, eliminating a few shortcomings and replacing a couple of panels, for which two millimeter thick sheets of aluminum were used. The gearbox and transfer case, hubs, and exhaust mounts were also assembled according to the drawings, and then installed on the restored SUV. At the end of the restoration work, the original emblem was also carved into the metal, which distinguished the original in 1948.

At the present time, a mechanical transmission, and a classic automatic transmission, are giving way to a preselective robot with two clutches in terms of switching speed.

But are there faster-fire gearboxes? The answer to this question is known to Koenigsegg.

The new Koenigsegg Jesko hypercar is an eight-cylinder V-engine that uses E85 biofuel and develops 1,600 hp. But the car's top speed of 480 km/h is achieved not only by the engine, but also by the Light Speed ​​Transmisson (LST).

Mazda R2 is a classic four-stroke prechamber engine with a volume of 2.2 liters, operating on a diesel engine. It was created specifically for heavy vehicles. Differs in reliability and the high operational period.

Design features

ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!

The atmospheric power unit R2 was developed in the mid-eighties of the last century for trucks.

This motor has four cylinders arranged in one row, direct valve drive and a camshaft located on top. Each cylinder has one intake and one exhaust valve.

It is also equipped with a mechanically controlled high-pressure distribution fuel pump, however, for some Kia Sportage models, the developers equipped the high-pressure fuel pump with electrical control. This type of pump is characterized by compactness, uniform fuel supply through the cylinders and excellent operation at high speeds. It maintains the necessary pressure in the system, depending on the operating mode of the engine.

A crankshaft with eight counterweights is installed. A toothed belt is used as a drive for the gas distribution mechanism.

The designer used a short piston, which increased the volume. Sleeveless cylinder block with cross-shaped oil passages, made of cast iron, has high strength, but at the same time adds weight to the unit. The block heads are made of aluminum alloy, which has a positive effect on the power and economic performance of the engine. The camshaft position sensor is located under the cover. Adjustment of thermal gaps of valves is carried out by means of washers.

R2 provides pre-chamber injection, that is, the fuel first enters the pre-chamber, which is connected to the cylinder by several small channels, ignites there and then enters the main combustion chamber, where it burns out completely.

One of the most important features of the motor is the design of the pistons, which includes special molded thermally compensating inserts that prevent excessive expansion of the alloys and thereby reduce the gap between the surfaces of the cylinder and the piston.

The internal combustion engine shaft is equipped with a dynamic damper that improves gas distribution characteristics.

The engine attachments are partly driven by the timing belt.

Mazda R2 has a closed air cooling system with forced coolant circulation, which is provided by a centrifugal pump.

Specifications

Manufacturer	Mazda
Cylinder volume	2184 cm3 (2.2 liters)
Max power	64 horsepower
Max Torque	140HM
Recommended engine oil (by viscosity)	5W-30, 10W-30, 20W-20
Number of cylinders	4
Number of valves per cylinder	2
Fuel	Diesel fuel
Weight	117 kilograms
engine's type	inline
Compression ratio	22.9
Cylinder diameter	86 mm
Average fuel consumption per 100 kilometers	City cycle - 12 l; Mixed mode - 11 l; Country cycle - 8 liters.
Recommended oil (by manufacturer)	Lukoil, Liqui Moly
piston stroke	94 mm

The engine number is located on the cylinder block under the intake manifold.

Advantages and disadvantages

One of the main disadvantages of the presented diesel engine is the cylinder head, inside which cracks form due to overheating. It is problematic to identify this defect, its appearance is indicated by intense heating of the engine during acceleration.

In most areas of our country, the cylinder head and some other elements for R2 are difficult to find, so heads from the RF-T or R2BF motor are often used for it.

It is very difficult to carry out tuning R2 on your own, most likely, you will have to resort to the help of specialists.

The advantage of the unit lies in the unusual design of the pistons and the entire connecting rod and piston group. It is great for a work truck or minivan as it has plenty of power and also has excellent traction at low revs. The engine is not intended for trips at high speed.

Major breakdowns

"R2" is a fairly reliable engine and is not prone to constant breakdowns, but troubles happen to it:

• Stops starting due to a malfunction of the injectors or a malfunction of the fuel pump and spark plugs;
• The wear of the timing elements or the ingress of air flow into the fuel supply system leads to its unstable operation;
• Black smoke appears due to low compression, failure of the nozzle spring or jamming of the needle in the atomizer;
• Extraneous knocks occur if the compression level does not correspond to the specified values, or due to early injection of the combustible mixture, wear of the BPG elements.

"R2" has good maintainability, but as already mentioned, the components for it are not always easy to find, for this reason you have to borrow them from other engines, for example, from the Mazda RF, R2AA, or MZR-CD.

Maintenance

The first maintenance according to the regulations is carried out after 10 thousand kilometers. At the same time, the engine oil is replaced, as well as the oil and air filters, the pressure on the unit is measured and the valves are adjusted.

After 20,000 km, a second maintenance is performed, which includes the diagnosis of all engine systems and the replacement of oil and fuel filter.

The third MOT (after 30 thousand km) involves the replacement of the coolant and oil filter, the broach of the cylinder head bolts.

The timing belt must be changed every 80,000 km, otherwise it will break and bend the valves.

Injectors need to be changed every year, the battery, antifreeze and fuel hoses last for 2 years. Attachment belts wear out after two and a half years. Every four years, the exhaust gas recirculation system should be updated.

What cars was installed

This engine was equipped with minibuses and minivans of the following brands:

• Mazda - E2200, Bongo, Cronos, Proceed;

• Kia - Sportage, Wide Bongo;
• Nissan Vanette;
• Mitsubishi Delica;
• Asia Rocsta;
• Ford - Ecovan, J80, Spectron and Ranger;
• Suzuki - Escudo and Grand Vitara.

Engine Honda R18A 1.8 l.

Honda R18 engine specifications

Production	Honda Motor Company
Engine brand	R18
Release years	2006-present
Block material	aluminum
Supply system	injector
Type	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	87.3
Cylinder diameter, mm	81
Compression ratio	10.5
Engine volume, cc	1799
Engine power, hp / rpm	140/6300 141/6500
Torque, Nm/rpm	174/4300 174/4300
Fuel	95
Environmental regulations	Euro 5
Engine weight, kg	-
Fuel consumption, l/100 km - city - track - mixed.	9.2 5.1 6.6
Oil consumption, g/1000 km	up to 1000
Engine oil	0W-20 0W-30 5W-20 5W-30
How much oil is in the engine	3.7
When replacing pour, l	3.5
Oil change is carried out, km	10000 (preferably 5000)
Operating temperature of the engine, hail.	-
Engine resource, thousand km - according to the plant - on practice	- 250-300
tuning - potential - no loss of resource	300+ n.a.
The engine was installed	Honda Civic Honda Stream Honda Cossroad

Faults and engine repair Honda Civic R18A

The R18 engine, which appeared in 2006 on the eighth Civic, replaced the outdated D17 engines, and indeed the entire D series in principle. He used a more compact aluminum cylinder block, whose height is 230 mm. Inside the block there is a crankshaft with a piston stroke of 87.3 mm, reinforced and lightweight connecting rods, their length is 157.5 mm, and the compression height of the pistons is 28.75 mm. The engine has a timing chain drive, the design of the cylinder head has remained the same - 16 valves on one camshaft (SOHC), but the iVTEC intelligent variable valve timing system has been added. There are no hydraulic lifters here, the valves on the R18A are adjusted every 40 thousand km, if necessary. Valve clearances (cold): inlet 0.18-0.22 mm, outlet 0.23-0.27 mm.
At the inlet is a variable geometry intake manifold (dual-mode), the manifold is switched at 5200 rpm.
A year after the start of production of the R18, on its basis, Honda engineers developed a large-volume colleague - R20A , for vehicles above Civic class.

Honda R18A engine modifications

1. R18A1 - engine version for the Japanese and North American market.
2. R18A2 - European version. Technically, the motors are identical.
3. R18Z1 - a variant with a modified i-VTEC, which turns off 4 intake valves at low speeds. Intake manifold shift set to 5000 rpm. Power 141 hp at 6500 rpm, torque 174 Nm at 4300 rpm.
4. R18Z4 - an analogue of R18Z1 for the European Civic.
5. R18Z9 - analogue of R18Z1 for Honda HR-V.

R18 malfunctions and their causes

1. Engine knock. Usually the knock is caused by the canister valve, this is normal. Even in the Civic engine, valves like to knock, but if work on adjusting valve clearances has not been carried out for a long time, maybe they are.
2. Noise. Extra sound is provided by the drive belt tensioner, whose service life is about 100,000 km, often dying earlier. The issue is resolved by replacement.
3. Vibrations. When cold, this is the norm, but if the vibration is significant, then check the supports (left).

In addition, the service life of the catalyst and lambda probe is reduced from low-quality gasoline, so it’s more expensive to save here. It is important to use good quality engine oil, otherwise the variable valve timing system will not last as long as you would like. Under these conditions, the R18A engine is completely trouble-free and easily travels many thousands of kilometers.

Tuning engine Honda R18A

aspirated

This motor, to put it mildly, is not very suitable for atmospheric tuning, but something can be done. Budget tuning consists of installing a cold intake, direct exhaust and chip tuning, such banality gives about 10 hp. Need more? Look for a GO Power Motorsport shaft (or whatever), a 60mm Skunk2 throttle body, a Weapon R intake manifold, 12.5-ratio Wiesco pistons, you can modify the cylinder head itself, injectors from a 410cc Acura RDX turbo. All this will allow you to increase power even more (+\- 180 hp), but in real conditions, any more or less hot hatchback will be faster than such a modified R18A, so it's up to you to decide how justified it is to spend several thousand dollars on atmospheric tuning.

Compressor and turbine on R18A

One of the most correct options for tuning a Civic R18 is to install a compressor. The market offers a popular kit solution from Jackson Racing based on a Rotrex C30-84 supercharger with an intercooler. So that the engine does not fall apart, we replace the SHPG with a forged one (CP Pistons pistons for a compression ratio of 9, Eagle connecting rods), we take 550cc nozzles, a Walbro 255 fuel pump, set up a Hondata FlashPro. Such configurations give more than 250 hp, on even more powerful compressors, like the Rotrex C30-94, you can inflate far beyond 300-350 hp.
You can put a turbo kit on the same configuration, on some 28th Garrett and blow 300 forces. All these transformations cost a lot of money, greatly affect the engine life, its stability, not to mention fuel consumption, so it is recommended to build something like this only for fans of your car.