I keep em a long time too, but after spending most of my life as a mechanic I've come to acknowledge the idea that " stock is best" is true... now if it was a toy vehicle I might not care if I changed things but if it is a user vehicle I figure the guys at the engineering department know why they did what they did..
2024 Buick Envista: Best oil for GM 1.2 LIH and Continental Belt In Oil compatibility.
- Thread starter 79Subaru
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In my case it's a 79 Subaru. Many parts are no longer available but are so similar to other parts that they can be interchanged with little to no modification. Internally the engine is a factory engine, just not one that was intended for street use. It's an EA71S, from an FJ1600 (old Japanese equivalent to a Formula Ford car). Originally I just had to deal with it because it was the only car I had, and didn't have money for a different one. But eventually it became so reliable that I figured I should just keep it. At this point I have put over 180,000 miles on the engine in its current configuration. I have encountered no major issues with the engine or electrical system. The transmission leaks oil but that is typical for that transmission (1972-73ish 1300G dog gear 5 speed). I rarely encounter any issues beyond a minor coolant leak or a wire that popped off of something. Occasionally a set of exhaust gaskets if I run it really hard. It's been driven on the highway for the most part, but also off road (vintage rally racing) and on the track. The engine has run at 6500 RPM nearly continuously for 12 hours, maintaining an oil temp of 130°C. It has also run at a continuous 4000 RPM in very hilly terrain for nearly 3 hours, with the outside temperature being around 106 degrees Fahrenheit. I can get in it in the morning, pump the accelerator pump a couple times, and it starts right up. I don't know too many cars I could do that to. Eventually I will add a second car because I would like to have a lightweight RWD car as well and learn about fuel injection tuning, so I am thinking a Cosworth Vega because it uses standard size injectors and doesn't have ridiculous amounts of emissions equipment. Plus I have experience with the regular 2300 engines and some experience with a carbureted Cosworth in a Chevette. I think that engine really deserves a modern ECU, knock sensor, wideband O2, and coil per cylinder ignition. And you can still find them in fair shape, running and driving for $5000-7000. As in bad interior, crappy paint, but no rust. A genuine Cosworth engine for that price is a steal I think, even with the head gasket issues they have (Not like Cometic can't make a custom MLS one anyway like they did for my friend's 5.7 diesel). But I understand the keeping a car stock, in my situation it wasn't possible at the time, and through luck or skill I ended up with an insanely reliable car that drives great and gets good gas mileage.
Maybe you should read post #1 again .
Thanks for this info and the pic! I look forward to seeing your pictures when you can. I suspect most every manufacturer has engine "issues"... I just get a little queasy with belts in general, especially in high heat areas. I know they are cutting costs. We'll see. Thanks for your posts.
Here are a couple more pictures of a USED belt that I managed to find. And a comparison picture to a deteriorated Peugeot belt. The GM/Continental belt came out of a 2020 Buick Encore GX by the way, with 35K miles. The Peugeot belt not sure but it is one of the later versions, post 2018, so probably not that much older
So what I notice right away is that GM has been using the same exact belt for the past 3 years in the US, while Peugeot has changed theirs countless times since they came out with their engine in 2012. It also doesn't look very deteriorated in comparison to the deteriorated wet belts I have seen. Maybe this car had all highway miles, but I seriously doubt it with only 35K on a 3, almost 4 year old car. The belt also looks to be made of different material using different construction techniques than the Peugeot/Dayco belt. This is what made me more confident in this belt, the fact that Continental manufactured it. Because think about it, Peugeot 505s and other older French cars from the 1980s have a wet belt for the injection pump or sometimes oil pump. Most belts for those have historically been made by Continental. I've worked on quite a few 505s, I have replaced the fuel pump belts, and I can't say I have ever seen one that was super deteriorated. So the technology has been around for a long time, just that it was in unusual cars most people didn't work on. I hope this belt works out the same way, because if it works well, I don't hate the design, compared to a typical timing belt. A lot more space to work on it, easy to inspect, not much stuff besides the serpentine belt on the front of the engine, and just an overall better design for a transversely mounted engine, as long as it lasts. If there are huge problems with it I wouldn't be surprised if they come out with a chain drive rather than a belt, it's not like much has to be changed for it to be converted. If it lasts well though, I suspect we will see a lot more of these in more and more engines. The advantages over a chain in a GDI are just too big to pass up. Not just cost savings, because the belt isn't that cheap, but elimination of chain wear from soot, compatibility with all viscosities of oil, and ability to use a conventional roller tensioner and idler pulley. I guess we will see, GM is selling so many Trax's that if there is a big issue, we will certainly hear about it. It remains to be seen.
So what I notice right away is that GM has been using the same exact belt for the past 3 years in the US, while Peugeot has changed theirs countless times since they came out with their engine in 2012. It also doesn't look very deteriorated in comparison to the deteriorated wet belts I have seen. Maybe this car had all highway miles, but I seriously doubt it with only 35K on a 3, almost 4 year old car. The belt also looks to be made of different material using different construction techniques than the Peugeot/Dayco belt. This is what made me more confident in this belt, the fact that Continental manufactured it. Because think about it, Peugeot 505s and other older French cars from the 1980s have a wet belt for the injection pump or sometimes oil pump. Most belts for those have historically been made by Continental. I've worked on quite a few 505s, I have replaced the fuel pump belts, and I can't say I have ever seen one that was super deteriorated. So the technology has been around for a long time, just that it was in unusual cars most people didn't work on. I hope this belt works out the same way, because if it works well, I don't hate the design, compared to a typical timing belt. A lot more space to work on it, easy to inspect, not much stuff besides the serpentine belt on the front of the engine, and just an overall better design for a transversely mounted engine, as long as it lasts. If there are huge problems with it I wouldn't be surprised if they come out with a chain drive rather than a belt, it's not like much has to be changed for it to be converted. If it lasts well though, I suspect we will see a lot more of these in more and more engines. The advantages over a chain in a GDI are just too big to pass up. Not just cost savings, because the belt isn't that cheap, but elimination of chain wear from soot, compatibility with all viscosities of oil, and ability to use a conventional roller tensioner and idler pulley. I guess we will see, GM is selling so many Trax's that if there is a big issue, we will certainly hear about it. It remains to be seen.
Can't say ANY Buick, ever, other than the Grand National ever thrilled me. I'm surprised GM hasnt killed off the brand yet.
m1 ep non hm would be my guess. It could do 10k intervals but with a dohc turbo engine I'd never try it just to be safe. I do more than 10k with my old non vvt, non afm, non gdi OHV v8's though. 336k on the original internals and it still runs like new. Do spill and fill the trans about every 20k. No need to do multiple spills and filter changes. Just a simple spill every 20k and a filter every 100k. I'm getting ready to do the first spill on my 21's 10 speed.
They didn't kill off the brand because it is a very popular brand in China.
I just bought a 2024 Trax with the 1.2, so I'm interested in the subject. I'm planning on 6 month, 5000 miles oil changes.
I had the 1.4T in my 2011 Chevy Cruze and I think it's related to this 1.2T. My question is why would they make this engine even smaller displacement? Another thing is the MPG isn't that much better than a NA engine of 1.8 or 2.0 especially when it goes into 'boost' which I would assume is very often in a heavier SUV.
0W20 might damage the engine? Where is that coming from???
GM owners manuals sometimes mention damage can occur when you use oil different than recommended by them...
as an example from a 2013 Malibu Owners Manual...
Notice: Failure to use the recommended engine oil or equivalent can result in engine damage not covered by the vehicle warranty. Check with your dealer or service provider on whether the oil is approved to the dexos1 specification.
Bill
as an example from a 2013 Malibu Owners Manual...
Notice: Failure to use the recommended engine oil or equivalent can result in engine damage not covered by the vehicle warranty. Check with your dealer or service provider on whether the oil is approved to the dexos1 specification.
Bill
Last edited:
Patman
Staff member
And in many cases they are probably being a bit melodramatic. Now if someone were to use 0w20 in a new Corvette ZR1 and take it to the track, that would very likely result in serious engine damage rather quickly. Otherwise most street driven GM vehicles aren’t really that super sensitive to a different viscosity.
of course but I was just responding to where that was coming from...I would follow the OM recommendations at least during the warranty period on a new car...
Bill
Bill
Triple_Se7en
$50 Site Donor 2024
So what oil's been used since taking delivery of this 1.2 TGDI engine?
Also, is the 79 Subaru still on the road?
The 1.3 put-out by Nissan is pretty loud. My daughter's Rogue sounds like a diesel when she pulls into our driveway. Luckily, she only leased it for three years.
This one's a 3 cylinder so cheaper to manufacture vs a 4 banger and making up the power/torque difference with direct injection and more turbo boost. Just like they're replacing NA V6s with turbo 4 bangers, even in full size pickups. These are definitely higher stressed engines, only time will reveal if they have good durability. I know on the 1.4s you're lucky if the turbo lasts until the first spark plug change.
Just bought a 1L focus with the wet belt only made it 54K before it failed and starved the oil pump. Getting a new longblock under a recall with the same belt till ford updates the belt in beginning of 2025.
Any updates on the Envista ?
Just noticed hasn't been heard from since Oct 2023 . Answers my question !
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