In the abstract, that’s impressive. It would never work for me because I’m just too OCD about maintaining my cars in a more conventional way. 
Guy goes a million miles on group lll synthetics doing 15,000 mile intervals.
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An Accord 6/6 is a bucket list car for me.
Honda J30s have always been an impressive engine to me. So , so , so smooth with nice power delivery. And the 7th gen Accords drive so nice. Too bad they switched to struts in the front for the 8th generation.
Honda J30s have always been an impressive engine to me. So , so , so smooth with nice power delivery. And the 7th gen Accords drive so nice. Too bad they switched to struts in the front for the 8th generation.
In theory that engine could have been rebuilt, with as little as having one head rebuilt, though most people would have rebuilt both heads while they were at it. Or if feeling really industrious a "valves, rings and bearings" job.
But my hat's off to the owner who (I think) replaced the engine (new long block) and motored on.
All in all it was a terrific performance from that engine. I'm pleased to say I have one just like it (but with a lot fewer miles).
But my hat's off to the owner who (I think) replaced the engine (new long block) and motored on.
All in all it was a terrific performance from that engine. I'm pleased to say I have one just like it (but with a lot fewer miles).
It’s a moot point. Any of these engines that call for an Xw20 will run fine their entire lives on Xw30s, and even if the 20 maintains MOFT over the life, there’s no downside to the additional protection of a 30 wt. When realizing engines that rack up 7 digits of mileage are spending most of that at highway speeds, there’s a relatively small fraction of its life spent warming up, so it’s a best case for the oil. Either one will serve the engine well.Honestly, I’m one of those guys that bumps up his viscosity to a 5W30 when it reaches around 120,000 miles (from 0W20).
The guy did have a burnt valve at 920,000 miles. But I like to be proved wrong - and I’m not sure this proves it - but I do like the fact this guy went 1,000,000 miles using a group lll 5W20 in Texas heat. Makes me wonder if I should drop my viscosity back down to 0W20? probably won’t because the 5W30 seems to be doing great (no drop in fuel economy whatsoever). But it’s soemthing to consider, maybe.
I've seen examples of engines run on xW-20 and 10K mile OCI wiped out before 200K miles. Many more than the million mile examples.
So which example should you base your choice on?
So which example should you base your choice on?
What are you talking about re struts?
The 7th gen had a double wishbone front with coilovers. Two distinct control arms and the coilover "strut" was only used for ride height and dampening.
In the 8th gen cars they went to a macpherson strut front setup. Where there a strut instead of an upper control arm and balljoint. The strut (proper use of the term) provides ride height, dampening and is also a structural member.
JHZR2
Staff member
Why assume anything? Oil temperature is on par with water, has lots of delta T even in “Texas heat”, and is waaaay cooler than combustion temperatures.
And less VII…
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Can you share any of those examples?
An Accord 6/6/2 (6 cylinder, 6 speed, 2 door) is uncommon.
But the 7th generation 6/6/4 (6 cylinder, 6 speed, 4 door) is quite rare. It was only made in 2006 and 2007. And I'm pleased to say I have one. It may become a Honda collectable - if there is ever such a thing. They aren't perfect (there is a bit of road noise, and replacing the timing belt is costly) but they are a good handling, very reliable sedan.
The coupes do pop up on occasion. I like Sedans. They are definitely rare!
A friend who has been in the used car business for 20 years describes the 6/6/4 as the "Holy Grail" of Accords. There were a couple at the dealership when I bought mine but I've never seen another one in the wild. I bought mine new and the EX-L 6MT was the same price as the EX-L automatic.
They have dual exhausts, and a manual gear lever (of course) and that typical small V6 medallion on the back. But the key difference you might notice in traffic is that the paint on the medallion is red (it's black on the automatics).
Also, NA port-injected engine designs from 20 years ago are not exactly comparable to current TGDI applications.
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Yet this happens to me on a 140k mile Honda. Burning oil, carbon held the valve open. I had adjusted the valves at 90k. The burnt one wasn't tight, had a piece of carbon holding it open. Oil changed every 5k.
^^^To the pictures above
What oil? What fuel? Driven like a madman or grandma? Any fuel injector issues? Lots of variables!
What oil? What fuel? Driven like a madman or grandma? Any fuel injector issues? Lots of variables!
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I have been driving for over 50 years and have only driven about 830K miles - and that in over 70 different cars!
That doesn't look too bad to me honestly^^ Bad photo angle to judge cleanliness
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Yeah, I mentioned that there was a thread about the subject last year, I totally forgot about that (and actually posted on that thread several times). I didn’t realize the guy is now a member here, he did An excellent job posting about his journey on an accord forum, and I like his engine tear down video. Quite an accomplishment.
Regarding the valve adjustment -- If there never was a valve adjustment, the burnt valve makes sense...the valve would wear into the seat and the clearance would become too small, hanging the valve open just enough to burn a piece of the valve face or margins off. Cant believe this guy drove with a completely dead cylinder for 80,000 miles! That’s something.
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