Durability of the 1.4 turbo engine
I know this is highly speculative, but has anyone an opinion of how long a properly maintained 1.4 turbo engine will last? At 20,000 a year, 50% highway, will it go 200,000 without major repairs? Have we any data on this yet?
Will it for example be as tough as the old 3.8 litre GM engine?
thanks,
Joe
Will it for example be as tough as the old 3.8 litre GM engine?
thanks,
Joe
21 - 40 of 43 Posts
The 3800 Series II and III are the best pushrod v6 engine ever made for mass production. I almost dumped buying my Cruze to buy a 2007 Grand Prix with an L32, SC 3800 Series III. GM first made the v6 in 1962, sold it to Jeep and then bought it back. In the late 70's the 231CI or 3.8L became the standard displacement for the v6. Then during the 80's this v6 was put in the Turbo Regals, with the most famous being the Grand National. However, the 109 block(from the Grand National) is nowhere near as good as the 3800 Series II and Series III. The Series II and III blocks are just are strong as Buick Motor Sports racing stage 2 3.8L block made in the 80's. The stage 2 blocks easily crank out 1600HP, as long as it had a stage 2 crank, rods, etc. Buick or GM had a lot of time to refine the 3800 and people are now starting to put the 3800 Series II and III (L67 and L32) in Grand Nationals and T-Types because they are so superior to the LC2. Anyway, comparing the family0 1.4L ecotec to the 3800 Series II and III is an apple to oranges comparison. The Buick v6 3.8L or 3800 had a very long life. From 62 to 08, the family 0 1.4L ecotec has only been out for how long. For the family 1 1.0 to 1.5L ecotec, from I what I have read these blocks should be an improvement over the family 0. For one the turbo engines will get a forged crank, instead of a cast crank. I guess we'll see. It would be nice to get 200k miles out of my Cruze with no major repairs.
In my experience owning two series 2 L67s and one Series 1 3800 L27, I have to admit the L27 was from a reliability standpoint a superior motor. Easier to work on, simpler, and the longer stroke with a taller deck made for some interesting performance gains as the piston spent more time near TDC. I had the intake and heads ported on mine with YT roller rockers and I was doing 94% injector duty cycle on the stock injectors. Blew a roller on a lifter before I ever had the chance to see how much power it actually made unfortunately. The series 2 had the LIM gasket issue, the UIM plenum issue, the coolant elbow issue, and far more evap issues while not feeling all that much faster despite making 35hp more.The 3800 Series II and III are the best pushrod v6 engine ever made for mass production. I almost dumped buying my Cruze to buy a 2007 Grand Prix with an L32, SC 3800 Series III. GM first made the v6 in 1962, sold it to Jeep and then bought it back. In the late 70's the 231CI or 3.8L became the standard displacement for the v6. Then during the 80's this v6 was put in the Turbo Regals, with the most famous being the Grand National. However, the 109 block(from the Grand National) is nowhere near as good as the 3800 Series II and Series III. The Series II and III blocks are just are strong as Buick Motor Sports racing stage 2 3.8L block made in the 80's. The stage 2 blocks easily crank out 1600HP, as long as it had a stage 2 crank, rods, etc. Buick or GM had a lot of time to refine the 3800 and people are now starting to put the 3800 Series II and III (L67 and L32) in Grand Nationals and T-Types because they are so superior to the LC2. Anyway, comparing the family0 1.4L ecotec to the 3800 Series II and III is an apple to oranges comparison. The Buick v6 3.8L or 3800 had a very long life. From 62 to 08, the family 0 1.4L ecotec has only been out for how long. For the family 1 1.0 to 1.5L ecotec, from I what I have read these blocks should be an improvement over the family 0. For one the turbo engines will get a forged crank, instead of a cast crank. I guess we'll see. It would be nice to get 200k miles out of my Cruze with no major repairs.
I miss that L27.
While lacking in HP, the L27 had boatloads of torque from a standstill too. Idk if the newer motors were electronically torque limited or heavier or what, but the newer LeSabre and Grand Prix just didn't launch away from a stop like the old ones did.In my experience owning two series 2 L67s and one Series 1 3800 L27, I have to admit the L27 was from a reliability standpoint a superior motor. Easier to work on, simpler, and the longer stroke with a taller deck made for some interesting performance gains as the piston spent more time near TDC. I had the intake and heads ported on mine with YT roller rockers and I was doing 94% injector duty cycle on the stock injectors. Blew a roller on a lifter before I ever had the chance to see how much power it actually made unfortunately. The series 2 had the LIM gasket issue, the UIM plenum issue, the coolant elbow issue, and far more evap issues while not feeling all that much faster despite making 35hp more.
I miss that L27.
Our 87 Century was one of the most reliable cars we ever had, besides its alternator eating habit.
I owned a LG2 3.8L then a LN3 3800, the LN3 was the most reliable engine I have ever owned. Very similar to the L27.In my experience owning two series 2 L67s and one Series 1 3800 L27, I have to admit the L27 was from a reliability standpoint a superior motor.
I sold my 3800 2002 Monte Carlo with 196,000 miles to buy my cruze. Ran out great with those miles. Good engine. Hoping the 1.4 does as well, but I don't need it that long anymore; I have a company car now, so I drove my cruze 1300 miles since I bought in July. It will stay a low mileage car.
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Old tread I know...but any updates on comments on how our 1.4 turbos are doing? Or any comments on what you are hearing out there? Is it starting to develop a reputation for being tough...or are there some problems showing up?
thanks,
Joe
thanks,
Joe
Piston ringlands (mostly early), the occasional turbo, and just about everyone's water pump and valve cover (PCV).Old tread I know...but any updates on comments on how our 1.4 turbos are doing? Or any comments on what you are hearing out there? Is it starting to develop a reputation for being tough...or are there some problems showing up?
thanks,
Joe
I haven't seen any timing chain issues whatsoever, which is quite good for a GM motor.
Also the intake manifold valve goes missing causing oil to accumulate at the throttle body. Fix is to replace whole manifold assembly with throttle body and injectors.
98k miles and I've had a pcv failure and a turbo oil feed line leak. Also, had to have the clutch packs in the transmission (6a) replaced at 26k. Otherwise, it's been rock solid reliable. '13 LT.
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Sent from my SM-G900V using Tapatalk
Even the turbo is fine at 250K with proper oils.
Hi All!
2014 LT. Only 35K miles. Still running fine. Only maintenance: oil changes when required.
2014 LT. Only 35K miles. Still running fine. Only maintenance: oil changes when required.
Automatic trans
Forgot to mention: it has an automatic transmission.
Forgot to mention: it has an automatic transmission.
Such low mileage. Good for you.
Ahh yeah mines a manual. Shifts pretty smooth at 250K but I get a grind here or there. Clutch can be somewhat temperamental at times but has excellent feel. Id imagine an automatic not shifting like brand new either @ the quarter million mile mark. But hey thats all they give ya'll now is automatics. So I guess u have to deal with however it shifts.
Hard to believe it's been over five years since I started this thread. I now have 98,000 miles on my 1.4 turbo and all is well.
Any further feedback on the general durability of the 1.4 turbo? I'm hoping to make it to 200,000.
Any further feedback on the general durability of the 1.4 turbo? I'm hoping to make it to 200,000.
I would like to hit 200,000 also I just hit 71,000Hard to believe it's been over five years since I started this thread. I now have 98,000 miles on my 1.4 turbo and all is well.
Any further feedback on the general durability of the 1.4 turbo? I'm hoping to make it to 200,000.
I bought my '13 cruze with 53K miles 4.25 years ago (fleet or rental car, probably rental), and just turned over 150K. Not uneventful, have had to replace a bunch of coolant system parts, and as I didn't have time to diy, spent a bunch to have the coolant tank, and engine inlet/outlet connectors replace (not at the same time, but guessing a common cause.) Now getting P0599 code, which is thermostat heater circuit error. Ordering new thermostat today.I would like to hit 200,000 also I just hit 71,000
Previously, had engine misfire, P0399 (i think) codes, did a diy replacement of the ignition module, along with spark plugs. That fixed the problem for a while, but came back. I think that better gas is solving that problem. Mind you, I use what is supposed to be "Top Tier" gas, but I have noticed the problem lessens/goes away when I fill up at a more trusted location, after a tank or two.
Regular with oil changes, back to doing those myself. I take it into a shop for the major scheduled service intervals.
I do 'highway miles', in that technically I am on the highway, but my average speed (prior to the covid shutdown) was under 35mph. It would take me as much as 90 minutes to go just over 40 miles.
Tires were brand new when I bought it, and I've since replaced them once, and have maybe 50% tread left. At some point this goes over to my wife, where it will replace a 2006 ford focus with under 70k miles, so it will probably live forever.
Daughter's '12 1.4 has 251000 on it now. We bought it last April with 236,000 after her Grand Prix got totaled in an accident (luckily that car saved her life!). The Cruze itself was in beautiful condition, drove down the road like a car with 1/4 the miles, and was surprisingly well maintained. We figured the previous owner had a very long freeway commute to rack up that many miles that fast.
We got it for a very good price. I had researched beforehand what a low-mileage drivetrain would cost, just in case, added that to the price of the car and it was still a good deal, so what the heck.
So far, its been a very good car with the typical 1.4 issues that are easy and inexpensive to repair. **** thing simply scoots down the road and shifts great.
We got it for a very good price. I had researched beforehand what a low-mileage drivetrain would cost, just in case, added that to the price of the car and it was still a good deal, so what the heck.
So far, its been a very good car with the typical 1.4 issues that are easy and inexpensive to repair. **** thing simply scoots down the road and shifts great.
Thanks for your replies guys. By the way, I'm still on my original tires! They are Goodyear assurance. I will be replacing them around 105,000 or so. Great tires. Never even had a leak.
21 - 40 of 43 Posts
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