Warning by car companies of using Euro 2 diesel in Euro 5 engines.

https://www.onemotoring.com.sg/content/onem...s_Causeway.html

Despite the lower fuel cost and higher performance of diesel-engined cars, owners of such vehicles are advised to enjoy these advantages only in Singapore and not across the Causeway because of the big difference in diesel fuel quality.

New diesel-engined passenger models sold in Singapore are Euro 5-compliant and the ultra-low sulphur diesel sold at the pumps here contains only 50 ppm (parts per million) of sulphur. This specification is compliant for use in Euro 5 diesel engines.

On the other hand, diesel fuel sold in Malaysia is Euro 2 compliant, with 500 ppm. Euro 4 standards with 50 ppm are expected to be implemented in 2015.

"It is not recommended for the new Kia Sorento Diesel to use Malaysian diesel as it is of a much lower grade," says Chin Kee Min, senior manager of authorised Kia distributor Cycle & Carriage Kia. "If lower grade diesel is used, it may cause engine clogging and misfiring issues, and perhaps other related problems as well."

A workshop manager who did not want to be named said that if the wrong diesel specification - such as one with high-sulphur content - is used "persistently", it could risk clogging the diesel particulate filter and may also cause engine damage.

"If there is a need to fill the tank, do not overfill but have enough to get across to Singapore and then refuel with better quality diesel in Singapore," he said.

He explained that using lower quality diesel may result in some "light smoke from the exhaust" as a result of the high sulphur content.

"It is also advisable to run the vehicle with the better quality diesel at expressway speeds for at least 20 minutes so the diesel particulate filter can regenerate itself. When in doubt, take the vehicle back to the dealer for a proper check," he added.

As for loading a jerry can with diesel from Singapore and carrying it with you for trips up north, the workshop manager does not recommend it.

He explains: "For safety reasons, this is not advisable."

Then again, the superb fuel efficiency of a diesel-engined car may not require most owners to fill up in Malaysia at all.

A Wearnes Automotive spokesman says that with a full tank of diesel, the Jaguar XF 2.2D will be able to travel "over 1,000 km".

"An owner is likely to be able to make a short trip to Kuala Lumpur and back with no difficulty," he said. "However, if absolutely necessary, customers are advised to top up only sufficient diesel to travel back to Singapore and not to fill up a full tank."

Nope I didn't. I don't drive economically (because of the turbo and also cuz I don't pay for my fuel).

But Paultan has done a comparison between RON95 vs RON97. I couldn't post the link but u can Google it up.

Its just not worth using RON97.

You probably know this but this is just for info.

RON stands for Research Octane Number, a rating used to measure a fuels knocking resistance in spark-ignition internal combustion engines. Knocking is what happens when parts or all of the air-fuel mixture prematurely ignites before the flame from the spark plug can reach it. In reality a higher RON number means the fuel burns less easily so how can it provide you with more power?

Performance engines normally have higher compression ratios so it needs higher knock resistance to withstand higher compression. Only engines with higher compression ratios take advantage of higher octane gas. If you pump a fuel with a higher octane reading, all ure doing is waste it as your car engine doesn't take advantage of its additional knocking resistance. A majority of the cars on the road are designed with lower compression ratios thus only requiring RON92 or RON95 fuel.

There was a medical survey that was done a few years back in a Western country (not sure which). In that survey a group of ppl were given a new multivitamin pill once a day for a period of 3 months and were told that this pill would bring major health advantages. At the end of the 3 month period, they were asked to take a survey with questions on various aspects of their health and body. 85% of the group members claimed improvements in various aspects of their physical wellbeing.

But what they didn't know was that they were all given a 'dud' pill filled with granulated glucose with no medicinal properties whatsoever.

The power of the mind eh?

Simple explanation. Malaysian cars are re-tuned/calibrated to accept the lower RON rating fuel while Singaporean cars aren't.

RON 96 currently... =)

when i got the car got half tank already..pretty sure they won't give me RON97.. top up the rest with RON97

hence Ron96 lol.

This post has been edited by pigin: Jun 21 2016, 09:12 AM

bro u got your car oredi??

who else got car oredi?? 4 days on the road and still no sight of another civic.. i know someone mentioned they saw one but that was it.

This post has been edited by pigin: Jun 21 2016, 09:07 AM

RON 96 ??

should be RON 95 is it ??

I think you're misunderstanding on the RON rating and sulphur content which is 2 different things. Yes, cars in Malaysia are detuned to accept lower RON fuel (RON92) which prevents knocking/pinging but the sulphur content is what Euro 2 (500ppm) and Euro4 (50ppm) is all about.

According to the article which I posted, it can damage the emission control system and long term use may damage the engine - although it's talking about diesel engines.

If this was the case, we would have seen many breakdown cases before this. Turbos have been in Malaysia for a number of years already.

Anyway, im not worried about this RON95 vs RON97 thing. I can bet you a majority of the ppl on this thread will not keep their car more than 7 years. I surely wont.

Checklist for those collecting their new ride.

Have fun!

Hmm... This is not about Turbos per se, but the engine itself is being marketed at Euro IV. But, maybe you're right. Other carmakers such as VW are marketing their engines as Euro V. Or maybe... That's why their cars have so much problems on the road - their users are filling up their cars with RON95 fuel which are Euro 2 only

Anyway, to each his own, I'll just fuel my car up with RON97 to be on the safe side.

Congrats, please share your experience after that, I am interested to find out if the Civic 1.8 does have better response than the HRV though they share the same engine/gearbox. Please also share if it will be as comfort drive as the Turbo one in term of NVH.

No lah.. I saw a black merc e250 in my office parking lot

Mine is still "on the way" according to my SA. She promised this week. Car was supposed to arrive yesterday at the dealership.

Now im wondering if I should replace the car tyres with say Michelin PS3? How much would the current Conti MC5 be worth?

MC5 doesn't have good reviews online. Wet grip isn't as good as PS3

This post has been edited by cybermaster98: Jun 21 2016, 10:26 AM

Yes agree. BHP the best with Euro 3-Euro 4 std. All my cars use BHP.

US civic 1.5 Turbo can run on 87 octane petrol, so our civic should be no issue to run on RON 95. Is a lot better than Octane 87 petrol.

V car plate when would it start for bidding?

Nice technical writeup on the 1.5T and CVT..

Turbocharged 1.5-Liter In-Line 4 Cylinder
The Civic's available new DOHC 1.5-liter engine is the first turbocharged engine ever to be offered in a Honda-brand automobile in America. With direct injection, low-inertia Mono scroll turbo system with electrical waste-gate and dual Variable Valve Timing Control (VTC), the turbocharged Civic powerplant develops the horsepower and torque of a much larger engine, and is anticipated to help the Civic receive excellent EPA estimated fuel economy ratings.



The turbocharged 1.5-liter engine is rated at 174 horsepower at 5,500 rpm3 with 162 lb.-ft of torque between 1,800 and 5,500 rpm.4 The Civic Turbo is anticipated to be rated by the EPA at 31/42/35 mpg.6



See the 1.5 L Turbo engine animation for a visual representation of prominent engine features and functions.

Cylinder Block and Crankshaft
The Civic's new 1.5-liter inline four has a lightweight die-cast aluminum block with individual reinforced main bearing caps to minimize weight. Cast-in iron cylinder liners provide long-lasting durability. Each journal on the lightweight forged-steel crankshaft is micropolished to reduce internal friction.

Pistons and Connecting Rods
The 1.5-liter engine's pistons help maintain stable combustion and contribute to improved efficiency with "cavity-shaped" crowns. The lightweight pistons have a carefully optimized skirt design to minimize reciprocating weight, which minimizes vibration and increases operating efficiency. The pistons are cooled by twin oil jets directed at the underside of each piston crown. Ion-plated piston rings help reduce friction for greater operating efficiency. Lightweight, high-strength steel connecting rods are heat-forged in one piece and then "crack separated" to create a lighter and stronger rod with an optimally fitted bearing cap.

Cylinder Head and Valvetrain
The direct-injected Civic 4-cylinder turbocharged engine has a lightweight DOHC cylinder head that is made of pressure-cast aluminum alloy. With exhaust port cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated.

A low-friction, silent-chain drives dual overhead cams and four valves per cylinder. The cam drive is maintenance free throughout the life of the engine. To help further reduce weight, new thin-wall hollow camshafts are used.

To benefit fuel efficiency, emissions and power, the turbo engine utilizes sodium filled exhaust valves. A hollow chamber within the valve contains sodium that is cooled by the exhaust port cooling jacket. As the camber reaches close to the valve head, the sodium helps to cool the entire valve. As the valve is internally cooled it doesn't need the enriched fuel mixture that was generally used in turbo engines to help cool the exhaust valve. The resultant leaner mixture reduces emissions, increases fuel efficiency and helps increase power.

The cylinder head includes smaller M12 sparkplugs, down from the more common M14, to save space and weight. The head also includes direct-injection multi-hole fuel injectors with a small diameter bore. Higher-pressure direct injection optimizes fuel atomization, allowing for more efficient combustion. To provide a high-tumble intake charge that further enhances combustion efficiency, both the intake port and piston crown have special designs.

The Civic Turbo engine features Variable Valve Timing Control (VTC) that can vary the timing of both the intake and exhaust camshafts independently. With the turbo engine's variable cam timing, the cam timing can be optimized to suit the driving conditions. Under light loads, valve overlap can be increased to reduce pumping losses and improve fuel efficiency. When engine speed is low and engine load is large, such as during initial acceleration, the amount of overlap is increased to boost the scavenging effect, which improves torque and responsiveness. When engine speed is high and engine load is also high, such as during full-throttle acceleration, the amount of valve overlap is reduced to increase engine output by improving both intake and scavenging.

Direct Injection System
The direct-injection system enables increased torque across the engine's full operating range along with higher fuel efficiency. The system features a compact, high-pressure, direct-injection pump that allows both high fuel flow and pulsation suppression, while variable pressure control optimizes injector operation. A multi-hole injector delivers fuel directly into each cylinder (not to the intake port, as in conventional port fuel injection designs), allowing for more efficient combustion.

The multi-hole injectors can create the ideal stoichiometric fuel/air mixture in the cylinders for good emissions control. Theoretically, a stoichiometric mixture has just enough air to completely burn the available fuel. Based on the operating conditions, the direct-injection system alters its function for best performance. Upon cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before a normal operating temperature is reached.

Once the engine is fully warmed up, for maximum power and fuel efficiency fuel is injected during the intake stroke. This helps create a more homogeneous fuel/air mix in the cylinder that is aided by the high-tumble intake port design. This improves volumetric efficiency, and the cooling effect of the incoming fuel improves anti-knock performance.

Low Inertia Mono Scroll Turbo System with Electric Wastegate
The turbocharged Civic engine employs a small-diameter turbine for maximum responsiveness. The Mono scroll housing design helps the turbo build boost even at relatively small throttle openings and low rpm. The electrically actuated wastegate allows boost pressure to be precisely controlled.



A large air low-restriction intercooler is positioned low in the front of the car where it receives unobstructed airflow when the vehicle is in motion. Intake air travels from the air filter, to the turbo compressor, on to the intercooler, then to the engine's intake ports. The intercooler helps reduce the temperature of air entering the engine, making it denser for greater performance. To reduce weight, the turbo system is plumbed with rigid, lightweight resin composite inlet pipes to carry intake air to and from the intercooler.

Common Engine Features
ECON Mode
Every 2016 Civic is equipped with a green ECON button located on the center console near the shift lever. When the button is pushed to activate ECON mode, several operating characteristics of the vehicle are modified for enhanced fuel efficiency. The Drive-by-Wire throttle system provides more gradual response, and to save additional energy, the climate control's fan speeds are lowered incrementally and other climate control system characteristics are altered based on the conditions. Another push of the ECON button reverts all systems to their normal mode.



Friction Reducing Technology
Both of Civic's engines make use of new friction-reducing technologies designed to improve engine efficiency. The outer skirts of lightweight aluminum pistons feature a low-friction coating applied in a unique pattern application. The result is reduced overall friction as the pistons move within the cylinder bores. Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. Plateau honing is a 2-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. Low viscosity oil (0W-20) also reduces friction. Other contributors to overall operating efficiency are a special two-stage oil pump relief valve, low-friction oil seals, special low-drag piston ring design, low-friction cam chain and a lightweight crankshaft.

Drive-by-Wire Throttle System
The Civic's Drive-by-Wire throttle system replaces a conventional throttle cable with smart electronics that "connect" the accelerator pedal to a throttle valve inside the throttle body. The result is less under-hood clutter and lower weight, as well as quicker and more accurate throttle actuation. Plus, a specially programmed "gain" rate between the throttle pedal and engine offers improved drivability and optimized engine response to suit specific driving conditions.

Honda's Drive-by-Wire throttle system evaluates the current driving conditions by monitoring throttle pedal position, throttle valve position, engine speed (rpm) and road speed. This information is used to define the throttle control sensitivity that gives the Civic's throttle pedal a predictable and responsive feel that meets driver expectations.

Emissions Control
Both 2016 Civic engines meet the tough EPA LEV3-ULEV125/LEV3-SULEV30 emissions standards,5 and are certified to this level of emissions performance for 120,000 miles.

100,000+/- Mile Tune-up Intervals
The Civic's powerplant requires no scheduled maintenance for 100,000+/- miles or more8, other than periodic inspections and normal fluid and filter replacements. The first tune-up includes water pump inspection, valve adjustment, and the installation of new spark plugs.

Maintenance Minder™ System
To eliminate unnecessary service stops while ensuring that the vehicle is properly maintained, the Civic has a Maintenance Minder™ system that continually monitors the vehicle's operating condition. When maintenance is required, the driver is alerted via a message on the Multi-Information Display (MID) on the LX trim or Driver Information Interface (DII) on EX and above trims. (See the Interior Section for more information about the DII).

The Maintenance Minder™ system monitors operating conditions such as oil and coolant temperature along with engine speed to determine the proper service intervals. Depending on operating conditions, oil change intervals can be extended to a maximum of 10,000 miles, potentially sparing the owner considerable expense and inconvenience over the life of the vehicle. The owner-resettable system monitors all normal service parts and systems, including oil and filter, tire rotation, air-cleaner, transmission fluid, spark plugs, coolant, brake pads and more. To reduce the potential for driver distraction, maintenance alerts are presented on the DII only when the ignition is first turned on, not while driving.


Continuously Variable Transmissions (CVT)
Two different CVT transmissions are offered in the new Civic to best suit the power output and operating characteristics of each available engine. Both Continuously Variable Transmissions (CVT) offer smooth and predictable gear ratio transitions and excellent acceleration matched with efficient low-rpm cruising. A wide ratio spread results in strong acceleration performance coupled with reduced engine rpm at high road speeds.

Each CVT is comprised of an engine driven torque converter that in turn drives two variable-width pulleys connected by a steel belt. With its angled inner faces, the belt can circle the angled pulley faces at varying diameter depending on the pulley width, which alters the effective ratio between the pulleys. Since there are no steps in the pulley faces, the range of possible gear ratios is essentially infinite. This ultra-fine control of the gear ratio is the key to the CVT's greater efficiency over a conventional automatic transmission with a limited number of discrete gear ratios. Instead of approximating the correct ratio for the conditions like a conventional automatic does, the Civic CVTs can precisely select the optimum ratio from moment to moment without steps or slippage. Computer control of the transmission allows the ratio between the pulleys to be altered almost instantly to best suit the driving conditions and accelerator pedal setting.




Continuously Variable Transmission for 1.5L Turbo
Turbo Civic models offer a CVT that is an evolution of the CVT transmission that is offered in Accord 4-cylinder models. In this application, the transmission's final gear ratio is 4.69-percent taller than the Accord CVT on which it's based, to allow for lower engine rpm while cruising. A new generation of G-Design shift logic aids acceleration and has a more familiar driving feel. A new turbine twin-damper design for the torque converter provides tighter control and helps reduce turbocharger lag as the vehicle accelerates.

CVT Common Features
G-Design Shift Feature
Both available Civic CVTs are designed to provide the optimum gear ratio for the driving conditions, and to offer a more natural driving feel than some previous CVT transmissions that may have something of a disconnected "rubber-band" feel compared to a conventional automatic transmission.

The Civic CVTs have a new generation of special G-design shift logic that is designed to offer more immediate acceleration response than either conventional automatics or other CVT designs. When abruptly applying power from a steady-state cruising speed, both Civic CVTs immediately send power to the drive wheels while simultaneously adjusting the gear ratio (seamlessly and progressively downshifting) to smoothly bring the engine to its horsepower peak in a linear way.



By comparison, a conventional automatic is slower to respond and loses time making multiple downshifts. Since the automatic transmission has a limited number of separate, discrete ratios, even when fully downshifted, it can only approximate the optimum engine rpm as speed increases. This cuts into acceleration.

During full throttle acceleration, the new generation of G-Design shift logic employs stepped ratios as the vehicle speed increases. This helps give the transmission a more "connected" feel as the engine rpm and vehicle speed increase together. This stepped operation also improves acceleration performance incrementally.



CVT Automatic Modes
The transmission can be operated in three different fully automatic forward modes with the console-mounted straight-gate shifter. The D mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S mode is for more performance-oriented driving, and features more aggressive transmission mapping to keep engine rpm higher for greater acceleration and response. The L mode is ideal for situations when additional engine braking is desired, such as in mountainous driving.

S-Range Control
To allow the driver to alter the operation of the CVT, the console-mounted gear selector includes an "S" or Sport mode that provides a sport-shift schedule that delays upshifting for more available power, and provides greater engine braking.


Source:
http://news.honda.com/newsandviews/article.aspx?id=8705-en

Same decision with me. Wanted to get Mazda 3 and at the end settled with new civic.

After test drove both cars few times. All i can say is Mazda has slightly better handling and solid feel than civic & cheaper for M3 GL. Other than this civic better in everything (Better power for turbo, spacious, better NVH, more comfortable, rear aircond, bigger boot, parts availability, newer model, after sales service, resale value etc)

Anyway please go for test drive and decide which car suit you. Both are top choice for C segment cars.

Do you notice that in other country, civic have P, R, D, S & L gear, Malaysia, Thailand and Australia only have P, R, D & S only?

Maybe due malaysia spec have paddle shift?

So what gear to use when down hill? D or S?

Anyone going to try that RON100 from Petron?