Maverick Hybrid engine break in?

[tom_tucker]

I think that is how Atkinson cycle engine sounds. It has little rough sound compared to non Atkinson. My wife's 2022 CRV Hybrid also sounds diff but it is more muted.
Once I know it is normal, I am normal too!

Yeah, it's just some kind of normal Jap junk engine sound. I guess with the different timing, more air is getting pushed around between cylinders. I put the temp on high, use max defrost or sport mode to keep it warming up. More quiet once it gets hot.

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[Old Ford Guy]

When I was young, I did rebuilds on engines. The cylinder walls have a chrome like glaze. And uppermost part of cylinders would have slight ridge/groove, where top piston rings stops on upward strokes.

On new engines, cylinder walls hone, sorta rough. During early stages of running, cylinder walls and rings begin wear, seating begins, until cylinder walls get that smooth glaze. And the top piston ring firms new ridge in the cylinder walls.

Having said that, my new vehicles are subjected to acceleration on highways to promote top cylinder wear, or new ridges. I would drive at normal easy cruise then do a brief accelerated run to allow rings/pistons to float higher in cylinders, producing a highest ridge/groove. One must realize the rings in piston ring grooves do flat a bit., and on the non-firing cycle, tend to float upward, higher into the cylinder walls. Doing normalize cruising, driving with brief accelerations on newly hone cylinder will tend to promote wear of the cylinder walls. And a newly set ridge/groove pattern.

I do that to all my new vehicles, execute a normal drive, accelerate style driving in the first early break in time. Also, I’ve been lucky to purchase new vehicles in fall/winter timeline. Cooler ambient prevails, means engine don’t run too hot, which new engines, being tighter, tend to do.

Another issue is piston ring types…some are chrome rings, some are cast rings. Chrome rings are harder, and tends to promote good wear on cast iron cylinder honed walls. Chrome rings are flexible, not easily break. Cast rings are soft, will wear faster in hone cylinders, and not flexible, and can break easier.

Finally, all my vehicles do well, cause over time, I never have to add lube oil between oil changes. Good rings wear and sealing.

very good points. i worked at a Ford engine plant and we built them with tolerances of +/- 8 microns, thats incredibly tight for those who dont know. but... EVERY engine ever built then, now, and in the future will experience some 'wear in'' .

 

[Oscarcat]

My limited driving in Oahu driving has been when H-1 was a parking lot no different than a Los Angeles freeway. Good break-in opportunity for a hybrid.

I had a 22 EB and presently a 24 hybrid. Because the hybrid ICE cycles on and off and when on electric it is incredibly quiet and smooth, it is noticable when the 2.5 Atkinson cycle engine starts - has a growl sound especially when cold. But the 2.0EB had noise from the GDI - gas direct injection mechanism when cold also.

If you use the brake coach, your brake pads should last forever and the 2.5L engine doesn't have GDI and won't require the expense of carbon removal.

Apropos of nothing, I just received the brake warning light recall notifications for both the 22EB and the 24 hybrid. It was the 3,170th 2024 to be produced [based on the VIN].

 

[MakinDoForNow]

When I was young, I did rebuilds on engines. The cylinder walls have a chrome like glaze. And uppermost part of cylinders would have slight ridge/groove, where top piston rings stops on upward strokes.

On new engines, cylinder walls hone, sorta rough. During early stages of running, cylinder walls and rings begin wear, seating begins, until cylinder walls get that smooth glaze. And the top piston ring firms new ridge in the cylinder walls.

Having said that, my new vehicles are subjected to acceleration on highways to promote top cylinder wear, or new ridges. I would drive at normal easy cruise then do a brief accelerated run to allow rings/pistons to float higher in cylinders, producing a highest ridge/groove. One must realize the rings in piston ring grooves do flat a bit., and on the non-firing cycle, tend to float upward, higher into the cylinder walls. Doing normalize cruising, driving with brief accelerations on newly hone cylinder will tend to promote wear of the cylinder walls. And a newly set ridge/groove pattern.

I do that to all my new vehicles, execute a normal drive, accelerate style driving in the first early break in time. Also, I’ve been lucky to purchase new vehicles in fall/winter timeline. Cooler ambient prevails, means engine don’t run too hot, which new engines, being tighter, tend to do.

Another issue is piston ring types…some are chrome rings, some are cast rings. Chrome rings are harder, and tends to promote good wear on cast iron cylinder honed walls. Chrome rings are flexible, not easily break. Cast rings are soft, will wear faster in hone cylinders, and not flexible, and can break easier.

Finally, all my vehicles do well, cause over time, I never have to add lube oil between oil changes. Good rings wear and sealing.

So, I have hybrid and you have EB. I have 24k+ miles with very few high RPM instances. But I may have stressed the cylinder wall/ring relationship with Engine Braking?

 

[CajunMick]

Prob not. Driving with engine on, running, do brief acceleration to “stretch” engine internals, for lack of better word.

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