What’s new?
The modified engine is easy to spot by the cylinder head cover, which now uses six screws in a reverse Torx E8 pattern. It is not secured with two cap nuts like the VAZ-2108 remembered by some enthusiasts.
In total, nearly fifty details have been updated. One notable change is that the cylinder head now comes with a gasket. Some components are shared with other VAZ engines, including the 1800 cc domestically produced unit and the H4M alliance engine.
The new units generally require less material. The crankshaft uses four counterweights with narrowed crankpins, the camshaft is hollow with narrower cams, and the head along with the valves features thinner stems and more compact valve seats.
All of these choices help lower manufacturing costs.
What is good and what is bad?
The engine retains a plugless piston design, so a broken timing belt does not automatically trigger a major overhaul. It also adopts proven solutions from the VAZ-11189 engine, such as a semi-automatic timing belt tensioner, piston cooling nozzles, and a one-way thermostat. The thermostat makes the coolant loop smaller and helps the interior warm up quickly in winter.
The rear section of the camshaft cams is notably narrowed. The pushers are solid, a carryover from the H4M engine.
On the other hand, several new choices will spark debate among enthusiasts.
Spark plugs with a 12 mm starter thread for the road width of 14 are not available in every store. The established Brisk MR14-LC with a copper electrode cost around 1000 rubles each in April, though prices dropped to 350-400 rubles by June. It remains expensive because this is the price per piece.
Owners are advised to replace the plugs every 30 thousand kilometers. It is wise not to disturb them unnecessarily because the outer insulator is thin and delicate and can be damaged easily.
The thread of the new candles is not only thinner but longer, which can make removal and threading a bit more challenging if it becomes corroded.
The new valve cover gasket is silicone, a positive change. Original gaskets range from 500 to 1000 rubles. Non-original options are still limited in availability.
It is reassuring that up to 90 thousand kilometers there is no need to drop under the hood for valve adjustments. When the time comes to adjust, it can be lengthy and costly since camshaft removal is required to measure each pushrod and pushers may cost around 500 rubles each.
The new cylinder head gasket is currently available only as an original part for around 2000 rubles, while older VAZ-11189 variants can be found for roughly 300 rubles.
The updated cylinder head cover has a large oil separator and is secured with six bolts, making the gasket incompatible with the older version. Silicone material means swelling with oil is possible, and it may not sit back in place after removal, so having a spare gasket is advisable.
How happy?
The updated VAZ-11182 feels more refined in daily driving. The gains are not dramatic in terms of horsepower, but torque is readily available around 1000 rpm, with about 143 Nm of torque on tap. The engine remains lively in everyday shifting, allowing smoother gear changes and better responsiveness.
Noise and vibration are reduced. The compression ratio has risen slightly from 10.3 to 10.5, yet it still runs well on AI-92 gasoline. The note here is simple: if AI-95 is not accessible, the vehicle can still operate effectively in today’s economic climate.
Oil consumption is promised to drop as the oil separator in the valve cover has been enlarged to support this goal. Removable oil scraper rings are part of the upgrade, drawing from the 1.8 engine’s improvements. The official endurance is listed at 200 thousand kilometers, though real-world mileage varies. In mixed driving, the editors observed about 8.5 liters per 100 kilometers from the model in question.
Further monitoring will continue to confirm long-term results.
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