Here’s your next project, @CaliBenzDriver

 

This is an interesting video to watch for Northern territory folks... Canadians!

It stresses the importance to run engine oil & blocks heaters to control bores & rings wear based on a study of small Honda 4-cylinders 1.5L 130HP.

This is in part backed by a white paper study published by GM. Part of which are reproduced in the public video as follows:

cold oil is detrimental to wear!

Eventually video goes on to admit a lot of this wear can be pinned onto oil dilution through loose rings. It connects to Lake Speed Jr. that also stresses oil dilution as a very effective engine killer above 4% or so. Don't quote me maybe above 2%... any of it is bad. Ring seal is king!

We know that piston oil squirters have a limited efficacy based on multiple factors:

1. engine RPM
2. pump solenoid
3. (squirters solenoid on Diesels)
4. oil temperature
5. oil viscosity

We've seen reports by stock AMG owners that their oil get slowly warmed up by the coolant exchanger instead of sprayed onto dry pistons.

Where I think amalgamation goes over board is assimilating Group-II mineral oils work just as well as Group-III synthetic oils in regard to engine wear.
Mineral is sludged engine guaranteed specially cold temps.

Nothing is said about Group-IV PolyAlphaOlephens known remarkable Temp. range stability from really low to really high.

The cheapest oils perform poorly in cold temps due to solid stock parafins and shrunk polymers. Do not use cheap oil!!


misleading title... million miles **STUDY** not engine

The myth of the million miles engine is quickly dispelled by acknowledging that every component has been REPLACED: engines + tranny... only the licence plate is kept original.

Besides powerful engine failures are more often caused by connecting rod bearing in particular the tandem cylinder to Cyl.No1 either V6:No4 or V8:No5: high rate of casualties.

Considering the way the automotive combustion engines are being recalled lately (GM, FORD, TOYOTA, HONDAS, ...) it would seem auto manufacturers had a simple reading of GM research study:

• viscosity (W10 to W40) does not matter
• hot crankcase oils reduce ring wear
• extended oil service has not affect wear
• .... ....

This engine research seems to lead to idiotic results as presented. Block heaters are old favorites. Ppl simply idle engines in shopping malls parking lots during Winter.

Where we concur is effective piston rings seal is essential.
--- This is only available from effective spray cooled pistons.
--- When pistons are kept sizzling dry by pump solenoid, burnt oil carbon jams drafty rings and 400°F oil gets vaporized out as witnessed by intake valves.

Believing cheap oil can keep cheap car running a million miles makes engineered failures seem random.

The Do's and Don't of piston engine oiling are no secrets since the 50's... Test AI for practical oiling guidelines.

 

Here is a video about ultra low viscosity engine oils for modern hybrid engines with frequent restarts under limited load conditions.

Oils from 0W-08 to 0W-16 are substituted with 0W-30 when real world bearings protection is needed.


> One sided only....
-- Video is all positive about extreme fuel savings.
-- Nothing is said about the aftermath of limited oiling where it maters...

 

A lot is said about practical lubrication. To summarize this video... :

Used synthetic oild is bad as it rapidly falls out of grade due to polymers chearing and fuel dilution.

Service at 3 to 5kMi interval is far better than extended 10kMi.

A 5000 Miles 5W30 is likely to be an acidic 0W20.

How long can engine tolerate:

1. LSPI pre-ignition
2. Drafty pistons rings
3. Carbon scored bores
4. jacketed intake valves
5. extreme stored heat
6. oil swamped intakes
7. spun con bearings!

to save up to 1% gasoline ??

 

This is very interesting to me. Why does this happen to those specific cylinders and not the others?

 

I am not entirely sure why the Bk2 tandem of cyl. No1 is often the most troubled cylinder.

Something is causing No5 to fail with higher stress (valves seats, bore score, low compressions, ...)


> Why is that ??
The rod bearings get best oil pressure right off the oil pump.

The No5 is first cyl of Bk2... may be bad timings caused by unbalanced cylinders.

I would say high vibrations are a clear sign of this uneven condition.

 

Don't most of these engines have the oil pump at the front of the engine? So it seems to me that low oil pressure isn't the root cause of cyl.#5's failure?

 

yes absolutely: No5 gets best oiling and No1 also but hardly ever joins in to initiate chaos.

I don't think aerated oil upon restart is significant.

So we can say not worse oiling than other Bank2

So indeed something else....

 

Good general knowledge about: Piston rings, low tension, dirty grooves stuck, PCV system Viscosity, engine type, oil level, ....


> Specifics that are IGNORED...:
-- oil pump limited pressure that disable piston cooling at normal driving Rpm.

-- Negative interaction of sudden squirters opening pressure on mapped VVT position.

As of now my 80kMi. engine vaporises less than a quart of W50 in 5kMi. ie. less than at 50kMi.


Oiling is not casual topic

 

this video details the innovative new lubricant technology used to replace priven effective viscosity.

The 0W-8 premium oils are reported to work for shorter service intervals, on low power stop-N-Go Hybrid engines.

Taxi cab companies use proven 10W-30 oil for 350kMi engines longevity. The dismal "gas savings" of thin oil don't offset any cost increase.

Australian are allowed to run 10W-30 and 15W-40 in the same engines where US "CAFE" standards require ultra thin lubricants.


> Oil Dilution...
The more blowby losses bypass crusted piston rings the less power engine can develop and the more oil dilution affect viscosity and cylinder walls lubrication. Use 5kMi intervals, not above 7kM!!

I side with the cab union for old fashioned effective oiling.


Serious engine power takes bearing protection else engines develop service needs.