I did scads of research and deliberation before purchasing my Ecodiesel.
Watched several videos on engine tear down.
The common thread is using something besides Chrysler/FCS recommended oil, and extended oil changes.
The ED rapidly builds soot and that leads to sludge. The sludge clogs up the oil pickup and passages starving the engine for oil. Voila! Bearing failure throughout the engine.
Use a Chrysler MS-12991 compliance oil and change it every 5,000mi! Problem mostly solved.
I posted previously about getting my truck and possibly getting any sludge/deposits out. I used some additives (oil and gas) and changed the oil after 30mi (Oil had already been recently changed). At 350mi, the oil was already sooted and black. Upon draining, I could hear “clumps” hitting the plastic drain pan. I allowed the oil to drain for an entire hour. I used some Quaker State 5w-40 I already had on hand, which meets Ms-12991. Oil remained amber for 100mi. During a trip towing a 7000lb camper, I noticed that throttle response improved, power increased and oil pressure at idle and 3,000rpm had increased. 10-12 to 16-18; and 45-48 to 58-68 psi. Temps seem like they might be a little lower too.
Now even with 800-900lb hitch load, it’ll squeal the tires when turbo boost comes in. The first time my wife drove it to pick up some camp supplies she squalled the tires when it boosted. Injectors are obviously cleaner.
I’m not new to turbo charged engines. I’ve flown turbo air craft for decades an own a ‘17 Turbo Sonata. I change the air craft engine oil at 50hrs and the Sonata at 5,000mi. The Sonata has 110,000mi and uses “0” oil between oil changes and has practically no valve fouling buildup. (Inspected by bore scope belonging to my A&P/IA).
Anything with a turbocharger demands frequent oil changes as they “chew” up the oil !!!
Seeing what I saw in shopping for the truck I bought, I can clearly see why some of them are failing. I saw some real DOGS! One had 140,000mi and transmission had never been serviced. I accelerated hard off a traffic light. When it shifted into 2nd gear it “SLAMMED”, shuttered, and check engine light came on and it went into “limp mode” . Surprise Surprise! It spent 3-weeks @ local dealer getting a new transmission… it was a Beautiful’16 with NO paint or interior flaws. Badly sooted engine oil even though salesman said it had been changed.
Also, it’s critical to let the oil drain for at least 15min to drain the valve train and galleys.
One engine tear down I watched had the oil pickup totally blocked by sludge that was hardened.
Can't imagine why it might have spun a main bearing…
According to FCA and NTSA, the failure rate is 4%. I don’t believe that, but it’s still less than half fail.
Watched several videos on engine tear down.
The common thread is using something besides Chrysler/FCS recommended oil, and extended oil changes.
The ED rapidly builds soot and that leads to sludge. The sludge clogs up the oil pickup and passages starving the engine for oil. Voila! Bearing failure throughout the engine.
Use a Chrysler MS-12991 compliance oil and change it every 5,000mi! Problem mostly solved.
I posted previously about getting my truck and possibly getting any sludge/deposits out. I used some additives (oil and gas) and changed the oil after 30mi (Oil had already been recently changed). At 350mi, the oil was already sooted and black. Upon draining, I could hear “clumps” hitting the plastic drain pan. I allowed the oil to drain for an entire hour. I used some Quaker State 5w-40 I already had on hand, which meets Ms-12991. Oil remained amber for 100mi. During a trip towing a 7000lb camper, I noticed that throttle response improved, power increased and oil pressure at idle and 3,000rpm had increased. 10-12 to 16-18; and 45-48 to 58-68 psi. Temps seem like they might be a little lower too.
Now even with 800-900lb hitch load, it’ll squeal the tires when turbo boost comes in. The first time my wife drove it to pick up some camp supplies she squalled the tires when it boosted. Injectors are obviously cleaner.
I’m not new to turbo charged engines. I’ve flown turbo air craft for decades an own a ‘17 Turbo Sonata. I change the air craft engine oil at 50hrs and the Sonata at 5,000mi. The Sonata has 110,000mi and uses “0” oil between oil changes and has practically no valve fouling buildup. (Inspected by bore scope belonging to my A&P/IA).
Anything with a turbocharger demands frequent oil changes as they “chew” up the oil !!!
Seeing what I saw in shopping for the truck I bought, I can clearly see why some of them are failing. I saw some real DOGS! One had 140,000mi and transmission had never been serviced. I accelerated hard off a traffic light. When it shifted into 2nd gear it “SLAMMED”, shuttered, and check engine light came on and it went into “limp mode” . Surprise Surprise! It spent 3-weeks @ local dealer getting a new transmission… it was a Beautiful’16 with NO paint or interior flaws. Badly sooted engine oil even though salesman said it had been changed.
Also, it’s critical to let the oil drain for at least 15min to drain the valve train and galleys.
One engine tear down I watched had the oil pickup totally blocked by sludge that was hardened.
Can't imagine why it might have spun a main bearing…
According to FCA and NTSA, the failure rate is 4%. I don’t believe that, but it’s still less than half fail.
