I think it would be pretty similar to a 4.6L crown vic taxi. Definitely not enough engine for doing stop and go traffic quickly!
I'd interpret that to mean that although oil analysis might pick up wear of parts, it can't pick up pick up gross shredding of parts.
That was my experience.
I think about the user here with the tuned-to-the-moon Golf R (~500hp!) that posts UOAs with much higher Fe numbers than I'm used to seeing in UOAs on the VW turbo 4s of that type (even more mildly tuned ones that are tracked)...clearly more wear is going on in that engine to the extreme power density/use so the UOA is showing something!
And you had a noise, which, IIRC, is what caused you to go digging, no?
Correct, but the UOAs and cut open filter sealed the deal as a sanity check that paying a shop to crack open my motor was going to be worth it!
User edhackett has made a few very good posts on the limitations of a spectrographic analysis, and notes what happens without using an acid digestion of the sample. I know you’ve seen some of them since HPL is mentioned.
Nothing was mentioned about the viscosity of the oil at drain time.
That stuff was all pretty much covered in the locked 0W-5 in a high HP turbo thread. As far as bullet #2, the PD oil pump still ensures that the bearings won't really "starve" of oil flow when larger bearing clearances are used if the oil pump is appropriately sized and in good health. One reason that "Hot Rod" engine builders typically installed a higher volume oil pump is to ensure adequate pressure and oil flow to looser clearanced bearings. As mentioned in the other thread, very tight bearing clearance in a hard used engine (race car style) is dangerous because the bearing temperature can go sky high and that will smoke them pretty quickly. Once bearing damage starts to happen and gets to a certain point, they will essentially just continue to eat themselves alive to failure (possible spin and rod throwing action).Were you referring to this Zee… The conclusions to the post.
Yes ... if there is all kind of deflections going on, then the journal and bearing wants to "bounce around" more. If the system is super stiff, then you don't need as much MOFT headroom to account for that erratic movement. If the system was sloppy, but with tighter clearances, that wouldn't be a good thing because there's less MOFT to mitigate the deflection movements between the bearing and journal from a non-ridged system.
From what I understand the geometric distortions in a lemon shape of the bearing makes the bearing appear larger size and distributes the load on more bearing surface. That’s a good thing. Read the full link.
Like "an extra layer of protection" (Havoline sales on a thicker motorcycle oil) and "headroom" drives bitoger' crazy.
The last thing you want is very thin oil in bearings with pretty large clearance, along with a not so stiff bottom end - then on top of that, lugging it heavily at low RPM. Even going with very thin oil in tighter bearings with a stiff bottom end there's no guarantee that the MOFT won't ever go to zero under all operating conditions and loads.
Another thought on that is; 9 and 10 speed automatics that result in less rpm drop between gears and keep the engine in its sweet spot.
