FRAM XG3614 | 12,409 Miles | 7 Months | Cut Open
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How does anyone drive 12,409 miles in 7 months? Mind boggling.
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Originally Posted By: Merkava_4
How does anyone drive 12,409 miles in 7 months? Mind boggling.
Easy; start driving in Texas and remember this as you do:
The sun rose and the sun set and I still "ain't" out of Texas yet. It is 880 miles east to west on I-10 from border to border.
PS...I have averaged 2,698 miles per month in my FX4 (143,000/53 = 2,698)
How does anyone drive 12,409 miles in 7 months? Mind boggling.
Easy; start driving in Texas and remember this as you do:
The sun rose and the sun set and I still "ain't" out of Texas yet. It is 880 miles east to west on I-10 from border to border.
PS...I have averaged 2,698 miles per month in my FX4 (143,000/53 = 2,698)
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The oil in the can looks good for 12+k miles. Looks to me both oil and filter can go to 15k miles.
I bought few Utra's for my S2000 and Accord, probably will use Ultra in my S2000 for the next oil change, currently it has Wix. The Accord will need to wait another year after 2 years free oil changes at local Honda dealer ended April next year.
I don't think there is better extended drain spin-on oil filter at less than $15, if it is 99% efficient at 20um as claimed by Fram.
I bought few Utra's for my S2000 and Accord, probably will use Ultra in my S2000 for the next oil change, currently it has Wix. The Accord will need to wait another year after 2 years free oil changes at local Honda dealer ended April next year.
I don't think there is better extended drain spin-on oil filter at less than $15, if it is 99% efficient at 20um as claimed by Fram.
dnewton3
Staff member
Originally Posted By: 2010_FX4
Originally Posted By: Merkava_4
How does anyone drive 12,409 miles in 7 months? Mind boggling.
Easy; start driving in Texas and remember this as you do:
The sun rose and the sun set and I still "ain't" out of Texas yet. It is 880 miles east to west on I-10 from border to border.
PS...I have averaged 2,698 miles per month in my FX4 (143,000/53 = 2,698)
And she's just done breakin' in ....
You're just a bit shy of this guy; you're going to have to put the pedal to the metal to catch up:
http://alsicebucketvideo.com/v/yjRgiAOHm-E/Million_Mile_Ford_Superduty_Truck
Originally Posted By: Merkava_4
How does anyone drive 12,409 miles in 7 months? Mind boggling.
Easy; start driving in Texas and remember this as you do:
The sun rose and the sun set and I still "ain't" out of Texas yet. It is 880 miles east to west on I-10 from border to border.
PS...I have averaged 2,698 miles per month in my FX4 (143,000/53 = 2,698)
And she's just done breakin' in ....
You're just a bit shy of this guy; you're going to have to put the pedal to the metal to catch up:
http://alsicebucketvideo.com/v/yjRgiAOHm-E/Million_Mile_Ford_Superduty_Truck
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Originally Posted By: dnewton3
And she's just done breakin' in ....
You're just a bit shy of this guy; you're going to have to put the pedal to the metal to catch up:
http://alsicebucketvideo.com/v/yjRgiAOHm-E/Million_Mile_Ford_Superduty_Truck
LOL @ Dave. I hope to see at least 500K in this thing. [censored], I just paid it off
And she's just done breakin' in ....
You're just a bit shy of this guy; you're going to have to put the pedal to the metal to catch up:
http://alsicebucketvideo.com/v/yjRgiAOHm-E/Million_Mile_Ford_Superduty_Truck
LOL @ Dave. I hope to see at least 500K in this thing. [censored], I just paid it off
dnewton3
Staff member
The mod motors are generally very reliable. 500k miles is certainly attainable barring any unforseen event.
Interesting note: I spoke with the manager at that Total Tire store which did the service for the Ford F-250 that I linked. It had over 3 MILLION miles on it when it came out of service a few years ago; it was wrecked in an accident. The original motor only went 100k miles, and was replaced by a motor from a salvage yard; that salvage motor went more than a million miles, and then it was replaced with yet another that went over a million miles, then two more that went until the truck was totalled.
My point is this ...
That first motor went out at 100k miles; when I asked no one could recall why. But as much as that guy drives, there was no time to have a down vehicle; they could not take the time to rebuild it. So, it was a race to find the first available 5.4L replacement and get him up and running. Given that he was a devout customer, and they never changed any operating patterns, then it's likely the engine oil/filter was not the cause of the first motor failing. If they had used inferior lubes or filters, that failure mode would have likely re-appeared later in either of the two ultra-high-mileage motors. Whatever made that first motor fail was more likely a manufacturing defect or catastrophic material failure.
BTW - they used Kendall bulk 10w-40 and Purolator Classic filters for all his maintenance. No syns, no Pure One or Ultras, etc. Just routine OCIs at around 7.5k miles (give or take a bit due to his weekly driving delivery routes). I asked if he'd ever given consideration to using syns or bp filtration; nope - he just wanted routine O/FCIs and he was on the road again. I'm sure, given the kind of constant customer he was, that he got preferential service upon rolling up to the door. They kept him in tires, LOF, a/c service, etc; they are a full serivce center with ASE folks on staff. After wrecking that one 3m-mile truck, he now operates two used 7.3L PSD Fords for his business. I find it interesting that most ultra-high mileage daily vehicles actually don't use syns or BP; most just see frequent O/FCIs. (I am excluding OTR tractors; I don't have much experience with them so I cannot comment on that).
So this is the take away from these type examples:
- no oil or filter, no matter how expensive or great it looks on paper, will ever stop an impending mechanical defect.
- normal products have the ability to make equipment last far longer that most folks will ever operate.
- premium products can save you money, IF you know how to manage the cost ROI.
Interesting note: I spoke with the manager at that Total Tire store which did the service for the Ford F-250 that I linked. It had over 3 MILLION miles on it when it came out of service a few years ago; it was wrecked in an accident. The original motor only went 100k miles, and was replaced by a motor from a salvage yard; that salvage motor went more than a million miles, and then it was replaced with yet another that went over a million miles, then two more that went until the truck was totalled.
My point is this ...
That first motor went out at 100k miles; when I asked no one could recall why. But as much as that guy drives, there was no time to have a down vehicle; they could not take the time to rebuild it. So, it was a race to find the first available 5.4L replacement and get him up and running. Given that he was a devout customer, and they never changed any operating patterns, then it's likely the engine oil/filter was not the cause of the first motor failing. If they had used inferior lubes or filters, that failure mode would have likely re-appeared later in either of the two ultra-high-mileage motors. Whatever made that first motor fail was more likely a manufacturing defect or catastrophic material failure.
BTW - they used Kendall bulk 10w-40 and Purolator Classic filters for all his maintenance. No syns, no Pure One or Ultras, etc. Just routine OCIs at around 7.5k miles (give or take a bit due to his weekly driving delivery routes). I asked if he'd ever given consideration to using syns or bp filtration; nope - he just wanted routine O/FCIs and he was on the road again. I'm sure, given the kind of constant customer he was, that he got preferential service upon rolling up to the door. They kept him in tires, LOF, a/c service, etc; they are a full serivce center with ASE folks on staff. After wrecking that one 3m-mile truck, he now operates two used 7.3L PSD Fords for his business. I find it interesting that most ultra-high mileage daily vehicles actually don't use syns or BP; most just see frequent O/FCIs. (I am excluding OTR tractors; I don't have much experience with them so I cannot comment on that).
So this is the take away from these type examples:
- no oil or filter, no matter how expensive or great it looks on paper, will ever stop an impending mechanical defect.
- normal products have the ability to make equipment last far longer that most folks will ever operate.
- premium products can save you money, IF you know how to manage the cost ROI.
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Excellent pics. That's why I keep using Ultra.
Mod motors are good for the long haul as long as they aren't 3V Tritons.
Mod motors are good for the long haul as long as they aren't 3V Tritons.
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Originally Posted By: DoubleWasp
Mod motors are good for the long haul as long as they aren't 3V Tritons.
Well, that is what I have. I guess I will "have to wait and see".
Mod motors are good for the long haul as long as they aren't 3V Tritons.
Well, that is what I have. I guess I will "have to wait and see".
dnewton3
Staff member
Originally Posted By: 2010_FX4
Originally Posted By: DoubleWasp
Mod motors are good for the long haul as long as they aren't 3V Tritons.
Well, that is what I have. I guess I will "have to wait and see".
In terms of wear rates and metals, I don't see any substantial differences between 2v and 3v motors.
Now, the 3v v-8 (4.6 and 5.4) engines do have VVT (IIRC) and there may be issues with longevity/reliabillity specific to the manipulation mechanisms, but I don't have data to support that one way or another, so I'll bow out of that topic. I cannot prove or disprove they are any more trouble prone than a 2v.
Note that the 3v v-10 (6.8) motors do NOT have the VVT; they could not fit the VVT apparatus inside the valve cover along with the balance shaft necessary for the v-10, so they kept the 3 valves (two intake; one exhaust) for flow but VVT was abandoned in this application.
Originally Posted By: DoubleWasp
Mod motors are good for the long haul as long as they aren't 3V Tritons.
Well, that is what I have. I guess I will "have to wait and see".
In terms of wear rates and metals, I don't see any substantial differences between 2v and 3v motors.
Now, the 3v v-8 (4.6 and 5.4) engines do have VVT (IIRC) and there may be issues with longevity/reliabillity specific to the manipulation mechanisms, but I don't have data to support that one way or another, so I'll bow out of that topic. I cannot prove or disprove they are any more trouble prone than a 2v.
Note that the 3v v-10 (6.8) motors do NOT have the VVT; they could not fit the VVT apparatus inside the valve cover along with the balance shaft necessary for the v-10, so they kept the 3 valves (two intake; one exhaust) for flow but VVT was abandoned in this application.
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We have one too. Thank heavens it hasn't been a victim of crank walking, broken spark plugs, or any one of the most frequent VVT system failures. Cam phasers, chain guides, actuators, and chain tensioners are all notorious.
VVT was probably not terribly necessary on the V10 anyway. It pretty much makes torque everywhere.
VVT was probably not terribly necessary on the V10 anyway. It pretty much makes torque everywhere.
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