Hi, BITOG'ers.
Australian user vxcalais posted the attached article.
http://www.machinerylubrication.com/Read/193/oil-glycol
Here is a possible source for the one chemical - though I'm not a chemist and don't know if it's the same. The Union Car chem is hard to find possibly due to toxicity? This link is long and tends to not wrap right, so copy/paste to browser if you want to see it.
http://www.chemical-supermarket.com/Ethylene_Glycol_Monobutyl_Ether%2C_500ml-p191.html?gclid=CIHZoMT91KACFSZo5Qod-j3pvw
I wanted this info searchable in our knowledge base for present and future users that have been through the UIM/LIM problems and refit on the Gen II V6's. Or anyone with oil contaminated with coolant.
This article seems to indicate that the problem should be repaired very much sooner than later. That much I knew - though I was short on specifics as to why.
I don't see a way to do the non-running pressure flush they suggest on my car due to no turbo, so no turbo oiling line to easily tap... and my oil pressure sender is all but inaccessible.
It also looks like bearing disassembly and inspection are mandatory after the flush - maybe due to the solvency of the flush risking breaking loose some really magnificent garbage?? Not sure on that.
From reading various forums, I know that the Gen II's are typically known to run a long time after the UIM/LIM repair without the referenced flush... though a small percentage of articles refer to bearing failures.
Maybe this is why the Bill Buttermore article on the UIM/LIM refit suggests 3 accelerated OCI's and filter changes after the repair.
Again, I noted that my Gen II "holds back" 1/2 quart of old oil in the oil pan after draining... and the coolant is more dense than oil and so should sit on the bottom of the pan... "hiding" from me... so I took steps on those 3 OCI's to make sure the pan was fully drained of the last 1/2 quart. I suggest the same for any with coolant contamination - FWIW.
I'll be doing a used oil analysis in a couple thousand to see what levels of coolant-like chems are still in the oil if any. As to "failure or not", I suspect it's a case of how badly contaminated the oil was and for how many miles/how much time. This I just can't know. used oil analysis before the refit and I might have been better informed.
Well, anyhow, there it is. If this post is in the wrong thread, feel free to move it as you see fit.
Comments welcomed as always.
Larry S.
10*B
ASE Cert MM, retired
Australian user vxcalais posted the attached article.
http://www.machinerylubrication.com/Read/193/oil-glycol
Here is a possible source for the one chemical - though I'm not a chemist and don't know if it's the same. The Union Car chem is hard to find possibly due to toxicity? This link is long and tends to not wrap right, so copy/paste to browser if you want to see it.
http://www.chemical-supermarket.com/Ethylene_Glycol_Monobutyl_Ether%2C_500ml-p191.html?gclid=CIHZoMT91KACFSZo5Qod-j3pvw
I wanted this info searchable in our knowledge base for present and future users that have been through the UIM/LIM problems and refit on the Gen II V6's. Or anyone with oil contaminated with coolant.
This article seems to indicate that the problem should be repaired very much sooner than later. That much I knew - though I was short on specifics as to why.
I don't see a way to do the non-running pressure flush they suggest on my car due to no turbo, so no turbo oiling line to easily tap... and my oil pressure sender is all but inaccessible.
It also looks like bearing disassembly and inspection are mandatory after the flush - maybe due to the solvency of the flush risking breaking loose some really magnificent garbage?? Not sure on that.
From reading various forums, I know that the Gen II's are typically known to run a long time after the UIM/LIM repair without the referenced flush... though a small percentage of articles refer to bearing failures.
Maybe this is why the Bill Buttermore article on the UIM/LIM refit suggests 3 accelerated OCI's and filter changes after the repair.
Again, I noted that my Gen II "holds back" 1/2 quart of old oil in the oil pan after draining... and the coolant is more dense than oil and so should sit on the bottom of the pan... "hiding" from me... so I took steps on those 3 OCI's to make sure the pan was fully drained of the last 1/2 quart. I suggest the same for any with coolant contamination - FWIW.
I'll be doing a used oil analysis in a couple thousand to see what levels of coolant-like chems are still in the oil if any. As to "failure or not", I suspect it's a case of how badly contaminated the oil was and for how many miles/how much time. This I just can't know. used oil analysis before the refit and I might have been better informed.
Well, anyhow, there it is. If this post is in the wrong thread, feel free to move it as you see fit.
Comments welcomed as always.
Larry S.
10*B
ASE Cert MM, retired
