Sounds like a lifetime warranty situation to me.
First Toyota with sediment and a full recall, now GM.
Gotta wonder why no one can build a bigger engine anymore
GM now saying to use 0w40 in 21-24 6.2L
- Thread starter That John dude
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First Toyota with sediment and a full recall, now GM.
Gotta wonder why no one can build a bigger engine anymore
One of the guys who has done engine assembly on this forum guessed this failure mode way back in post #193.
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where does the sediment come from?
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What confuses me is that if you get the new replacement engine....they still are spec'ing 0w40 oil in it....so are the new replacement engines still at risk??
Reminds me of the Subaru issue back in 2009 where the metallurgy in the bearings was causing WRX/STI engines to implode 20K in. I remember the forum trolls telling everyone they should be running Rotella T6-5w40 and 5w30 was way too thin until Subaru acknowledged the issue and put a stop sale on the models except the detuned XT versions. Same part numbers for everything but they were not part of it until you found out right outside of powertrain warranty when you dropped #2 rod bearings.
Ya I speak from experience in this and fought with Subaru of America over being reimbursed. They said talk to your extended warranty company.
Running thicker oil to mask a mechanical problem is always a band aid fix. The worst thing to me in all of this is the person who thinks they got lucky and the manufacturing debris doesn't actually get to the bearing until like 70k and has a failure. The battle to have it covered under warranty and such.
Ya I speak from experience in this and fought with Subaru of America over being reimbursed. They said talk to your extended warranty company.
Running thicker oil to mask a mechanical problem is always a band aid fix. The worst thing to me in all of this is the person who thinks they got lucky and the manufacturing debris doesn't actually get to the bearing until like 70k and has a failure. The battle to have it covered under warranty and such.
Crank drills and block drills/galleries.
Big #1 rule when rebuilding an engine: Whan you get the block back from the machine shop, thoroughly clean and snake out oil passages - blowing compressed air is not enough.
In automated/robotic manufacturing scenario this operation can be compromised and incomplete.
Ask H/K and even Subaru (do you recall the WRX stop sale?)
From an article by Joe Hindy at SlashGear:
In May 2024, 102,000 Toyota and Lexus products had to be recalled due to an engine defect. During production, machining debris wasn't properly cleaned out of some engine blocks. Toyota says that debris can cause knocking, loss of power, or even prevent the vehicle from starting entirely.
Honda has voluntarily recalled 249,000 vehicles equipped with the brand's typically excellent 3.5-liter V6 engine. The initial recall affects various Honda and Acura models from 2016-2020, although the list could grow by the time the NHTSA is done investigating.
The issue was with the crankshaft. Per the NHTSA investigation, due to a manufacturing defect that caused some crankshaft pins to be improperly formed, connecting rod bearings could potentially seize up entirely. This could cause massive damage to the engine, and result in engine failure along with engine fire, engine stalling, and decreased engine output
The Hyundai and Kia Theta II engine is among the most famous engine recalls in automotive history. It was a well-established disaster for the sister brands that cost them around $210 million in fines and required repairing over a million and a half total vehicles across eight years. The recall affected all 2011-2019 models of the Hyundai Sonata and Santa Fe Sport along with the 2014, 2015, 2018, and 2019 Hyundai Tucson. Kia was hit similarly hard with the 2011-2019 Optima, Sorento, and Sportage affected.
The recall affected all 2.0-liter and 2.4-liter Theta II engines. What happened was the crank milling process produced metallic shavings that could eventually get stuck in the oil channels inside the engine. Restricting the oil caused excess wear on engine components, namely the crank bearings, which would eventually wear out and cause engine failure. In extreme cases, the connecting rod would break entirely and shoot itself through the engine block.
-Arco
thanks - good info. how did this not get into the 5.3's? different manufacturing location?
The L84 uses a Nodular Iron crank where the L87 has a Forged Steel crank....Same with the earlier L83 & L86.
Yeah best to have the cheapest one they got.oddly comforted by the fact that my tahoe doesn't have a forged crank
Its so funny that every automotive engine manufacture that has these rash of bearing issues and no matter what country they are built in, has jumped on the our oil galleries are full of crap, band wagon, it just can't be nothing else causin it.
Good ole LSJ has sure hurt lots of feelings I see.
oddly comforted by the fact that my tahoe doesn't have a forged crank
It is strange to feel that way.....So we're at contamination & crankshaft surface finish??.....Niether should be an issue when it wasn't on the L86/LT1.
I think the L86 called for 0w20 from the beginning, While the LT1 called for 5w30 under normal driving conditions
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No, they wouldn’t be since they’re going to 0W-40.
On a ruined pin journal you can't determine if it was machined wrong or not.
So did they examine in stock or on the self, unused crank pins?
There are so many design issues with those and other relatives of that family of engines, I guess the Kia excuse is the best way out.
So did they examine in stock or on the self, unused crank pins?
There are so many design issues with those and other relatives of that family of engines, I guess the Kia excuse is the best way out.
On a ruined pin journal you can't determine if it was machined wrong or not.
So did they examine in stock or on the self, unused crank pins?
There are so many design issues with those and other relatives of that family of engines, I guess the Kia excuse is the best way out.
The base architecture & design of the Gen V engine is quite good.....Get rid of the AFM/DFM, Install some good quality lifters, & remember how to grind, polish, & clean a steel crankshaft!
4WD
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Invaluable information …On a ruined pin journal you can't determine if it was machined wrong or not.
So did they examine in stock or on the self, unused crank pins?
There are so many design issues with those and other relatives of that family of engines, I guess the Kia excuse is the best way out.
That’s a Huge leap. Wouldn’t a jump to 0w-30 been sufficient enough? But nope, they went up by 2 grades. Price wise, isn’t 0w-30 cost less than 0w-40?
A snippet of the SAE J300 standard from TMOG video.
A snippet of the SAE J300 standard from TMOG video.
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Well.....IDK what to think of that since after May 31st, 2024 production l87's are not going to 0w40..... yet the newest replacement engines are. That's where my confusion comes from.
My direct experience with all this further confusion. My twin sis has a 23 Suburban with the L87 and I called her last week to let her know. She took it to our dealer and to my surprise it actually had the P0016 code. They stated she needs a new engine and is now on the list for one. BUT....while it was there, they did an oil change and put 0w20 back in it. I checked the receipt they gave her and sure enough the receipt had part number for of 0w20 oil....8 quarts of it (guess they did a flush, idk). She said they were adamant about NOT putting 0w40 in it at this time.
After a few days of her driving it I plugged into it with my HPTuners hardware/software to see if the code was back yet.... and it is not.
I've came to the conclusion a long time ago that's a crock, a big steamy crock. But it did sound compelling to some. I'll leave it at that.
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