With hunks missing and the lobe apex basically unscarred (bottom pic) - does not seem like a lubricant related failure.Random lobe damage seems to be a "thing" with some j35's.
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With hunks missing and the lobe apex basically unscarred (bottom pic) - does not seem like a lubricant related failure.Random lobe damage seems to be a "thing" with some j35's.
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Yes, but the varnish and sludge are usually caused by pushing an OCI too far.Random lobe damage seems to be a "thing" with some j35's.
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Agree, But my J35 is severely varnished in the front bank and spotless in the rear bank. I performed regular maintenance on the PCV.Yes, but the varnish and sludge are usually caused by pushing an OCI too far.
30% is approximately how many miles?Agree, But my J35 is severely varnished in the front bank and spotless in the rear bank. I performed regular maintenance on the PCV.
Will be tearing into the MDX soon and that has lived on nothing but Mobil 1 0w-20 AFE and OCIs at 30 percent on the MM. I will post pictures of my findings to see if if they are identical to the Ody.
Did Honda outsource the cams for that application, or were they made by Honda? ...He said Chrysler engineers themselves were saying that a higher ZDDP oil would be of some benefit, but ZDDP and Cats don't play well, so that info is not publicized. Flame suit on.
Funny that Subaru went to stationary fulcrum positioned HLA on their F engines.Well, almost all Asian manufacturers dropped the hydraulic lash adjustment on their engines years ago. Most Honda’s can be adjusted as part of normal maintenance. Toyota and Hyundai use a shim and bucket setup that usually requires removable of the camshafts. I think Ford uses direct acting mechanical buckets on the 3.3 V6 which aren’t self adjusting either. I believe BMW still uses this setup in some engines too.
It was never my intent to direct fault at Amsoil. I think the issue here lies with the length of the drain interval.Respectfully, I call BS on the specific lubricant being the cause. I believe there is more than either the owner or the mechanic is stating. Why specifically point out it was Amsoil? I don’t know. You have a lot of people on this forum that hate a specific brand and without facts and evidence, I will take it with a grain of salt.
It was never my intent to direct fault at Amsoil. I think the issue here lies with the length of the drain interval.
Based on my experience and driving habits30% is approximately how many miles?
I heard that too, but my research on the topic, and people I respect that know a lot more than I do agree with what my friend had mentioned. The problem is the CC and the reduction in ZDDP to protect it.Honda and Dodge V8 typically use Roller followers - no sliding friction. ZDDP is irrelevant. When I was a mechanic 45+ years ago, I was replacing cams all the time on cars from the 60's and 70's with API SD/SE high zddp load in oil. Usually around 90-100K when the timing chain was toast too.
Cam hardening issues have been around forever.
IMO the OLM is not infallible. While it might be OK in most applications, occasionally it is screwed up, and I think that might be the case for this application. The OLM can't be blamed for a defective engine part, like a bad cam, but in some applications like this engine I would ignore it like I do with my Jeeps. One of which the OLM is screwed up badly. I've written about it so no point in hijacking this thread. I'd follow the OCI @Trav mentioned for this application, he's well versed on this engine and has cleaned up a few due to sludge and varnish problems. I recall GM reprogramming OLM's some years back because they were overly optimistic, so to think they're all perfect would be a mistake.Based on my experience and driving habits
On the Ody it was around 6200 to 6800 miles for 30 percent.
On the Acura 30% = 7 to 8000 miles. Way too much for my liking.
Shortest one way trip when cars are used is minimum 15 miles highway.
I definitely have noticed that it appears they changed/increased the OCI interval alogrithm with the later model J35 vehicles.
ARCO's right, roller followers don't require anywhere near the ZDDP levels, as the sliding component of a flat follower is removed from the picture. And if a roller stops rolling? All the ZDDP on the planet isn't going to stop it from eating itself or the cam.I heard that too, but my research on the topic, and people I respect that know a lot more than I do agree with what my friend had mentioned. The problem is the CC and the reduction in ZDDP to protect it.
IMO the OLM is not infallible. While it might be OK in most applications, occasionally it is screwed up, and I think that might be the case for this application. The OLM can't be blamed for a defective engine part, like a bad cam, but in some applications like this engine I would ignore it like I do with my Jeeps. One of which the OLM is screwed up badly. I've written about it so no point in hijacking this thread. I'd follow the OCI @Trav mentioned for this application, he's well versed on this engine and has cleaned up a few due to sludge and varnish problems. I recall GM reprogramming OLM's some years back because they were overly optimistic, so to think they're all perfect would be a mistake.
Now that is too short and I'm gong to ding you on that.Happily changing my oil at 4k MAX oci... 15k for the win
I've read that before. I was stating what I was told, and put the flame suit on for a good reason. Those comments came from the Chrysler people sent to dealerships to troubleshoot issues. I was also told from a guy from a very well respected race engine building team, [I'll withhold their name out of respect], that my 88 E-150 4.9L would benefit from some additional ZDDP, contrary to what many here believe. Having said that defective parts aren't going to benefit from anything in oil or added to it. Either way ZDDP still has a role in oil.ARCO's right, roller followers don't require anywhere near the ZDDP levels, as the sliding component of a flat follower is removed from the picture. And if a roller stops rolling? All the ZDDP on the planet isn't going to stop it from eating itself or the cam.