Curious, isn't it?I wonder why the v6 and v8s have such a different in oil temperature?
Curious, isn't it?I wonder why the v6 and v8s have such a different in oil temperature?
I wonder why the v6 and v8s have such a different in oil temperature?
My N52 does not have OFH with heat exchanger. I am wondering how much it would help if I add OFH from N52's for 528, X3? You familiar with that?When BMW was having issues with their oil temps in the N52/54 before the oil cooler install update, they said 275 was max operating temp, and 300 was where the trouble started, so Ive always used that as a guide. My M cars never go above 210-220, my old A4 showed 205-210 constantly no matter what temps with syn. When they ran conventional it was about 240. I normally see about 225 in most of the BMWs we work on.
I always thought they should, but I'm guessing the whole "it's got a Penta dude!" just won't cut the mustard at the stoplight. Probably the longer crank and longer heads (exhaust manifold is part of the head, right?) might be reasons why it's not easily done. Longer camshafts too, more twist to watch for? That and the forces at the crank must be higher, so the main bearing journals, maybe crank main diam, all that might have to scale up, thus cutting into efficiency (or max output has to be limited?). All just pure SWAG here.I wonder if we'll ever see the V8 version of the Pentastar engine because it's a very good design.
I always thought they should, but I'm guessing the whole "it's got a Penta dude!" just won't cut the mustard at the stoplight. Probably the longer crank and longer heads (exhaust manifold is part of the head, right?) might be reasons why it's not easily done. Longer camshafts too, more twist to watch for? That and the forces at the crank must be higher, so the main bearing journals, maybe crank main diam, all that might have to scale up, thus cutting into efficiency (or max output has to be limited?). All just pure SWAG here.
Just scaling up should be 407hp/359ft-lb, right? Derating for the issues that I think might occur would say maybe 350/325 hp/tq (pure guess as to a derate) which fed into an 8spd transmission would yield I'd think an altogether "good enough" engine combo. But just looking at those numbers and then the competition... I think it becomes clear why this just won't happen. It just doesn't "look good enough" to sell.
Nah, it's a cost issue. If Ford can do it with its 5.0L Coyote engine, so can FCA/RAM. Toyota did is as well, they have that 5.7L "iForce" motor. I guess someone in the Toyota marketing department is a huge Apple fan. A crew cab Tundra with that engine accelerates like a coughing fart. Low-end torque is non-existant on that engine. I test drove a couple of them and walked away pretty unimpressed. The interior and cabin tech was about a decade old as well. Now, the 5.0L Coyote engine is a different story, it feels much better to drive.
As it stands, FCA makes good money from the 5.7L HEMI. It's not exactly the epitome of manufacturing precision or quality (gotta love the tight tolerance BS that some believe to be true), but it has good low-end torque and it makes them good money. So why fix something that works? I believe that it's cheaper for FCA to manufacture the 5.7L HEMI than the 3.6L Pentastar. As for names, FCA/Dodge/RAM is good at naming things, so I'm sure they'll come up with a clever name if a DOHC V8 will ever see the light of day.
The HEMI, being a pushrod design, is simpler, cheaper to manufacture and gets "good enough" gas mileage with MDS that it beats out the DOHC Toyota offering with all its added complexity.
Agreed. This is why I decided to get mine sooner rather than later, after it's been neutered by EPA and equipped with a 2.0 turbo.To slightly deviate, if they ever decide to redesign the Charger and Challenger, and start putting their turbocharged inline 4 and V6 engines in them, they won't be as "affordable" as they are now, not to mention that they will lose their luster.
Agreed. This is why I decided to get mine sooner rather than later, after it's been neutered by EPA and equipped with a 2.0 turbo.
Actually, a 2.0T motor is not bad in something like the Alfa Romeo Stelvio, however, it doesn't belong anywhere near a Charger or Challenger.
Never have checked the temperature of oil and never thought of doing that. That makes me curious lol.
It's like the ecoboost 4 or the v6 in the mustang. They're still plenty fast but to me a mustang isn't a mustang without the V8. Surprisingly the EB/auto/convertible mustang put up a stronger fight than I previously thought though.