Redline VQ37 - 5,000 miles
- Thread starter buster
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Why are Nissan's so tough on oil? I understand other makes' turbo apps tearing apart oil, but in a NA? I've been thinking 'bout adding a Nissan to the fleet, but the UOA's are freakin me out! I wouldn't want to have to resort to a high priced oil like RL to keep my mind at ease.
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- Sep 28, 2002
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I had to go the long way around to see half of the report for some reason. The link kept giving me a database error. I managed to find it with the search using blackstone. The image only showed a few of the elements and none of the visc/flash stuff.
Quote:
I understand other makes' turbo apps tearing apart oil, but in a NA?
Some engines are meat grinders. The oil will only shear so far ..and that's about it.
Quote:
I understand other makes' turbo apps tearing apart oil, but in a NA?
Some engines are meat grinders. The oil will only shear so far ..and that's about it.
Buster, try resizing it so we can see the rest of the report.
Originally Posted By: meangreen01
Why are Nissan's so tough on oil? I understand other makes' turbo apps tearing apart oil, but in a NA? I've been thinking 'bout adding a Nissan to the fleet, but the UOA's are freakin me out! I wouldn't want to have to resort to a high priced oil like RL to keep my mind at ease.
i still think the VK and VQ series engines work better with a 5w40. my best results so far have been with M1 TDT, which did quite well at 10k interval. even 0w40 seemed a bit light for wear. the Xw30 oils just get beat up bad in them.
https://bobistheoilguy.com/forums/threads/delvac1-esp-5w40-fx45-10-279miles-fx45.133798/
Why are Nissan's so tough on oil? I understand other makes' turbo apps tearing apart oil, but in a NA? I've been thinking 'bout adding a Nissan to the fleet, but the UOA's are freakin me out! I wouldn't want to have to resort to a high priced oil like RL to keep my mind at ease.
i still think the VK and VQ series engines work better with a 5w40. my best results so far have been with M1 TDT, which did quite well at 10k interval. even 0w40 seemed a bit light for wear. the Xw30 oils just get beat up bad in them.
https://bobistheoilguy.com/forums/threads/delvac1-esp-5w40-fx45-10-279miles-fx45.133798/
I would be a little hesitant on a Nissan also. The only model I might consider would be the 370Z but I think if a car needs a special oil there is some type of design error (re: the ester oil they sell for a fortune).
Buster, can't see the entire report, but don't worry about
it. The first and sometimes 2nd run of pure ester like
Redline always show high "leaching" of soft/wear metals.
The VVEL system will heat-shear oil real fast. Stick with
the Redline.
it. The first and sometimes 2nd run of pure ester like
Redline always show high "leaching" of soft/wear metals.
The VVEL system will heat-shear oil real fast. Stick with
the Redline.
It looks like the OP, named AK370Z, intended to show only the top part of the report which contains Blackstone's comments. Unfortunately that leaves off all the good stuff. It does look like metals are trending down and lead appears to be 5, 5, then 8? but it's hard to read.
I wonder what redline 5w40 would do in this engine rather than 5w30. It would be nice to see the rest of the report if it were possible.
I wonder what redline 5w40 would do in this engine rather than 5w30. It would be nice to see the rest of the report if it were possible.
Originally Posted By: meangreen01
Why are Nissan's so tough on oil? I understand other makes' turbo apps tearing apart oil, but in a NA? I've been thinking 'bout adding a Nissan to the fleet, but the UOA's are freakin me out! I wouldn't want to have to resort to a high priced oil like RL to keep my mind at ease.
Very small sump for the power/friction surfaces of the engine.
Why are Nissan's so tough on oil? I understand other makes' turbo apps tearing apart oil, but in a NA? I've been thinking 'bout adding a Nissan to the fleet, but the UOA's are freakin me out! I wouldn't want to have to resort to a high priced oil like RL to keep my mind at ease.
Very small sump for the power/friction surfaces of the engine.
Originally Posted By: Mokanic
Very small sump for the power/friction surfaces of the engine.
i don't think this is it. my VK45 holds 7qts, while my Porsche Cayenne S held 8qts for a smaller displacement. the VK is still MUCH harder on oil, the Porsche factory recommended OCI was 20k.
Very small sump for the power/friction surfaces of the engine.
i don't think this is it. my VK45 holds 7qts, while my Porsche Cayenne S held 8qts for a smaller displacement. the VK is still MUCH harder on oil, the Porsche factory recommended OCI was 20k.
Having owned 3 Infiniti's with the current one being a
3.7VVEL, I've spent a considerable amount of time
looking into the very same questions about the Nissans
and which oils work best in them and why. The VVELs heat-
shear many "good" oils. A quick study of the VVEL design/
acatuator motor and lift mechanisms will show you why...
It's operated by oil pressure and it simply generates high heat
very quickly whenever the throttle gets openened up.
Many oils "avoid" the Nissan DLC (plasma) coated parts and
that just worsens the heat retention. M1 is a perfect example
of a very good oil that just doesn't perform well in the
Nissan VVELS. Because true ester will seek heat, higher
ester content oils perform best in these engines...but it 'll cost ya.
3.7VVEL, I've spent a considerable amount of time
looking into the very same questions about the Nissans
and which oils work best in them and why. The VVELs heat-
shear many "good" oils. A quick study of the VVEL design/
acatuator motor and lift mechanisms will show you why...
It's operated by oil pressure and it simply generates high heat
very quickly whenever the throttle gets openened up.
Many oils "avoid" the Nissan DLC (plasma) coated parts and
that just worsens the heat retention. M1 is a perfect example
of a very good oil that just doesn't perform well in the
Nissan VVELS. Because true ester will seek heat, higher
ester content oils perform best in these engines...but it 'll cost ya.
Last edited:
Originally Posted By: JonfromCB
A quick study of the VVEL design/
acatuator motor and lift mechanisms will show you why...
It's operated by oil pressure
Maybe your study of the VVEL system was too quick- it is NOT a hydraulic system. In other words, it is not operated by oil pressure. The control shaft which determines the net displacement of the output cam (and therefore valve lift) is operated by an electric motor. If you have studied the VVEL system then you might have noticed that the system uses a drive shaft and eccentric cam to essentially "bump" the input rocker arm on the control shaft. This eccentric cam lobe must rotate inside a link which connects it to the rocker arm, in much the same way a crankshaft throw will rotate inside the big end of a connecting rod. In the latter's case, there is a hydrodynamic bearing, in the VVEL's case there is no such bearing. Thus, the eccentric cam must rotate inside the link at rpm speed relying on boundary lubrication. That might be a reason the 3.7 shears worse than previous VQ engines. In any case, it is not operated by oil pressure.
For what it's worth, the CVCC system (nissan's cam phasing) is hydraulic on the intake side only, and is employed in a common fashion seen on many other Nissan engines besides the latest 3.7. It would be a stretch to think it suddenly presents a lubrication issue in the new VE engine.
Originally Posted By: JonfromCB
and it simply generates high heat
very quickly whenever the throttle gets openened up.
Maybe you meant to say "whenever the intake valves open", since the two throttle bodies on the VE engine are a redundant safety measure and do not actually regulate the intake flow of air. Yes, I imagine from the process I described above, that the system does generate a good bit of heat over the more common cam-on-bucket design.
Originally Posted By: JonfromCB
Many oils "avoid" the Nissan DLC (plasma) coated parts
Maybe many oils are just anti-social? Seriously, though, where did this little nugget of info come from? Nissan's own pin-on-disk testing of it's H-free DLC (a-C) coating shows reduced friction over other surface treatments using a variety of engine oil formulations without issue. a-C doesn't "repel" oil, if that's what you meant to say. In fact, Nissan's own white paper found the best performance with its a-C coatings to be a PAO base oil with 1% GMO, which reduced friction "by as much as 75% compared with the result seen for a conventional 5w30 GF-4 engine oil."
I can't believe how many people think that Nissan's a-C coating require a special oil. No one with a VQ35HR needed a special oil, and that was the first Nissan engine to use a-C coated valvetrain parts. You'd think if there was an issue it would have shown up with the first generation of users. But really the fact that Nissan's own studies supports the use of any GF-4 oil to be a benefit with their coating, and a PAO (a fully saturated hydrocarbon mind you, so forget polarity) to perform the best, debunks the whole "a-C coatings need super special oil" myth.
And H-free DLC is NOT a plasma coating. Not even close. Maybe you were confusing it with the plasma coated cylinder liners found only in the GT-R's VQ38?
Originally Posted By: JonfromCB
Because true ester will seek heat, higher
ester content oils perform best in these engines...but it 'll cost ya.
Really, true esters seek heat? I wonder, what qualifies as a fake ester, and do they seek the cold? Again, where did this info come from, because there are a lot of interesting behaviors which fluids can exhibit when interacting with varying temperatures, but actively "seeking" out heat is a new one for me. And again, what constitutes a "true" ester? That's like asking which oils are "true" synthetics or "true PAO" when the only thing that actually qualifies is the base oil itself. Now, I'll give you this: there are a number of polar compounds which can be used in an engine lubricant which assists in creating a zero-pressure film which aids in start-up and "dry" lubrication times, aka when there is no oil pressure lubricating a surface or bearing. For parts in the VVEL system which have no pressurized oil supply or bearings (see above note on the eccentric cam),this can be a benefit, and is probably why Nissan came out with it's own "ester oil". Per another Nissan white paper on the subject, adequate oil film can be maintained for short dry periods with a conventional oil fortified with no more than 5% by weight of TMP ester (common POE). Sounds a lot like the infamous special Nissan oil issued to VHR engine owners.
VVEL is new, and pretty cool in purpose and design. It uses fewer parts and has less reciprocating mass than BMW's Valvetronic, which allows a higher rpm and greater potential valve lift. However, the lubrication demands are unique and I suspect the design is the reason these engines will be hard on oils compared to other contemporary valvetrains. The a-C coatings are not the problem, and the need for special Nissan oil is especially dubious when so many oils use esters or other polar compounds as part of their formula, and sell for less. Also, the mechanical shear which the oil will be subject to via the VVEL mechanism suggests to me that oil formulation is not as paramount in one's selection criteria as is choosing a suitable drain interval.
My $.02 on what is quickly becoming an infamous engine for BITOGers.
Will
A quick study of the VVEL design/
acatuator motor and lift mechanisms will show you why...
It's operated by oil pressure
Maybe your study of the VVEL system was too quick- it is NOT a hydraulic system. In other words, it is not operated by oil pressure. The control shaft which determines the net displacement of the output cam (and therefore valve lift) is operated by an electric motor. If you have studied the VVEL system then you might have noticed that the system uses a drive shaft and eccentric cam to essentially "bump" the input rocker arm on the control shaft. This eccentric cam lobe must rotate inside a link which connects it to the rocker arm, in much the same way a crankshaft throw will rotate inside the big end of a connecting rod. In the latter's case, there is a hydrodynamic bearing, in the VVEL's case there is no such bearing. Thus, the eccentric cam must rotate inside the link at rpm speed relying on boundary lubrication. That might be a reason the 3.7 shears worse than previous VQ engines. In any case, it is not operated by oil pressure.
For what it's worth, the CVCC system (nissan's cam phasing) is hydraulic on the intake side only, and is employed in a common fashion seen on many other Nissan engines besides the latest 3.7. It would be a stretch to think it suddenly presents a lubrication issue in the new VE engine.
Originally Posted By: JonfromCB
and it simply generates high heat
very quickly whenever the throttle gets openened up.
Maybe you meant to say "whenever the intake valves open", since the two throttle bodies on the VE engine are a redundant safety measure and do not actually regulate the intake flow of air. Yes, I imagine from the process I described above, that the system does generate a good bit of heat over the more common cam-on-bucket design.
Originally Posted By: JonfromCB
Many oils "avoid" the Nissan DLC (plasma) coated parts
Maybe many oils are just anti-social? Seriously, though, where did this little nugget of info come from? Nissan's own pin-on-disk testing of it's H-free DLC (a-C) coating shows reduced friction over other surface treatments using a variety of engine oil formulations without issue. a-C doesn't "repel" oil, if that's what you meant to say. In fact, Nissan's own white paper found the best performance with its a-C coatings to be a PAO base oil with 1% GMO, which reduced friction "by as much as 75% compared with the result seen for a conventional 5w30 GF-4 engine oil."
I can't believe how many people think that Nissan's a-C coating require a special oil. No one with a VQ35HR needed a special oil, and that was the first Nissan engine to use a-C coated valvetrain parts. You'd think if there was an issue it would have shown up with the first generation of users. But really the fact that Nissan's own studies supports the use of any GF-4 oil to be a benefit with their coating, and a PAO (a fully saturated hydrocarbon mind you, so forget polarity) to perform the best, debunks the whole "a-C coatings need super special oil" myth.
And H-free DLC is NOT a plasma coating. Not even close. Maybe you were confusing it with the plasma coated cylinder liners found only in the GT-R's VQ38?
Originally Posted By: JonfromCB
Because true ester will seek heat, higher
ester content oils perform best in these engines...but it 'll cost ya.
Really, true esters seek heat? I wonder, what qualifies as a fake ester, and do they seek the cold? Again, where did this info come from, because there are a lot of interesting behaviors which fluids can exhibit when interacting with varying temperatures, but actively "seeking" out heat is a new one for me. And again, what constitutes a "true" ester? That's like asking which oils are "true" synthetics or "true PAO" when the only thing that actually qualifies is the base oil itself. Now, I'll give you this: there are a number of polar compounds which can be used in an engine lubricant which assists in creating a zero-pressure film which aids in start-up and "dry" lubrication times, aka when there is no oil pressure lubricating a surface or bearing. For parts in the VVEL system which have no pressurized oil supply or bearings (see above note on the eccentric cam),this can be a benefit, and is probably why Nissan came out with it's own "ester oil". Per another Nissan white paper on the subject, adequate oil film can be maintained for short dry periods with a conventional oil fortified with no more than 5% by weight of TMP ester (common POE). Sounds a lot like the infamous special Nissan oil issued to VHR engine owners.
VVEL is new, and pretty cool in purpose and design. It uses fewer parts and has less reciprocating mass than BMW's Valvetronic, which allows a higher rpm and greater potential valve lift. However, the lubrication demands are unique and I suspect the design is the reason these engines will be hard on oils compared to other contemporary valvetrains. The a-C coatings are not the problem, and the need for special Nissan oil is especially dubious when so many oils use esters or other polar compounds as part of their formula, and sell for less. Also, the mechanical shear which the oil will be subject to via the VVEL mechanism suggests to me that oil formulation is not as paramount in one's selection criteria as is choosing a suitable drain interval.
My $.02 on what is quickly becoming an infamous engine for BITOGers.
Will
Perhaps they are infamous to you. By the way, how many VVELs
do you own? I'm own my third now.
You make quite a few incorect ASSumptions and are
so sarcastic that I have to ask "whats's you point?" other
than being a NIPI (nit picking idiot)?
I didn't say the VVEL was hydraulic did I? Perhaps you
were too quick. Pressure does drive the "throttleless"s system, so what's your point?
Yes I said "true ester"...as comparedto many hydrocracked semi synthetic concoctions oil companies
pass off as "true synthetics" that are "semi-synthetics" at
best.
If you look at the OP you'll see we're not discussing BMWs
in this thread.
Yes "true ester" as compared to many synthetic concoctions will
flow towards the hottest part of a flat metal surface while
non-esters will recede from the heat...my son did this one for his Jr High science fair....try it.
I will give you credit for your last paragraph. You do seem
to understand my point that the physical mechanical VVEL components of the VQ VVEL engines are hard on oil
do you own? I'm own my third now.
You make quite a few incorect ASSumptions and are
so sarcastic that I have to ask "whats's you point?" other
than being a NIPI (nit picking idiot)?
I didn't say the VVEL was hydraulic did I? Perhaps you
were too quick. Pressure does drive the "throttleless"s system, so what's your point?
Yes I said "true ester"...as comparedto many hydrocracked semi synthetic concoctions oil companies
pass off as "true synthetics" that are "semi-synthetics" at
best.
If you look at the OP you'll see we're not discussing BMWs
in this thread.
Yes "true ester" as compared to many synthetic concoctions will
flow towards the hottest part of a flat metal surface while
non-esters will recede from the heat...my son did this one for his Jr High science fair....try it.
I will give you credit for your last paragraph. You do seem
to understand my point that the physical mechanical VVEL components of the VQ VVEL engines are hard on oil
Originally Posted By: Gary Allan
I had to go the long way around to see half of the report for some reason. The link kept giving me a database error. I managed to find it with the search using blackstone. The image only showed a few of the elements and none of the visc/flash stuff.
Quote:
I understand other makes' turbo apps tearing apart oil, but in a NA?
Some engines are meat grinders. The oil will only shear so far ..and that's about it.
Because UOAs may show higher metals in Nissan engines, does that mean shorter engine life. I don't think so. A few PPM doesn't mean anything as for engine life as we have seen in GM engines.(they often show higher metals)
I had to go the long way around to see half of the report for some reason. The link kept giving me a database error. I managed to find it with the search using blackstone. The image only showed a few of the elements and none of the visc/flash stuff.
Quote:
I understand other makes' turbo apps tearing apart oil, but in a NA?
Some engines are meat grinders. The oil will only shear so far ..and that's about it.
Because UOAs may show higher metals in Nissan engines, does that mean shorter engine life. I don't think so. A few PPM doesn't mean anything as for engine life as we have seen in GM engines.(they often show higher metals)
Wow, I throw you real information and it's like pearls before swine. Sure, I'm a bit sarcastic, but only to those who can't be serious with the stuff they espouse. Like when the guy with a riced-out Cavalier talks about how awesome his huge rear wing is, I will sarcastically ask him how much traction that thing's good for. My typical protocol: Smart discussion gets thoughtful response, thoughtless discussion gets smart response.
Originally Posted By: JonfromCB
Perhaps they are infamous to you. By the way, how many VVELs
do you own? I'm own my third now.
I don't own a VVEL engine. I Don't like them very much. Of course, it's not relevant to knowing about the engine, as is evidenced by your lack of knowledge of the VVEL system and a-C coatings. Especially since you have owned three. Interesting use of the past tense in your statement, btw. Which VVEL equipped vehicles have you owned to bring you to your third now? Serious question, since three of them is a lot.
Originally Posted By: JonfromCB
You make quite a few incorect ASSumptions and are
so sarcastic that I have to ask "whats's you point?" other
than being a NIPI (nit picking idiot)?
I have not assumed anything. My point was to ask a number of questions of you in hope of reading a valid defense of your assertions, and then also disseminate FACTS about the VVEL operation, a-C coatings, and Nissan's own tests in support of my conclusion that you are mistaken on these issues. Now, you might think I'm nitpicking when I point out all the ways in which you are wrong, but I hardly think calling me an idiot is a valid defense. Maybe that's just your style.
Originally Posted By: JonfromCB
I didn't say the VVEL was hydraulic did I? Perhaps you
were too quick. Pressure does drive the "throttleless"s system, so what's your point?
Oh dear, I might have lost you with the word "hydraulic". For reference, "hydraulic" means that work is accomplished via fluid force. If the VVEL system used oil pressure to operate, then it would be considered a hydraulic system. So another way of stating my point that it's not a hydraulic system is to simply state that it does NOT USE OIL PRESSURE TO OPERATE. As I described to you, the variable lift of the intake valves is controlled by an electric motor via mechanical linkages. In short, the only thing engine oil does in this system is lubricate it.
Now, I figured you might be confused by all the Nissan acronyms associated with this engine, so I also went ahead and also mentioned that cam phasing is a different system called CVTC and IS hydraulically actuated, and has been used for many years on a multitude of Nissan engine families. Maybe this is what confused you.
Originally Posted By: JonfromCB
Yes I said "true ester"...as comparedto many hydrocracked semi synthetic concoctions oil companies
pass off as "true synthetics" that are "semi-synthetics" at
best.
You seem to have missed the boat, captain. If you want to discuss what constitutes a "true" synthetic, I am sure this forum is full of those discussions. This is about you asserting that there is a "true ester", without any definition of what constitutes such esters from the alternative. To put it another way, are the esters in my refrigerant true esters? What about the esters used in my wife's perfume? In fact, I have a list of over 600 esters, if I sent it to you, could you categorize them by "true esters" and... well I guess the other column could just be "fake esters" as the natural alternative. My hope is that anyone else reading this who didn't know any better now realizes that there is no such thing as a "true ester" beyond some marketing term that I would have to credit you with inventing. Maybe even you can realize that now.
Originally Posted By: JonfromCB
If you look at the OP you'll see we're not discussing BMWs
in this thread.
Good grief. BMW's Valvetronic is the closest example of a similar system, and is directly compared to the VVEL by Nissan. This thread is discussing variable lift mechanisms. Did you really not understand the example I made to highlight Nissan's system's benefits and achievements?
Originally Posted By: JonfromCB
Yes "true ester" as compared to many synthetic concoctions will
flow towards the hottest part of a flat metal surface while
non-esters will recede from the heat...my son did this one for his Jr High science fair....try it.
I think we've hashed out the whole "true ester" misnomer enough, but I would recommend you study the COOR structure of an ester to get a better idea of what you're talking about in regards to attraction to metal surfaces before you think heat is the attributable factor in your little experiment. But hey, if you do have a white paper discussing esters "seeking" heat as you say, then please do share. Seriously, I am open to learning something new from a creditable source. Sorry, but your story of your son's science project doesn't count.
Originally Posted By: JonfromCB
I will give you credit for your last paragraph. You do seem
to understand my point that the physical mechanical VVEL components of the VQ VVEL engines are hard on oil
Maybe even just a little better than you do. Just maybe.
Cheers!
Will (Is glad you didn't also try and defend your suggestion that a-C coatings repel engine oil, or being a plasma surface, or are unique to the VVEL system.)
Originally Posted By: JonfromCB
Perhaps they are infamous to you. By the way, how many VVELs
do you own? I'm own my third now.
I don't own a VVEL engine. I Don't like them very much. Of course, it's not relevant to knowing about the engine, as is evidenced by your lack of knowledge of the VVEL system and a-C coatings. Especially since you have owned three. Interesting use of the past tense in your statement, btw. Which VVEL equipped vehicles have you owned to bring you to your third now? Serious question, since three of them is a lot.
Originally Posted By: JonfromCB
You make quite a few incorect ASSumptions and are
so sarcastic that I have to ask "whats's you point?" other
than being a NIPI (nit picking idiot)?
I have not assumed anything. My point was to ask a number of questions of you in hope of reading a valid defense of your assertions, and then also disseminate FACTS about the VVEL operation, a-C coatings, and Nissan's own tests in support of my conclusion that you are mistaken on these issues. Now, you might think I'm nitpicking when I point out all the ways in which you are wrong, but I hardly think calling me an idiot is a valid defense. Maybe that's just your style.
Originally Posted By: JonfromCB
I didn't say the VVEL was hydraulic did I? Perhaps you
were too quick. Pressure does drive the "throttleless"s system, so what's your point?
Oh dear, I might have lost you with the word "hydraulic". For reference, "hydraulic" means that work is accomplished via fluid force. If the VVEL system used oil pressure to operate, then it would be considered a hydraulic system. So another way of stating my point that it's not a hydraulic system is to simply state that it does NOT USE OIL PRESSURE TO OPERATE. As I described to you, the variable lift of the intake valves is controlled by an electric motor via mechanical linkages. In short, the only thing engine oil does in this system is lubricate it.
Now, I figured you might be confused by all the Nissan acronyms associated with this engine, so I also went ahead and also mentioned that cam phasing is a different system called CVTC and IS hydraulically actuated, and has been used for many years on a multitude of Nissan engine families. Maybe this is what confused you.
Originally Posted By: JonfromCB
Yes I said "true ester"...as comparedto many hydrocracked semi synthetic concoctions oil companies
pass off as "true synthetics" that are "semi-synthetics" at
best.
You seem to have missed the boat, captain. If you want to discuss what constitutes a "true" synthetic, I am sure this forum is full of those discussions. This is about you asserting that there is a "true ester", without any definition of what constitutes such esters from the alternative. To put it another way, are the esters in my refrigerant true esters? What about the esters used in my wife's perfume? In fact, I have a list of over 600 esters, if I sent it to you, could you categorize them by "true esters" and... well I guess the other column could just be "fake esters" as the natural alternative. My hope is that anyone else reading this who didn't know any better now realizes that there is no such thing as a "true ester" beyond some marketing term that I would have to credit you with inventing. Maybe even you can realize that now.
Originally Posted By: JonfromCB
If you look at the OP you'll see we're not discussing BMWs
in this thread.
Good grief. BMW's Valvetronic is the closest example of a similar system, and is directly compared to the VVEL by Nissan. This thread is discussing variable lift mechanisms. Did you really not understand the example I made to highlight Nissan's system's benefits and achievements?
Originally Posted By: JonfromCB
Yes "true ester" as compared to many synthetic concoctions will
flow towards the hottest part of a flat metal surface while
non-esters will recede from the heat...my son did this one for his Jr High science fair....try it.
I think we've hashed out the whole "true ester" misnomer enough, but I would recommend you study the COOR structure of an ester to get a better idea of what you're talking about in regards to attraction to metal surfaces before you think heat is the attributable factor in your little experiment. But hey, if you do have a white paper discussing esters "seeking" heat as you say, then please do share. Seriously, I am open to learning something new from a creditable source. Sorry, but your story of your son's science project doesn't count.
Originally Posted By: JonfromCB
I will give you credit for your last paragraph. You do seem
to understand my point that the physical mechanical VVEL components of the VQ VVEL engines are hard on oil
Maybe even just a little better than you do. Just maybe.
Cheers!
Will (Is glad you didn't also try and defend your suggestion that a-C coatings repel engine oil, or being a plasma surface, or are unique to the VVEL system.)
From my reading on the 370z forum, there seems to be a consistent problem with excessively high oil temps on the VQ37HR engine. The engine quickly heats the oil up when revs go beyond what one would see during sedate driving. The practical fix seemed to be to mount an external oil cooler, available as a factory option on the NISMO version of the 370z. There's an additional problem in that Nissan apparently reduced or eliminated the lead content of its sleeve bearings, to make a more "green" engine. These new bearings don't have the same strength as the older babbitt metal compositions and might fail at lower temps. There is a programmed self-protective "limp mode"(reduced rev limit) that the engine goes into if the oil temp gets too high. Whether the engine is being damaged or not at these higher oil temps, I would be concerned that the higher temps are hastening the deterioration of any oil in use.
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