V8 engines vs 4 cylinder
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We run a Toyota 4.7 V8 in a mining operation. It turns a ball mill and appears to be bullet proof. It gets run hard like a street engine never does and just keeps running. It's not uncommon to run it at full load for 4-6 hours at a stretch. It's now about 10 years old and doing fine.
wow theres the first problem. 3.2 quarts in an engine? Never seen one hold less. the 4 cylinder 2.4 in my wife Rav4 holds 5.5 quarts.
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Originally Posted By: topbliss
wow theres the first problem. 3.2 quarts in an engine? Never seen one hold less. the 4 cylinder 2.4 in my wife Rav4 holds 5.5 quarts.
Early 2000 sentra held 2.9
wow theres the first problem. 3.2 quarts in an engine? Never seen one hold less. the 4 cylinder 2.4 in my wife Rav4 holds 5.5 quarts.
Early 2000 sentra held 2.9
Originally Posted By: MCompact
I believe that the design of the engine as well as its specific output affects the oil more than the cylinder configuration.
Exactly. And even then, there's a huge gamut within a single type of engine family.
We've seen enough UOAs on here on Corvette motors that will happily hum along on 5w30 forever, and S2000s that will do the same.
I believe that the design of the engine as well as its specific output affects the oil more than the cylinder configuration.
Exactly. And even then, there's a huge gamut within a single type of engine family.
We've seen enough UOAs on here on Corvette motors that will happily hum along on 5w30 forever, and S2000s that will do the same.
4 cylinder might take a bit less but I doubt we would notice!if you were comparing those two vs an inline 6 tho ,inline 6 take way less oil!(less unbalanced)
Originally Posted By: gregk24
I think it has to do more with different technologies, di, turbo, active fuel management, etc...than 4 vs 6 vs 8 cylinders.
Exactly.
A well made, nicely running, understressed, naturally aspirated V8 could be really easy on oil. A high-strung, turbocharged inline-4 with running issues could be killer on oil. Obviously the V8 has more moving parts, but as always, you have to look at the whole package.
I think it has to do more with different technologies, di, turbo, active fuel management, etc...than 4 vs 6 vs 8 cylinders.
Exactly.
A well made, nicely running, understressed, naturally aspirated V8 could be really easy on oil. A high-strung, turbocharged inline-4 with running issues could be killer on oil. Obviously the V8 has more moving parts, but as always, you have to look at the whole package.
Direct injection make the comparison much less fair.
It would be a more interesting comparison if the Direct Injection 4 was compared to a carb engine V8. The difference might be even more comparable if the carb'd V8 used hastily designed smog devices. That would generate more fuel contamination to make the test more fair.
There is another thing that may compromise fairness. Sometimes a large engine will need more time to completely warm up than a small one. This would make a difference in cold weather and short chips.
It would be a more interesting comparison if the Direct Injection 4 was compared to a carb engine V8. The difference might be even more comparable if the carb'd V8 used hastily designed smog devices. That would generate more fuel contamination to make the test more fair.
There is another thing that may compromise fairness. Sometimes a large engine will need more time to completely warm up than a small one. This would make a difference in cold weather and short chips.
My '12 Accent is relatively nice on oil. The DI dilution issue seems to be an overblown subject. I've done about 3 uoa's and none of them have shown any fuel getting into the oil that is out of the ordinary. All engines will have a trace amount and mine falls fine within the tolerable ranges. This is of course MY experience. Others may vary
I would like to see a v8 Di vs a 4 cyl Di comparison. Better yet, I would think that those V8's that shut down cylinders are harder on oils than others...
I would like to see a v8 Di vs a 4 cyl Di comparison. Better yet, I would think that those V8's that shut down cylinders are harder on oils than others...
Originally Posted By: 2012AccentSE
My '12 Accent is relatively nice on oil. The DI dilution issue seems to be an overblown subject. I've done about 3 uoa's and none of them have shown any fuel getting into the oil that is out of the ordinary. All engines will have a trace amount and mine falls fine within the tolerable ranges. This is of course MY experience. Others may vary
I would like to see a v8 Di vs a 4 cyl Di comparison. Better yet, I would think that those V8's that shut down cylinders are harder on oils than others...
You'd think that potentially v-8s that shut off cylinders might be harder on oil however from what I've seen on the hemi that's not the case at all.
My '12 Accent is relatively nice on oil. The DI dilution issue seems to be an overblown subject. I've done about 3 uoa's and none of them have shown any fuel getting into the oil that is out of the ordinary. All engines will have a trace amount and mine falls fine within the tolerable ranges. This is of course MY experience. Others may vary
I would like to see a v8 Di vs a 4 cyl Di comparison. Better yet, I would think that those V8's that shut down cylinders are harder on oils than others...
You'd think that potentially v-8s that shut off cylinders might be harder on oil however from what I've seen on the hemi that's not the case at all.
Interesting clevy. Is this personal experience?
Originally Posted By: topbliss
wow theres the first problem. 3.2 quarts in an engine?
+1
wow theres the first problem. 3.2 quarts in an engine?
+1
I have both, and I'm pretty sure if driven properly, my V8 M3 is going to be harder on oil.
But then again, my M3 sure revs more freely and willingly the last time I revved to 8600rpm, I mean the lack of vibration made me think the engine can easily do another 2000rpm without self detonate.
My Accord creates more vibration and I can feel it straining when I rev towards 6000rpm...could be the CVT though.
But then again, my M3 sure revs more freely and willingly the last time I revved to 8600rpm, I mean the lack of vibration made me think the engine can easily do another 2000rpm without self detonate.
My Accord creates more vibration and I can feel it straining when I rev towards 6000rpm...could be the CVT though.
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Originally Posted By: Clevy
You'd think that potentially v-8s that shut off cylinders might be harder on oil however from what I've seen on the hemi that's not the case at all.
Here is Honda's experience with cylinder deactivation. Cliff notes version: Running for extended periods with one bank of cylinders not firing is a bad idea. There's a lot to read here, but it is worth it to discover the lengths Honda's legal team went to redefine this issue from "excessive oil consumption" to "engine misfire". Big reduction in Honda's exposure here. Big victory for their legal team. Great job keeping this information away from the public to protect their rep.
http://settlement-claims.com/enginemisfire/Notice.html
You'd think that potentially v-8s that shut off cylinders might be harder on oil however from what I've seen on the hemi that's not the case at all.
Here is Honda's experience with cylinder deactivation. Cliff notes version: Running for extended periods with one bank of cylinders not firing is a bad idea. There's a lot to read here, but it is worth it to discover the lengths Honda's legal team went to redefine this issue from "excessive oil consumption" to "engine misfire". Big reduction in Honda's exposure here. Big victory for their legal team. Great job keeping this information away from the public to protect their rep.
http://settlement-claims.com/enginemisfire/Notice.html
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Originally Posted By: topbliss
wow theres the first problem. 3.2 quarts in an engine?
Not to be feared!
I have one approaching 300K miles, in perfect shape with the engine never having been apart. 5K OCI w/syn all its life.
The only drawback with a small capacity is that there is little margin of safety if the oil level gets low.
wow theres the first problem. 3.2 quarts in an engine?
Not to be feared!
The only drawback with a small capacity is that there is little margin of safety if the oil level gets low.
wemay
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Originally Posted By: Nayov
Originally Posted By: topbliss
wow theres the first problem. 3.2 quarts in an engine?
Not to be feared!
I have one approaching 300K miles, in perfect shape with the engine never having been apart. 5K OCI w/syn all its life.
The only drawback with a small capacity is that there is little margin of safety if the oil level gets low.
+1
Originally Posted By: topbliss
wow theres the first problem. 3.2 quarts in an engine?
Not to be feared!
The only drawback with a small capacity is that there is little margin of safety if the oil level gets low.
+1
Originally Posted By: Leonardo629
I have both, and I'm pretty sure if driven properly, my V8 M3 is going to be harder on oil.
But then again, my M3 sure revs more freely and willingly the last time I revved to 8600rpm, I mean the lack of vibration made me think the engine can easily do another 2000rpm without self detonate.
My Accord creates more vibration and I can feel it straining when I rev towards 6000rpm...could be the CVT though.
Your M3's engine is optimized for high RPM running. Better balancing, appropriate intake and exhaust tuning, lightweight internals, finer calibration of the electronics, etc.
Your Accord's engine is more optimized for fuel economy and midrange torque. No surprise that it gets thrashy near redline.
I have both, and I'm pretty sure if driven properly, my V8 M3 is going to be harder on oil.
But then again, my M3 sure revs more freely and willingly the last time I revved to 8600rpm, I mean the lack of vibration made me think the engine can easily do another 2000rpm without self detonate.
My Accord creates more vibration and I can feel it straining when I rev towards 6000rpm...could be the CVT though.
Your M3's engine is optimized for high RPM running. Better balancing, appropriate intake and exhaust tuning, lightweight internals, finer calibration of the electronics, etc.
Your Accord's engine is more optimized for fuel economy and midrange torque. No surprise that it gets thrashy near redline.
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