More overhead for fuel dilution is one reason. OP still being under warranty with a MY2019 proves that he doesn't rack up the miles, and likely short trips. OP also lives in NJ, with cold(ish) winters, further pointing to it being a good idea to have extra protection. Will it grenade at 100K after using 508.00? No. But you are kidding yourself if you think a 508.00 is the superior choice here.
Because. The oil pump is regulated. For the same gauge pressure, thinner oil flows more.
Pump that circulates coolant? Sounds kinda like the turbo timer I was talking about doesn't it?
That's only true for a PD pump with the relief engaged or a vane-style pump. With a conventional PD pump, where slip is a factor, when the relief isn't engaged, technically a heavier oil will flow more volume due to less internal bypass as a result of slip, but that's splitting hairs a bit there.
I have no idea what a turbo timer is. Modern turbos don't need a cool down period, you turn the car off and it has a secondary coolant pump that circulates coolant for about 5 min after shut down.
No. Turbo "timers" that were popular in the 80s when turbos really started showing up, were add-ons that kept the engine running at idle for a certain programmed time with the ignition off and key removed. The after-run coolant pump is not time dependent, but rather temp controlled.
I'm not aware of any secondary pumps for the turbo. There are intercooler pumps, but that's not going to have any effect on turbo temp. Usually, flow is maintained after shutdown via thermosiphon.
Yes they are temp controlled, but with a max time. It's the radiator fans. People are taking it literally. Turbo timer is a generic term because the function is the same. You'd notice all the ecoboosts out there idling after the driver gets out if it was literally a timer before allowing the engine shutdown. There are all sorts of implementations of protecting the integrated turbo.
Euro cars, and probably lots others, have had aux coolant pumps for decades to help with additional cooling loads and turbos after shutoff. They were much better than the timers because the engine did not remain running. Once manufacturers started plumbing coolant around turbo bearing housings, the problem with oil coking on a hot bearing was greatly reduced because oil as the sole cooling medium for a hot turbo bearing had limitations. This is what I just replaced on my car. The piping to it has an outlet and inlet that goes to the turbo housing.
.In the mid 80's I was a new Dodge Omni GLH owner. After a pretty wild highway run I parked the car in my apartment driveway, and proceeded inside. locked the front door but notice a strange orange glow coming from under the car. I quickly ran back out, popped the hood and saw that the turbo was red hot. I left the hood open and started the car and let it idle for 5 or so mins.
I believe that my 88 was the first year that Chrysler started using a turbo that had coolant surrounding it, so if yours was prior to that, then it was definitely susceptible to getting more heat soak
Yeah , sounds lame though doesn't it ?
It's got what engines crave! It's got electrolytes!
I’m the OP and I’m “worried” about the lack of honesty from the dealer. I’d also love to know what exact oil is in my car at the moment because I don’t know since the dealer isn’t truthful.
Agree with your concern. One of the many reasons I do my own oil changes. Another option is finding a shop willing to use your oil and filter.
Fair, but it's a dealer, they're never honest. Only reason you go is to get the overpriced stamp on your service record.
Technical term is auxiliary water pump and it has been common in European vehicles since late 80’s when downsizing started there.
