cafe?
Why 5W20 Oil?
- Thread starter Seth
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Isn't it fair to say that not only is *repeatability* one of the gains, but moreover repeatability in *mass production*? The rudimentary capabilities may have been there, but the process technologies to make them useful did not come along for many years. And of course, gains in machine and machining technology were exploited significantly by W. Edwards Deming and his introduction of statistical process control techniques. Of course, the Japanese embraced these techniques and implemented them with great success into their manufacturing processes in 1960's, 70's, and 80's...and today. The U.S. has been playing catch-up every since, slowly and painfully adopting many of the very techniques they had earlier shunned.
From Steelhead:
the real gain in mass produced light vehicle engines in the past 20 years is in the precision, repeatablity and smoothness of journal and cylinder wall finishes.
10 ra crank journal finishes were not economical on a mass produced car engine in the US 20 years ago. the Japanese forced the US car manuf's to follow their lead in precision engine moving parts and engine balancing "
That would imply that what once was "blueprinting" is now routine manufacturing process?
the real gain in mass produced light vehicle engines in the past 20 years is in the precision, repeatablity and smoothness of journal and cylinder wall finishes.
10 ra crank journal finishes were not economical on a mass produced car engine in the US 20 years ago. the Japanese forced the US car manuf's to follow their lead in precision engine moving parts and engine balancing "
That would imply that what once was "blueprinting" is now routine manufacturing process?
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Yep ..the stuff either works ..or the junkyards are going to get some massive influx of vehicle in the near future. It's sorta a demographic evolution for automobiles that drank the same koolaid.
If an engine can go 50k without apparent issues ..then there's no limit to how far it goes. If 5w-20 was a death fluid ..it would evidence itself way before the upper reaches of engine life. There would be all kinds of issues well before 100k and 150k and 200k. You can't mask inherent incompatibility over such a mass usage for that long. The testing base is just too broad.
If an engine can go 50k without apparent issues ..then there's no limit to how far it goes. If 5w-20 was a death fluid ..it would evidence itself way before the upper reaches of engine life. There would be all kinds of issues well before 100k and 150k and 200k. You can't mask inherent incompatibility over such a mass usage for that long. The testing base is just too broad.
Somebody needs to tell that to the "bean counters" who specify the procedures for assembling the V-8 engines for Fords and, expecially, Chevrolet trucks. They have had a problem with their V-8s piston slapping since they quit giving their pistons a selective fit into their cylinders. All machined pieces are machined to certain TOLERANCES, and sometimes when a selective fit is not used, tolerances stack up and give a too loose fit, give a slight rocking motion in the cylinder, which usually goes away when the piston warms up and expands.
This began giving a problem when, back in 1998 or 1999, they began skipping this selective process, thinking their machining was good enough that it wasn't necessary. This piston slapping only occurs in a small percentage of engines, and sometimes only in one cylinder of an engine; in other words, only the cylinders where the manufacturing tolerances stack up the wrong way to give a too loose fit.
You heard wrong...the next big thing is oil is going to be -20W-5...
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