- Joined
- Nov 27, 2020
- Messages
- 115
Whatever engine or oil, it really pretty simple. If you wiping out cams and (actual) flat lifters, then you are revving the engine too high. Not rocket science. Magical oil will not save you.
You in the right thread ?The six speed has been around since when '06 or '07? At 40,000 units a month-you can do the math and tell me how many zeros are behind that decimal point for failures. And you can do the same on AFM lifter failures.
Well, agree with your points thoughNo-have a new laptop-hit a button wrong thread! Thanks for bringing it to my attention.
Well the ZDDP ain't going back in to the formula in ILSAC lubes so, no use shouting at the clouds for the rain. I have rebuilt and serviced dozens of engines professionally. I've been replacing cams and timings sets all along, and most when the oil was API Service category SD and SE and those stockers had hydraulic lifters and seat pressure around 80- 100 . Since our ARCO Service Station drag engines were budget grenades, I've never seen a wiped cam on those, just snapped rods and axles and pinion yokes,Let's say this, leaving cheap CATS out of the conversation for a minute, what downside did 2002 levels of zinc averaging 1200ppm have for more modern engines. And even when we had 1200ppm zinc, does anyone remember issues with CATS in the first place? Actually, I have never heard of one getting gummed up with the 1200 ppm zinc in 100k miles which was the standard for the change, has anyone? Was the real goal a simple reduction is zinc for whatever reason for whatever cost to the vehicle owners and not really trying to get CATS to last 100k miles? If we used 1200ppm zinc in modern vehicles would CATS start gumming up at disturbing rates? Would there be a downside to using 1200ppm zinc at all? Would there be a possible upside?