Ford tests it's production vehicles in the hottest place on Earth and they survive on 5W20.
Then they are shipped to Australia.
Then they are shipped to no CAFE Australia with 5W-30 in the sump from the factory.

Ford tests it's production vehicles in the hottest place on Earth and they survive on 5W20.
Then they are shipped to Australia.
Controlling valves, combustion and engine output can decrease oil temperature, so yes it has something to do with it.What's that have to do with parts sliding past each other with a thin film of oil between them to keep them separated and wearing on each other? Nada.
I think you're guessing on that one. We'd need to find someone here on the ol' line to confirm.Then they are shipped to Australia with 5W-30 in the sump from the factory.![]()
I think you're guessing on that one. We'd need to find someone here on the ol' line to confirm.
Oh It has a lot do when it comes to modern engines. VVT, VCT cam phasers, MDS, etc. You even get Dodges that produce a P1521 code when you put the wrong viscosity oil in the engine. That tells you a lot what the ECM knows and do.What's that have to do with parts sliding past each other with a thin film of oil between them to keep them separated and wearing on each other? Nada.
Oh It has a lot do when it comes to modern engines. VVT, VCT cam phasers, MDS, etc. You even get Dodges that produce a P1521 code when you put the wrong viscosity oil in the engine.
If anyone has any docs on domestic export lubes, that would be cool to read.
Which is not what he was talking about.Oh It has a lot do when it comes to modern engines. VVT, VCT cam phasers, MDS, etc. You even get Dodges that produce a P1521 code when you put the wrong viscosity oil in the engine. That tells you a lot what the ECM knows and do.
It can if you use the wrong viscosity on some engines but at the end of the day, do you. Put 5W30 or 20W50. Whatever make you happy. My point is xW20 works fine and will not damage your engine regardless of climate, load, etc.VVT, VCT etc has nothing to do with and how it relates to wear between moving parts. And why would Ford go through the trouble to change something like that on an export model. And also, Ford plainly recommends thicker oil for track use which is basically just saying if the oil runs hotter, use a thicker oi.
Do you. Put 5W30 or 20W50. Whatever make you happy. My point is xW20 works fine and will not damage your engine regardless of climate, load, etc..
When running your 20 just feather the accelerator and don't exceed 55mph... you'll be fine, even save a quarter per month in fuel cost.
I would only do a UOA if I suspected contaminates in the oil, like excessive fuel, dirt, or coolant.Filter probably caught a lot of the wear debris, and the particles that did make it through still might have been too big to get solid UOA info. Guess it shows that UOAs might not even show that an engine is eating itself, like in his case with significant bearing wear.
It's more than about MOFT. If it was strictly MOFT, then why not use 20W50?Like said earlier ... big difference between "damage" and more long term wear. But push and engine hard and long enough it certainly could cause some damage. It's all about MOFT headroom between moving parts. Thinner and hotter oil eats headroom.
One wonders if the manufacturer doesn't get additional CAFE credits for deliberately designing an ancillary component for the engine management that will preclude the use of a higher viscosity oil. Note it's not that the engine mechanicals such as bearings and such that is preventing the use, it is some component that could just as easily be designed to work with higher viscosity. So people drag out "oh this engine won't work on anything but a 20-grade" when in reality it doesn't have anything to do with the "engine" itself.You even get Dodges that produce a P1521 code when you put the wrong viscosity oil in the engine. That tells you a lot what the ECM knows and do.
It's more than about MOFT. If it was strictly MOFT, then why not use 20W50?
MOFT always wins, what else is there? Thinner grades are propped up to provide a required MOFT, whether that be due to the additives to the base or or to closer bearing tolerances (or usually both). But in the end it always comes down to the film thickness.It's more than about MOFT. If it was strictly MOFT, then why not use 20W50?
One wonders if the manufacturer doesn't get additional CAFE credits for deliberately designing an ancillary component for the engine management that will preclude the use of a higher viscosity oil. Note it's not that the engine mechanicals such as bearings and such aren't what is preventing the use, it is some component that could just as easily be designed to work with higher viscosity. So people drag out "oh this engine won't work on anything but a 20-grade" when in reality it doesn't have anything to do with the "engine" itself.
Exactly. That's why xW20 oil is fine.It is about viscosity and MOFT ... is the most basic foundation of trilogy. Viscosity and relative movement speed between parts changes the MOFT which is what keeps parts separated and wearing on each other.
If you use what is spec'd. Doesn't matter.If VVT, VCT, etc didn't work well with thicker oil, then manufacturers would recomment thicker oil for any use conditions.
Exactly. That's why xW20 oil is fine.
If you use what is spec'd. Doesn't matter.
Why not use 20W50? 2 words. Oil Starvation.MOFT always wins, what else is there? Thinner grades are propped up to provide a required MOFT, whether that be due to the additives to the base or or to closer bearing tolerances (or usually both). But in the end it always comes down to the film thickness.
And why not use 20W-50 if your operating conditions allow and you don't care about the fuel economy that a lower viscosity oil brings? It's not going to hurt the engine mechanicals. People have such weird ideas about oil grades.