06-07-2007, 06:39 PM
I'm going to say this, not meaning to sound like an ass, but it's going to anyways. So take it how I mean it, with no offense intended.
I've been building engines in a "professional" capacity and a "non-professional" capacity for over 25 years now. I am well aware from working in engine teardown for Ford Windsor of what tolerances the engines are built to. Not counting working on the assembly line, I've literally built over 100-150 engines in my life from the ground up.
Ford engineers don't spec out thin oil because that's the whim of the day. Ever wonder why Duratecs get shiz mileage for the first 5-10k? Because they're built to "oh my god I bent the oil guage" tight from the factory. Comparatively, of course, to older engines. Do you honestly believe Ford would be specing out 5W20 and then offer a 100k warranty on it? CAFE or not, I would say no.
When I put 40 or 50 weight oil in a car, I build it to that spec. Meaning, more clearance (.002-.004" over stock), and a higher volume oil pump with a higher pressure bypass spring. Or you run the risk of oil starvation. 40 is pretty thick stuff. If you were concerned about shearing, I wouldn't go any thicker than 30.
I understand you put great faith in your online sources. And I'll be honest. I personally haven't worked on too many turbo'd cars. But make no mistake, I'm hardly a "backyard mechanic". Unless you've built the rest of the engine with the same specs as the turbo, I would say that the internals of the engine are the most expensive to replace. Bolting on a turbo unit is not the same as building an engine from the ground up.
And we can agree to disagree, that's fine too. Just trying to pass some advice with good intent.
I've been building engines in a "professional" capacity and a "non-professional" capacity for over 25 years now. I am well aware from working in engine teardown for Ford Windsor of what tolerances the engines are built to. Not counting working on the assembly line, I've literally built over 100-150 engines in my life from the ground up.
Ford engineers don't spec out thin oil because that's the whim of the day. Ever wonder why Duratecs get shiz mileage for the first 5-10k? Because they're built to "oh my god I bent the oil guage" tight from the factory. Comparatively, of course, to older engines. Do you honestly believe Ford would be specing out 5W20 and then offer a 100k warranty on it? CAFE or not, I would say no.
When I put 40 or 50 weight oil in a car, I build it to that spec. Meaning, more clearance (.002-.004" over stock), and a higher volume oil pump with a higher pressure bypass spring. Or you run the risk of oil starvation. 40 is pretty thick stuff. If you were concerned about shearing, I wouldn't go any thicker than 30.
I understand you put great faith in your online sources. And I'll be honest. I personally haven't worked on too many turbo'd cars. But make no mistake, I'm hardly a "backyard mechanic". Unless you've built the rest of the engine with the same specs as the turbo, I would say that the internals of the engine are the most expensive to replace. Bolting on a turbo unit is not the same as building an engine from the ground up.
And we can agree to disagree, that's fine too. Just trying to pass some advice with good intent.
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