Oil pump
02-12-2016, 04:34 AM
#11
Senior Member
Do you have a part # for the pump? I'm still not convinced a HP/HV pump exists... I still have my OE pump and my hot idle is 32 psi.
02-12-2016, 06:12 AM
#12
Senior Member
02-12-2016, 06:56 AM
#13
Senior Member
02-12-2016, 08:20 AM
#14
Cycle For Fun and Health
A well maintained engine should not be an issue.
But - go beyond normal oil life now and then - the sludge, carbon will start to coagulate and then the process has begun.
02-12-2016, 10:51 AM
#16
Originally Posted by Lap99xlt
Should I replace the oil pump when I do my timing components? If so what brand do you guys recommend? Thanks in advance
Unfortunately every 5.4 3v right up until late 2013 - 2014 had larger cam journal bearing tolerances.. Since then, all remanufactured engines now feature a tighter cam journal tolerance with re-machined cam towers..
The older tolerance spec basically bled oil like a sieve at the cam journal with 5w-20.. This consequently dropped the oil pressure post cam journal, and left lower oil pressure downstream right at the VCT solenoid valve body, and phaser.. This low oil pressure caused the oil actuated locking pin in the phasers to jiggle, which often gives the famous ticking sound. The poorly designed phaser Veins also eventually suffered, and the tensioner seals were well known to rupture to boot..
If you look carefully at the multiple redesigned vct solenoids through the years, you can see Ford knew this was a problem.. The newer checked vct solenoids were supposed to help maintain oil pressure for when the solenoid needed to be actuated, and diverted oil to the phaser vein to advance/retard the timing.. But ultimately, 5w-30 was the best fix for ticking and oil pressure concerns.. It's possible that with 5w-20 being a last minute CAFE encouraged specification, it was very likely that with the old 5.4 3v cam journal tolerances we should have been running 5w-30 all along..
Last edited by Especial86; 02-12-2016 at 10:57 AM.
02-12-2016, 10:57 AM
#17
^ Also check your crank free play while apart so you have good main bearings going back in with new parts where needed. The motor when once broken in lives well with 5W30 for a lifetime.
02-12-2016, 12:10 PM
#18
Ford Racing Parts site says it's a HP/HV pump:
http://fordperformanceracingparts.co...KeyField=22454
02-12-2016, 12:27 PM
#19
The main sticking point with the Ford engines over the past half century is about internal oil leakage and broken pump shafts ruining the motor along with the motors actually splitting. The motors get extensive attention to detail in this area by most enthusiasts of speed. Mostly good motors when used as intended but so many use them otherwise and look to enhance their survivability.
Last edited by papa tiger; 02-12-2016 at 12:33 PM.
02-15-2016, 09:21 AM
#20
Yes.. Use the Melling m360 with cast iron backing plate. The stock pump plate flexes a great bit at higher rpms. This flex allows oil to purge around the sides of the plate..the cast iron plate has zero flex, which means more volume available.. http://youtu.be/6QPahVJJqFw
Unfortunately every 5.4 3v right up until late 2013 - 2014 had larger cam journal bearing tolerances.. Since then, all remanufactured engines now feature a tighter cam journal tolerance with re-machined cam towers..
The older tolerance spec basically bled oil like a sieve at the cam journal with 5w-20.. This consequently dropped the oil pressure post cam journal, and left lower oil pressure downstream right at the VCT solenoid valve body, and phaser.. This low oil pressure caused the oil actuated locking pin in the phasers to jiggle, which often gives the famous ticking sound. The poorly designed phaser Veins also eventually suffered, and the tensioner seals were well known to rupture to boot..
If you look carefully at the multiple redesigned vct solenoids through the years, you can see Ford knew this was a problem.. The newer checked vct solenoids were supposed to help maintain oil pressure for when the solenoid needed to be actuated, and diverted oil to the phaser vein to advance/retard the timing.. But ultimately, 5w-30 was the best fix for ticking and oil pressure concerns.. It's possible that with 5w-20 being a last minute CAFE encouraged specification, it was very likely that with the old 5.4 3v cam journal tolerances we should have been running 5w-30 all along..
Unfortunately every 5.4 3v right up until late 2013 - 2014 had larger cam journal bearing tolerances.. Since then, all remanufactured engines now feature a tighter cam journal tolerance with re-machined cam towers..
The older tolerance spec basically bled oil like a sieve at the cam journal with 5w-20.. This consequently dropped the oil pressure post cam journal, and left lower oil pressure downstream right at the VCT solenoid valve body, and phaser.. This low oil pressure caused the oil actuated locking pin in the phasers to jiggle, which often gives the famous ticking sound. The poorly designed phaser Veins also eventually suffered, and the tensioner seals were well known to rupture to boot..
If you look carefully at the multiple redesigned vct solenoids through the years, you can see Ford knew this was a problem.. The newer checked vct solenoids were supposed to help maintain oil pressure for when the solenoid needed to be actuated, and diverted oil to the phaser vein to advance/retard the timing.. But ultimately, 5w-30 was the best fix for ticking and oil pressure concerns.. It's possible that with 5w-20 being a last minute CAFE encouraged specification, it was very likely that with the old 5.4 3v cam journal tolerances we should have been running 5w-30 all along..
Muy interestante. Do you have any links regarding the cam journal tolerances? Hadn't heard of this in the past.
Thanks