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The one thing that I find really strange is that no one ever mentions turbo failure as a reason to not buy a diesel. It's the same freaking turbos turning at the same speed.
I wonder if that last statement is true. Diesel engines run at much lower engine speeds than gas engines, but turbo speed depends on the size and vane angle, so in theory they could run at the same speed, but do they? An interesting subject. And we're talking simple turbos, not the more sophisticated variable vane ones, etc. And diesel turbos usually have a separate oil supply, no? Not sure about that, but I only assume diesel turbos are made beefier than car ones, since they're designed to run a lot more miles than a gas engine, so maybe not an apples to apples comparison .
Originally Posted by sholxgt
The difficult part about running an oiled filter, that many seem to get wrong, is applying the appropriate amount of oil. Edited to add...the can has stopped about a tablespoon of oil. That's enough oil to coat ~40 K&N oiled filters.
You must be a K&N salesman. Ha ha. No matter how well you oil a cotton gauze filter, it filters like crap. They're RACING filters, not street filters. You can do your own test by blowing dirt with a ShopVac thru both filters with a damp, white paper towel under them, and see for yourself. You're doing A LOT more damage to your engine with that crap filter, than a teaspoon of vapor oil in your intake. And no, a teaspoon of oil might not even be enough to coat 1 filter (depending on size), let alone 40. Let's analyze how crazy your logic is: 1 teaspoon=0.166667 fl oz, so a 12-oz oil can = 72 portions, times 40 = 2,880 oilings per can. Yeah f***ing right! Bottom line is a paper filter is best for a street engine. Besides, modern paper filters flow all the air the engine needs, so why install a filter that flows more (but filters less. No free lunch) but it's not needed? Oh, and even OEM air filters are cheap nowadays, so a K&N has ZERO advantage over an OEM filter. But yes, it's impressive what marketing can do when buyers are not informed .
EDIT: If you use crap filters, BOTH engines will be less reliable. How about that, SPOAT? Ha ha.
Ya its the timing chain. I have plenty of experience unfortunately in that area.
In this case its nothing to do with 10 speed transmission. Timing chain is getting stretched, the tensioners are probably maxed out so a full front timing upgrade is needed.
No, it's the cam phaser. The Triton engines also had them. Cam phaser is what advances and retards the cam timing for your Variable Camshaft Timing (VCT). It works off of oil pressure, so if your vehicle has been sitting for hours or days a worn cam phaser will leak down. When you start the engine it will rattle until it regains oil pressure. At this point everything returns to normal.
No, it's the cam phaser. The Triton engines also had them. Cam phaser is what advances and retards the cam timing for your Variable Camshaft Timing (VCT). It works off of oil pressure, so if your vehicle has been sitting for hours or days a worn cam phaser will leak down. When you start the engine it will rattle until it regains oil pressure. At this point everything returns to normal.
To my knowledge, the Triton motors never had cam phasers or variable valve timing of any kind for that matter.
The start up rattle that was in my 4.6 2v and 5.4 2v was due to the timing chain guides loosing pressure when sitting.
Similar problem though. Wonder if Ford will ever get timing chains figured out? Honda, Toyota, etc simply do not have these problems and yet Ford has them across every generation of OHC engines it seems.
To my knowledge, the Triton motors never had cam phasers or variable valve timing of any kind for that matter.
The start up rattle that was in my 4.6 2v and 5.4 2v was due to the timing chain guides loosing pressure when sitting.
Similar problem though. Wonder if Ford will ever get timing chains figured out? Honda, Toyota, etc simply do not have these problems and yet Ford has them across every generation of OHC engines it seems.
The 3V 4.6 and 5.4 absolutely had cam phasers. As to your comment about Toyota and Honda and timing chains, Toyota uses belts on most of their engines to include the 5.7 in the Tundra. Ford isnt the only one that has timing chain issues, GM's 4 and 6 cylinder VVT engines are notoriously bad and I have personal experience with that. $1600 into my Malibu when it jumped time on me.
The 3V 4.6 and 5.4 absolutely had cam phasers. As to your comment about Toyota and Honda and timing chains, Toyota uses belts on most of their engines to include the 5.7 in the Tundra. Ford isnt the only one that has timing chain issues, GM's 4 and 6 cylinder VVT engines are notoriously bad and I have personal experience with that. $1600 into my Malibu when it jumped time on me.
My '05 5.4 had cam phasers for sure! Never had any timing chain, or cam phaser problems up to 127K miles, when I traded it for my '15 Platinum.
The 3V 4.6 and 5.4 absolutely had cam phasers. As to your comment about Toyota and Honda and timing chains, Toyota uses belts on most of their engines to include the 5.7 in the Tundra. Ford isnt the only one that has timing chain issues, GM's 4 and 6 cylinder VVT engines are notoriously bad and I have personal experience with that. $1600 into my Malibu when it jumped time on me.
I stand corrected on the 3v, but note that I went on to talk about 2v motors. Did the 2v motors have cam phasers? I ask because even those motors had timing chain related issues, but in those it was the guides.
Honda and Toyota both have some chain and some belt drive timing. My Honda is a chain with vtec and has just under 200k miles.
07-04-2019, 01:52 PM
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