Oil
07-08-2017, 12:00 PM
#21
If you want clear oil you need a bypass filter. It will capture smaller particles that discolor the oil.
The only way to know if oil is bad is to send it to a lab and see if the properties have changed. I recommend a sample at 5k first then extend from there. This will also tell if you are getting fuel past the rings and into the oil.
The only way to know if oil is bad is to send it to a lab and see if the properties have changed. I recommend a sample at 5k first then extend from there. This will also tell if you are getting fuel past the rings and into the oil.
07-08-2017, 12:15 PM
#22
Senior Member
07-08-2017, 12:34 PM
#23
On use of oil extractor in a 2.7L - I'll defer to those who know more of the engine/sump geometry. I use an extractor on my small 4 cycle power equipment but not on my truck.
On oil dilution from gas in GTDI engines, that's a given in my book. This goes into the whole "catch can" issue/debate (NOT going there...) and how much unburned fuel you are really getting in your cylinder walls. I've tried to wade through a number of articles on this but one of the best is SAE paper 2015-01-0967 (i.e. a somewhat credible source of info vs. "my brother-in-law says...") from 2015 on this. From the paper abstract:
Turbocharged gasoline direct injection (TGDI) engines often have a flat torque curve with the maximum torque covering a wide range of engine speeds. Increasing the high-speed-end torque for a TGDI engine provides better acceleration performance to the vehicle powered by the engine. However, it also requires more fuel deliveries and thus longer injection durations at high engine speeds, for which the multiple fuel injections per cycle may not be possible. In this study, results are reported of an experimental investigation of impact of fuel injection on dilution of the crankcase oil for a highly-boosted TGDI engine. It was found in the tests that the high-speed-end torque for the TGDI engine had a significant influence on fuel dilution: longer injection durations resulted in impingement of large liquid fuel drops on the piston top, leading to a considerable level of fuel dilution. Test results indicated that the higher the torque at the rated-power, the greater the level of fuel dilution. In a cyclic-load engine test simulating the customer drives of a target vehicle powered by the engine, the maximum level for fuel dilution was found to be up to 9%, causing significant drop in the oil viscosity. The causes for fuel dilution and impacts of it on the oil consumption and formation of carbon deports on the piston ring area, and methods for mitigating impacts of fuel dilution are discussed in the paper.
Some people use Motorcraft Synblend oil in their EB's and are perfectly happy (Ford says it's fine to use right?), some people like me, because of fuel dilution, use a full synthetic oil (not Amsoil) with lower NOACK volatility test numbers. Whatever floats your boat.
On oil dilution from gas in GTDI engines, that's a given in my book. This goes into the whole "catch can" issue/debate (NOT going there...) and how much unburned fuel you are really getting in your cylinder walls. I've tried to wade through a number of articles on this but one of the best is SAE paper 2015-01-0967 (i.e. a somewhat credible source of info vs. "my brother-in-law says...") from 2015 on this. From the paper abstract:
Turbocharged gasoline direct injection (TGDI) engines often have a flat torque curve with the maximum torque covering a wide range of engine speeds. Increasing the high-speed-end torque for a TGDI engine provides better acceleration performance to the vehicle powered by the engine. However, it also requires more fuel deliveries and thus longer injection durations at high engine speeds, for which the multiple fuel injections per cycle may not be possible. In this study, results are reported of an experimental investigation of impact of fuel injection on dilution of the crankcase oil for a highly-boosted TGDI engine. It was found in the tests that the high-speed-end torque for the TGDI engine had a significant influence on fuel dilution: longer injection durations resulted in impingement of large liquid fuel drops on the piston top, leading to a considerable level of fuel dilution. Test results indicated that the higher the torque at the rated-power, the greater the level of fuel dilution. In a cyclic-load engine test simulating the customer drives of a target vehicle powered by the engine, the maximum level for fuel dilution was found to be up to 9%, causing significant drop in the oil viscosity. The causes for fuel dilution and impacts of it on the oil consumption and formation of carbon deports on the piston ring area, and methods for mitigating impacts of fuel dilution are discussed in the paper.
Some people use Motorcraft Synblend oil in their EB's and are perfectly happy (Ford says it's fine to use right?), some people like me, because of fuel dilution, use a full synthetic oil (not Amsoil) with lower NOACK volatility test numbers. Whatever floats your boat.
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Bubbabiker (07-08-2017)
