Paul, been meaning to ask about your S1.re mileage, engine condition, other mechanicals, history etc.Quote:
Originally Posted by scarry
How about a short rundown please?
Printable View
Paul, been meaning to ask about your S1.re mileage, engine condition, other mechanicals, history etc.Quote:
Originally Posted by scarry
How about a short rundown please?
So this is the list of some of the changes that Ford made for the 3.0 Powerstroke:
- A new forged crankshaft.
- New bearings using different materials.
- Dual stage oil pump.
- Tuned crankshaft damper.
- Revised build tolerances, fillet specs, heat treatment etc.
Add to this we know the oil pump had previously been upgraded for the 2.7 (strengthened and increased oil flow rate), plus the 3.0 got locating tabs on the main bearings.
From this we can conclude the Ford engineers came to the same conclusions as most of the theories out there.
The new Ford Ranger sounds like it will be getting a decent engine after almost 20 years.
They also going to use it in the new Amarok and whatever they call it in the US?Quote:
Originally Posted by DiscoDB
No worries,Quote:
Originally Posted by 4bee
It has a heap of history.
I will do it in the S1 section,and tag you in.
A bit off topic for this thread[biggrin][thumbsupbig]
Just because it’s the same engine doesn’t mean it isn’t assembled market specific.Quote:
Originally Posted by DiscoDB
Could easily have different pistons, rings, bearings etc. even different tolerances.
Don’t just go by the designation.
The Citroen’s do have the thermostat in the top plastic fitting that is confusingly referred to as the thermostat on the LR TDV6Quote:
Originally Posted by Tombie
as an aside, when did the uprated oil pump with the heavier boss, uprated flow etc become available ?
The updated oil pump after MY08Quote:
Originally Posted by incisor
This is a fascinating thread. I'm going to give my TD5 a little pat on the head tomorrow.[smilebigeye] The ZF 4 speed not so much[bigsad], although the one I have now seems pretty OK..... [bigwhistle]
From what I have read the bottom end is common. Bearings are matched to the crank and block, but share the same parts between Ford, Jaguar, Peugeot and Citroen.Quote:
Originally Posted by Tombie
It is possible that PSA said let JLR have the tight fit tolerances, and give us all the sloppy bits and we will just use a thicker oil in hot climates, but I doubt it. [emoji851]. (I am just joking - in reality this is possible as there is a sound basis to optimising clearance tolerances with oil specs and the JLR and PSA engineers may have been divided on this one).
I believe the reason for the differences in oil specs is Ford actually specify a Ford standard (913B) but then each car manufacturer has their own supply agreements with different oil suppliers who then together select an appropriate best match to the Ford spec for the market they operate in.
Most of the differences are subtle and relate to oil standards which are compatible with each other, but Citroen look to put more effort into matching the oil spec to the climate conditions being operated in and as such suggest a broader range of oils use.
If operating in warm to hot climates, I personally wouldn’t use 5W-30 and feel the 5W-40 is the better option. I am also not convinced that we should use a true A5/B5 spec oil, but comfortable knowing that A3/B4 is a compatible alternative and meets both Land Rover’s and Citroen’s specs and should offer better wear protection.
However, if you believe that thicker oil can cause a bearing to spin at high revs, then I understand why a low friction / low viscosity 5W-30 A5/B5 spec oil is being recommended by Ford and Land Rover, and even Citroen for cold climates. I am yet to be convinced on this but I get the theory.
On this one you really need to select which theory you believe is more credible - if in doubt just follow the recommendation in the owners manual. [emoji848]