Ive been alternating between Quaker State Full Synthetic and what ever the dealer uses for my three free changes which the last of was just done.I have a couple data points that would counter this statement. I have seen this on multiple machines. Mine had 26K. I have switched to a mix of 5W-20 and 5w-30
You can contact Amsoil for their data sheets which contain code compliant #'s for your applications.
I looked up AMSOIL'S flash point on the 0/20 Sig Series, shows 428F. Lucus shows 430F. I guess if your oil is getting that hot and flashing at either 428 or 430, your engine is in trouble.
It might have some PAO in it. PAO has a higher flash point than Group III and significantly higher than GTL or conventional base oils. I'm not sure if it actually does or doesn't, but that could certainly be a possible explanation.
There can be hot spots in an engine, but yeah, that kind of temp would be trouble. Pennzoil's lower flash point is still adequate and well above what the oil should see in a healthy engine.
Not sure what statement you're countering. Compared to a turbocharged DI engine the Pentastar is easy on oil.I have a couple data points that would counter this statement. I have seen this on multiple machines. Mine had 26K. I have switched to a mix of 5W-20 and 5w-30
It is not a roller bearing failure. It is a viscosity failure. Fails to pressurise the variable valve lift passeges correctly and the high lift cam is actuating when the low lift cam is suppose to be. The rocker lobes have inconsistent contact and it generates a fair bit of heat, ulitmately burning up the oil interface and grinding down the cam and the rocker. So yeah, I consider the 3.6L to be, hard on oil. The more I think about it. The other issue is, the high lift cam is not a roller cam but extremely similar to a flat tappet interface, which probably requires high pressure additives like found in most race oils. Post more pictures when I am not flying.
How is it not a ball bearing test? Your link provides the following.
Might be worth looking into changing after the factory 60k mile warranty is over?It is not a roller bearing failure. It is a viscosity failure. Fails to pressurise the variable valve lift passeges correctly and the high lift cam is actuating when the low lift cam is suppose to be. The rocker lobes have inconsistent contact and it generates a fair bit of heat, ulitmately burning up the oil interface and grinding down the cam and the rocker. So yeah, I consider the 3.6L to be, hard on oil. The more I think about it. The other issue is, the high lift cam is not a roller cam but extremely similar to a flat tappet interface, which probably requires high pressure additives like found in most race oils. Post more pictures when I am not flying.
Go look at test and machine that does it. The fact that the wear elements are spherical does not mean is a ball bearing.
How old was that oil? Ive seen gummed up lifters due to lack of oil changes. Isnt there also and oil pressure control valve that can fail on the Pentastar ?It is not a roller bearing failure. It is a viscosity failure. Fails to pressurise the variable valve lift passeges correctly and the high lift cam is actuating when the low lift cam is suppose to be. The rocker lobes have inconsistent contact and it generates a fair bit of heat, ulitmately burning up the oil interface and grinding down the cam and the rocker. So yeah, I consider the 3.6L to be, hard on oil. The more I think about it. The other issue is, the high lift cam is not a roller cam but extremely similar to a flat tappet interface, which probably requires high pressure additives like found in most race oils. Post more pictures when I am not flying.
Its pure sliding to test film strength. Three spheres are held stationary under the medium to be tested. The forth sphere is lowered onto the center and rotated at a specific rate and pressure and time. Then the contact point wear is measured.
