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have you stuck with dealer oil changes since then? I made the same switch after getting tired of crawling around under the truck, but I’ve found some dealers are way better than others about getting you in quickly. Curious if yours has been good about scheduling or if you’ve had to look elsewhere for quicker turnaround. -
By cherryred21duramax · Posted
Thank you. I am set on a 3.0 Duramax as my previous truck with a Ford Ecoboost had just as many, if not more, "common" issues. Cam phasers, timing chain issues, 10-speed valve body and CDF drum, emissions issues, etc. So I figured, why not get 2x the fuel mileage (these things got 27+mpg on every mixed city/highway test drive I put them through) and better towing capability with resale value to boot? My minimum, shortest trip will be 50 miles 1-way and I regularly go out of state with a travel trailer. I'm planning on using this for a marketing/event promotion business also, which would require regular towing of trailers for bands, DJs, sound and lighting gear, along with my personal camera gear for filming events. Looked at other trucks in the $30k+ price range but the issues seem to be everywhere, plus too many with gaudy mods. I'm literally sticking with RWD trucks because they tend to be actually used as trucks, vs. the 4x4 models I've seen with unsafe lifts, huge tires, and general mods that would affect reliability (I'm wondering if some of them were tuned, hence the aggressive throttle response and hard shifting). So my goal is to find a stock, 3.0 with 1 or 2 owners, in good physical condition, and decently well maintained. Can't seem to find that up here, everything in the $27-30k range has had multiple owners, smoke smell, issues, or body damage. Or the ridiculously modified trucks with 80k miles for under $27k but lots of problems... -
That’s pretty tough Grumpy. I reread the previous few posts. They all reference oil changes. Much like your last thread. In my humble opinion it keeps things interesting. -
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By Grumpy Bear · Posted
Engine Wear and ISO 4406 1.) Cold Starts. 2.) High Particle Count. 3.) Low operating temperature viscosity and high low temperature cranking viscosity. 4.) Depleted AW, Friction and Acid packages. 5.) High engine load. https://me.caltexlubricants.com/en_me/home/learning/from-chevron/heavy-duty-diesel-vehicles-and-equipment/The-Importance-of-Clean-Engine-Oil-and-Its-Impact-on-Equipment-and-Business-Performance.html High particle counts have five sources. 1.) They are manufactured within the engine. Both wear debris and amalgamation of degradation products and combustion driven soot (worse in GDI). 2.) They are ingested via intake air. Ever hear the best oil filter is a good air filter? 3.) They are entrained in the fuel. 4.) This one is insidious. They are introduced in 'fresh oil'. 5.) They are introduced during the oil change. ISO 4406 is the test that measures and quantifies the combine effects of all of the above particle related issues. You can mitigate your way into multiples of engine life by being attentive to them all. https://www.hyprofiltration.com/blog/is-new-oil-clean (from the link above) [Quote] What Is the Recommended ISO 4406 Cleanliness Code for New Oil? A good upper limit for new oil cleanliness is 16/14/11 (ISO 4406). Typical new oil usually has ISO codes of 19/17/15 or worse, which is far too dirty for sensitive components. This can be a major cause of degradation and premature failure. [Close quote]. Source of graph: Machinery Lubrication (GM Study)
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