Oil vesocity for 6.7 powerstroke
Looking at the specs for the 6.7, it says 10w30 for normal use. Also see that 5w40 synthetic can be used in severe duty apps. Has anyone switched over to 5w40 for normal use? Does it hurt to do so? I ...
Forum Discussion
Agree with Niner and note that most don't understand how this type of journal
bearing works
The journal bearings on the crank (both to the block and to connecting rods) use
a film of engine oil to 'float' the parts from touching (metal to metal)
With the ever higher torque values of todays engines...it wants to squish out the
oil and go metal to metal
By design, the journal bearing area (dia and width) is calculated to have enough
resistance to squishing out the oil at the specifications the OEM lists...plus
some level of margin
Going higher than the OEM spec torque...has the design margin 'consumed' or you
are into using up that margin...key is how much margin was there and how much
are you into that margin
Going metal to metal...depends how much torque there was when going metal to metal
Not going to fail that instant, but will sooner than later...as going back to
normal driving will have the float come back and the scaring will be hidden in
that float...unless the scaring is high enough
I've rebuilt engines where during the tear down and find lots of scaring, but
that is with boy racer drivers/engines...where as today's engines and the
abundance of tuners out there...this is happening often...but again, hidden
in the float of oil
bearing works
The journal bearings on the crank (both to the block and to connecting rods) use
a film of engine oil to 'float' the parts from touching (metal to metal)
With the ever higher torque values of todays engines...it wants to squish out the
oil and go metal to metal
By design, the journal bearing area (dia and width) is calculated to have enough
resistance to squishing out the oil at the specifications the OEM lists...plus
some level of margin
Going higher than the OEM spec torque...has the design margin 'consumed' or you
are into using up that margin...key is how much margin was there and how much
are you into that margin
Going metal to metal...depends how much torque there was when going metal to metal
Not going to fail that instant, but will sooner than later...as going back to
normal driving will have the float come back and the scaring will be hidden in
that float...unless the scaring is high enough
I've rebuilt engines where during the tear down and find lots of scaring, but
that is with boy racer drivers/engines...where as today's engines and the
abundance of tuners out there...this is happening often...but again, hidden
in the float of oil
