I had an '87 325 BMW with low tension piston rings and it still called for 40 grade oil.
Shhh... you'll scare away the consensus crowd.I had an '87 325 BMW with lower tension piston rings and it still called for 40 grade oil.
Same with meM1 0W-40 in my 2019 Ram 1500 5.7L in the coldest part of the winter and it didn't throw a code.
FRS asks for 0w20 and I've used euro oil (mostly 0w40/5w40) and of course it runs fine. Going to put Liqui Moly Molygen 5w40 in the Corolla for the winter.
My Pentastar oil pressure (digital) remains exactly the same going from RGT 0W20 to RGT 5W30 …On many Ford engines, for the last 20 years, a slightly higher viscosity has significant benefits with the cam phaser lifespan and timing chain lifespan. In fact, a "code" is much less likely in hot locations. Our local dealership went to 10W-40 on Modular V8's to prevent phaser warranty repairs. It eliminated the problem, 100%.
I'm running M1 EP 5W-30 (OEM is a special 0W-20) in my Jaguar F-Type, no codes, no issues. In fact, it helps prevent the known issues with rapid main bearing wear and chain issues.
There is a member here who had a code on his Chrysler product, he mentioned the oil was 5W-30. I find that interesting, because the very same engine is spec'd for 5W-30 in other applications. Someone speculated that the ECU could look at oil pressure and temp, and determine whether it's out of range.
Oil changes viscosity significantly via temperature, and temperature is not a constant either, depending on load and how long since startup, I have to wonder about all this.
Pentastar engines, like many others today use a variable output oil pump. Vane type with the outer offset is movable.My Pentastar oil pressure (digital) remains exactly the same going from RGT 0W20 to RGT 5W30 …
So that doesn’t really indicate anything IRT the grade.My 5.7 VVT Hemi occasionally throws a P1521 code using a 0w-40 or 5w20. No MIL illuminates, I think it just looks at engine oil temp vs oil pressure.
Honestly, I would think the opposite, partially for reasons discussed in MolaKule’s piston ring thread the other day. If we’re talking about sealing, a more viscous fluid will better seal the asperities on the cylinder wall, and higher HTHS will make the oil less likely to separate. I think it’s a win-win, unless all of the tricks of todays machining are used.Interesting. Low tension ring considerations make sense to me, intuitively. The VVT doesn’t…
Possibly, but I do not recall ever seeing the code pop up in the summer months, only in cold winter months.So that doesn’t really indicate anything IRT the grade.
What's the OM or fill cap say to use, 5W-30?My 5.7 VVT Hemi occasionally throws a P1521 code using a 0w-40 or 5w20. No MIL illuminates, I think it just looks at engine oil temp vs oil pressure.
5w-20What's the OM or fill cap say to use, 5W-30?
Have QSFS Euro 5w40 in my kids 5.3 but don't believe his has AFMSpecifically, anyone with a GM 5.3 using 5w30 (or heavier) instead of the 0w20 that GM specs? The engine AFM cylinder deactivation system is the only concern I have with using anything other than 0w20. It’s going to be in the 90s here most all summer. 20 weight oil?..
So it's even thrown a P1521 when the specified oil is used?5w-20
Yes in winter I use 5-20, I also have a 190 degree thermostat. I commute highway so in winter coolant temp rarely sees 190 or more. The last time I checked (last winter) I had Amsoil Signature 5-20 in there. I also have a tune so that could be an issue.So it's even thrown a P1521 when the specified oil is used?
why would it throw the code wth 5w20 though?My 5.7 VVT Hemi occasionally throws a P1521 code using a 0w-40 or 5w20. No MIL illuminates, I think it just looks at engine oil temp vs oil pressure.