706 replies to this topic

[fezzasus]

 

There's no difference between mineral and synthetic oil, especially since Castrol went to court in the early 90's to have mineral oil also sold as synthetic. There is no performance difference as they are all formulated to the same performance requirements. The idea that mineral oil should be used for running in is hocus.   FYI. The running in procedure for an engine test evaluating valvetrain wear and cylinder polish (thus requiring minimum wear through break in) is as follows:   2500 rpm 5 Nm torque, 5 min 4200 rpm, 100 Nm, 5 min 4200 rpm full load, 5 min 4200 rpm, full load, 35 min

Yes, that's all wonderful theory, but his run in procedure didn't work. Now we are trying to help the OP move forward with real life practical help.

 

 

It's not an issue with run in. It's not glazed bores (have a think where the oil would end up with glazed bores?). Finally it's not a thoretical run in, it's what every oil tested for approval and use in cars in the last ten years has been subjected to.

 

However don't let the facts get in the way of a good personal attack. 

Edited by fezzasus, 01 October 2015 - 06:56 PM.

[stevey.d]

There's no difference between mineral and synthetic oil, especially since Castrol went to court in the early 90's to have mineral oil also sold as synthetic. There is no performance difference as they are all formulated to the same performance requirements. The idea that mineral oil should be used for running in is hocus.   FYI. The running in procedure for an engine test evaluating valvetrain wear and cylinder polish (thus requiring minimum wear through break in) is as follows:   2500 rpm 5 Nm torque, 5 min 4200 rpm, 100 Nm, 5 min 4200 rpm full load, 5 min 4200 rpm, full load, 35 min      

Out of interest is this the procedure for petrol and diesel engines. Normal and forced induction?

[stevey.d]

There's no difference between mineral and synthetic oil, especially since Castrol went to court in the early 90's to have mineral oil also sold as synthetic. There is no performance difference as they are all formulated to the same performance requirements. The idea that mineral oil should be used for running in is hocus.   FYI. The running in procedure for an engine test evaluating valvetrain wear and cylinder polish (thus requiring minimum wear through break in) is as follows:   2500 rpm 5 Nm torque, 5 min 4200 rpm, 100 Nm, 5 min 4200 rpm full load, 5 min 4200 rpm, full load, 35 min      

Double post

Edited by stevey.d, 01 October 2015 - 07:22 PM.

[MartinS]

I have logs and power runs etc and they've been looked at by experts and I've tried most suggestions but there is a point at 7000 that the power just totally drops off a cliff.

I cant do many of the things suggested so have been waiting on a reply from Vocky to see if we can check these things and add a condensing catch tank as well.

 

I appreciate all your help.

 

Martin

 

Edited by MartinS, 02 October 2015 - 06:29 AM.

[fezzasus]

 

There's no difference between mineral and synthetic oil, especially since Castrol went to court in the early 90's to have mineral oil also sold as synthetic. There is no performance difference as they are all formulated to the same performance requirements. The idea that mineral oil should be used for running in is hocus.   FYI. The running in procedure for an engine test evaluating valvetrain wear and cylinder polish (thus requiring minimum wear through break in) is as follows:   2500 rpm 5 Nm torque, 5 min 4200 rpm, 100 Nm, 5 min 4200 rpm full load, 5 min 4200 rpm, full load, 35 min      

Out of interest is this the procedure for petrol and diesel engines. Normal and forced induction?

 

 

This is diesel, so 4200 rpm is close to max. Procedure is the same for NA gasoline, however with a higher rpm (take approx 70-80 % max rpm)

[fezzasus]

Suggest you change the PCV valve. This is the correct part code http://www.ebay.co.u...=item1c5a14159b

 

Actually, it's much cheaper here: http://www.vauxhallworldparts.com/ part number 55557180

Edited by fezzasus, 02 October 2015 - 07:17 AM.

[Sutol]

 

 

[color=rgb(40,40,40);font-family:helvetica, arial, sans-serif;]......and add a condensing catch tank as well.[/color]

but before that find out why your oil wants to leave your engine in a hurry.

[CHILL Gone DUTCH]

Suggest you change the PCV valve. This is the correct part code http://www.ebay.co.u...=item1c5a14159b
 
Actually, it's much cheaper here: http://www.vauxhallworldparts.com/ part number 55557180

There should be plenty of these knocking about as they came with the engines

[smiley]

Martin; was the oil problem this bad before your cat problem back in august?

 

[vocky]

 

Suggest you change the PCV valve. This is the correct part code http://www.ebay.co.u...=item1c5a14159b   Actually, it's much cheaper here: http://www.vauxhallworldparts.com/ part number 55557180

There should be plenty of these knocking about as they came with the engines  

 

all the inlet manifolds were binned, is it even the same part number ?

 

Martin; was the oil problem this bad before your cat problem back in august?

 

 

I believe it started after that track day

[Exmantaa]

I have logs and power runs etc and they've been looked at by experts and I've tried most suggestions but there is a point at 7000 that the power just totally drops off a cliff.

I cant do many of the things suggested so have been waiting on a reply from Vocky to see if we can check these things and add a condensing catch tank as well.

 

I appreciate all your help.

 

Martin

 

 

I saw some of his logs and powerruns, but nothing obvious to spot on those:

- MAP/boostpressure is constant, around 180KPa, even after his torque drops @7K... (180 is ok for a stage 2+ and no indication for excessive exhaust pressure/clogged cat)

- Ignition advance hovers around 18°-19° up top...

- No ignition/knock retard to speak of...

- Lambda (No Wideband) stays around 1.0v, so this indicates to a rich mixture and no fueling problems...

 

Bit stoked on this one, but his oil consumption is massive and indicates to something very wrong in the engine.

All our Dutch 2.0's run with the stock LSJ pcv set-up; stock pcv valve in the manifold and the valve cover hose routed back to the intake before the throttlebody. It can be improved and for sure there is some oil going to the intake manifold with heavy use, but I have not heard of over excessive oil consumption. (Smiley?)

[Exmantaa]

 

 

Suggest you change the PCV valve. This is the correct part code http://www.ebay.co.u...=item1c5a14159b   Actually, it's much cheaper here: http://www.vauxhallworldparts.com/ part number 55557180

There should be plenty of these knocking about as they came with the engines  

 

all the inlet manifolds were binned, is it even the same part number ?

 

 

Exact same pcv valve in the SC intake manifold...

[smiley]

 

 

Martin; was the oil problem this bad before your cat problem back in august?

 

 

I believe it started after that track day

 

 

Oh dear.

Could have something get damaged due to to much back pressure when that old cat collapsed?  

Edited by smiley, 02 October 2015 - 08:17 AM.

[smiley]

 

but I have not heard of over excessive oil consumption. (Smiley?)

 

 

Not in mine no.

Usually need to top off about 100 to 200 ml after a trackday, and i think most (if not all) dissapears via the breather.  

[CHILL Gone DUTCH]

There was enough back pressure to burst the flexi joint Hence the change of down pipe at zandvoort But this was the second failure of the original exhaust as Martin had the flexi replaced just before zandvoort trip ( probably same problem )

Edited by CHILL Gone DUTCH, 02 October 2015 - 08:18 AM.

[Exmantaa]

Was that something that happened before LOT Zandvoort where you installed the "Dutch special" cat section under the car?

 

Some quick chronological history could help here...   

[CHILL Gone DUTCH]

Was that something that happened before LOT Zandvoort where you installed the "Dutch special" cat section under the car?   Some quick chronological history could help here...   

The flexi was replaced by Martin before trip to zandvoort ( in England ) And had blown again the day before track day Where we put the Dutch special down pipe on

[CHILL Gone DUTCH]

We al thought the CAT collapsing caused the back pressure on the original exhaust The question is where did the back pressure go before blowing the flexi out

[fezzasus]

hmm, more reason than I thought to conduct a compression test. 

[CHILL Gone DUTCH]

hmm, more reason than I thought to conduct a compression test. 

😜 I'm sure this is at the top of martins list