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DURATEC Performance (2003-2007) The place to chat about any Duratec 23, 23E, and 20 engine performance, tuning and exhaust related upgrades.

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Old 08-03-2012, 11:53 PM   #51
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I'll stick w/ 5w20 Mobil1 w/ a FL842 filter.
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Old 08-04-2012, 02:10 AM   #52
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Heavier oil should be run when the car ages. If you have 125K+ on the car, run 5w 30. If you just rebuilt the engine, run 5w 20. More worn out parts need better lubrication to resist further wear.
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Old 01-14-2017, 10:40 AM   #53
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Sry to revive this old thread.

What oil would you use on a turbo Duratec forged (pistons and rods) making around 300whp? Here in my city ambient temps are around 86 to 105F most part of the year, it's very hot. I'm running a 15w40 viscosity, should I go thicker?

Thanks
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Old 01-14-2017, 10:42 AM   #54
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Sry to revive this old thread.

What oil would you use on a turbo Duratec forged (pistons and rods) making around 300whp? Here in my city ambient temps are around 86 to 105F most part of the year, it's very hot. I'm running a 15w40 viscosity, should I go thicker?

Thanks
Whats your clearances? stock pump? I for sure wouldn't go thicker......
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Old 01-14-2017, 10:50 AM   #55
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Whats your clearances? stock pump? I for sure wouldn't go thicker......
Clearances are stock, stock pump. I have some piston slap when cold, when hot it's gone, no piston slap.
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Old 01-14-2017, 06:28 PM   #56
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I use the mobile 50 in the summer and 40 in the winter , all synthetic

The piston slap isnt from the oil and thicker oil wont correct it , you either have over heated the pistons as some point and they have collapsed ( skirts ) or the bore was done to big and the piston is slightly loose when cold and the piston swells when hot and the noise goes away

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Old 01-15-2017, 11:20 AM   #57
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Originally Posted by 1turbofocus View Post
I use the mobile 50 in the summer and 40 in the winter , all synthetic

The piston slap isnt from the oil and thicker oil wont correct it , you either have over heated the pistons as some point and they have collapsed ( skirts ) or the bore was done to big and the piston is slightly loose when cold and the piston swells when hot and the noise goes away

Tom
The pistons are fine, I checked the skirts diameter before installing then, same measures as new, these pistons are a little smaller than the stock ones, it has 87.42mm and stock has 87.48mm, bore is 87.50mm.
Do you use 50 oil mineral or synthetic?

Thanks Tom
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Old 01-15-2017, 04:57 PM   #58
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Synthetic only

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Old 01-19-2017, 07:21 AM   #59
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Pistons collapsing-more conventional wisdom bullshit. Pistons don't collapse. They can wear of course and what they do like lightning when overheated, wear the crap out of the thrust faces as they try to stick in the bore. At that point they are trying to seize up, what 2 strokes commonly do.

Any piston going so far as to 'collapse' is borderline breaking up in pieces at any second. They don't just collapse to a point and then stop and even more so with a forging.

ALL pistons swell when hot, some are just tightly controlled, it depends on the aluminum alloy used and how much silicon in it. Straight aluminum swells at 3X the rate of an iron block, the piston structure is altered in design to control it as well as the silicon amount.

Numbers quoted there could have around .004" piston-to-wall which could possibly rattle a bit cold. A little is fine and can run forever.

I've run them at up to .008" and some rattle but the engines lasted forever. The key is matching the boresize to the aluminum alloy.

Single weight oil can run fine in those Brazilian temps, I run 30 and 40 (summer) straight here in stock engines in Texas. Can't kill 'em. It's not even synthetic.
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Old 01-19-2017, 09:36 AM   #60
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LOL , a Forged piston when over heated can/will draw in on the skirts ( collapse ) causing it to be slightly smaller to the point you get some piston slap

This is from Probe and I can find you dozens more like it , I did a copy and paste so it wasnt taken out of context

A: Probe FPS Forged Pistons are designed for heavy duty and high performance use when the application requires a piston that is stronger than a Cast or Hypereutectic Cast Piston. They are suitable for heavy duty, high performance street and some race applications. Compression ratios are similar to factory applications and weights are generally lighter than the TRW equivalent. The FPS series is manufactured using the same ultra-modern machining techniques as the SRS and series pistons.

FPS - Technical Summary

Forged of VMS-75 High Silicon Aluminum for lasting performance.
Light weight forging design is typically about 70 grams lighter than TRW’s.
CNC Diamond machined skirts and ring grooves for increase power.
Tight piston to wall clearance design for better ring seal.
Reinforced piston skirts to eliminate piston skirt collapse.
Radial Anti Detonation Grooves reduce detonation by clipping pressure spikes.
Pressure Equalization Channel enhances ring seal, making more power and increasing fuel economy.
Increased valve relief depth for high performance camshafts.
Offset wrist pins for reduced noise and lasting operation.
Stock size rings grooves and press fit piston pins.

Probe SRS Forged Pistons are designed for performance and race applications where a strong, lightweight forged piston is an advantage. With well over 200 part numbers now in stock for popular Chevrolet, Ford, Chrysler, and Sport Compact applications, the SRS Series are a full-featured piston and are extremely popular for use in street and most racing combinations.
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