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Ford did what was needed.
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I remember Valvoline had a video or article ,that they made a special Oil /Blend ? for direct injection engines , because of the possibility of carbon deposits on the Valves . I will have to look into it , but I don't remember where I viewed or read it , it was a year ago or so , soon after we purchased the BS . Not sure if it was just a marketing ploy or real change in additives to help keep Valves clean .
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source of the blow-by gasses
https://www.performancetrends.com/Definitions/Cylinder-Pressure.htm
watch the gauge on a compressor tank
steadily rises until
limit switch triggers motor stop
relief valve pops
tool usage
it's the cumulative build up of gases that get you there
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Auto manufacturers work hand-in-hand with oil manufacturers in developing standards. The most recent oil standards address (in part) valve contamination concerns via lower volatility, which is an oil's tendency to evaporate. This is the primary reason that Ford's recommended oil requires at minimum a synthetic blend.
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re: breather
Fords hands are tied
dictated by emissions
I can utilize options which they are restricted from using
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Cylinder pressure and crankcase pressure are 2 entirely different things. The cylinders are designed to contain very high pressures. The crankcase is not designed to hold much, if any, pressure.
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absolutely
just added to illustrate the source
but picture this if you would
crankcase is sealed
only release mechanism is to allow gas exit thru PCV line
good so far?
boost has initiated a closed PVC valve
no matter how minuscule blow-by may be it adds up
inch by inch, step by step.........
the only way out is to match and overcome boost
boost is what 14-15 psi?
coolant pressures 13ish?
case should be able to take those blow-by numbers
>edit<
or as I questioned earlier
does it re-route back through the fresh air intake?
I'd have to research that one a bit before forming an opinion
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If the PCV was failed shut, the crankcase would build some pressure but there are places that would open before the pressure ever built to "boost" levels. As I said before, the first failure point that comes to mind would be crank seals. Most things in the crankcase are just sealed to contain liquid at atmospheric pressure.
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not sure if your going for the epic troll or you're being genuine
but I'll play along one more time
"If the PCV was failed shut"
normal PCV operation includes being shut
no vacuum boost
the door is closed
last attempt
Erics (boost) got a fridge (manifold) mostly full of beer
says to Kong (crankcase vapors) c'mon over we'll tip a few
Eric (boost) says the door (PVC check) is open
door (PVC check) operates one direction only towards beer
the Bronco gods decide to stomp on the gas
vacuum ceases
blow-by occurs meaning Kong and his pals start showing up
Eric (boost) freaks and slams the door (PCV check)
Eric (boost) leans on the closed door hard
Kong (crankcase vapor) pushs to no avail
Eric has been sucking down the beers for some time
he has Kong beat by quite a few pounds
but wait
Kong buddies (more crankcase vapors) start piling up
with the promise of refreshments they all pile on the door
Eric (boost) no match and overpowered gives way
the door (PCV check) opens to raucous laughter
beeline to fridge (manifold)
out of curiosity
what psi values are you looking at for boost?
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Sorry Kong, with all respect, Iām done. Was not trolling but for whatever reason I cannot convince you that the crankcase will never develop more than a minor increase in pressure. For whatever reason we are not communicating in a way each other can grasp and both believe the other side is trolling.
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Thanks, I'll have that beer now
Tweaking engines is what motorheads do,, granted some tweaking is a waste of money and offers no more gain than if it hadn't been done at all. Still there is a certain satisfaction working on an engine and seeing some, even a miniscule amount of performance or milaege gain, imagined or not. It's a man thing, like a woman driving all over town to save two dollars on a shirt but use $10 of gas. Doesn't make sense but feels good)
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True, Iāll buy that,
BUT !
If what you say is true then how did all my unmodified engines,
4 Fords, plus many others ALL make it past 300,000 miles with out anything but normal servicing ?
My higher numbers,
384,000 when totaled was running great,
304,000 when sold running great
164,000 with only air filter, oil changes and still on the original iridium spark plugs, running like new. My Ford salesman bought it from me.
My Toyota 2.7Ltr 4 banger
528,000 miles. It was getting weak. Ya think !
Sounds like you do maintenance to the 10th power, plus you must have good engines to start with. I've had bullet proof engines that kept on going long after the chassis was ready for the scrape heap. In the end good maintenence is key. The combination of maintenance and supplementing a good engine with lets say better than OEM parts can still get you to infinity and beyond numbers like u got and also get a few more mpg or hp at the same time. I don't know how long my 1.5 will go before it gives up but until it does I really enjoy tweaking here and there. So far it's paid off just in milage gain. I can only speak for the 1.5 but in my experience all engines, at least the mass produced ones for the masses really respond to post manufactured add ons, both internal and external. Now days add in the programming tweaks and together you can jazz up a great engine into an even better one. Problem is the aftermarket hasn't really caught up to the newer Fords. There's some good stuff out there but I think there's room for much more. I can't wait to see what it is as I've ran out of things to do to it)
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