After another 2200 miles, the coolant-indicating numbers are the same, but the oil interval was 1000 miles longer. To me, it indicates that this engine can finish its service life with 2,000-mile oil changes. Blackstone report attached.
Other thoughts:
1) The heater core is now producing heat at about 80% of its original capability. I'm planning to replace the heater core and flush the coolant once more to make it safer/more comfortable for Winter driving.
2) If you have this 2.5 SkyActive engine, I would urge you to send your used oil for sampling at every oil change. Catching it (relatively) early saved major damage to my engine.
3) For those whose UOA already indicates high Iron shedding, I would advise a FilterMag be attached to the oil filter. This will only catch Ferrous metal but will capture tiny amounts that can pass through the oil filter. Ferrous metals cause the most damage inside the engine. (A regular magnet won't work; only rare-Earth magnets retain their strength as temperature rises).
4) One thing I wish i had thought of before using the Head Sealer is re-torqueing the cylinder head bolts. I recently saw a Subi engine that failed due to this. I realize they are completely different engines but I believe this one was modified for higher-compression. At 13:1 (US engines) and 90,000 miles, I believe it is worth considering.
Has anyone checked the torque on head bolts for the 2.5 non-turbo SkyActive?
Do any of you Gurus know the torque spec and tightening sequence?
Once I find this information, I'm planning to start well-below the spec, increase incrementally, and determine which ones ones are loose (if any), and by how much. Of course, I'll share my findings immediately.
Other thoughts:
1) The heater core is now producing heat at about 80% of its original capability. I'm planning to replace the heater core and flush the coolant once more to make it safer/more comfortable for Winter driving.
2) If you have this 2.5 SkyActive engine, I would urge you to send your used oil for sampling at every oil change. Catching it (relatively) early saved major damage to my engine.
3) For those whose UOA already indicates high Iron shedding, I would advise a FilterMag be attached to the oil filter. This will only catch Ferrous metal but will capture tiny amounts that can pass through the oil filter. Ferrous metals cause the most damage inside the engine. (A regular magnet won't work; only rare-Earth magnets retain their strength as temperature rises).
4) One thing I wish i had thought of before using the Head Sealer is re-torqueing the cylinder head bolts. I recently saw a Subi engine that failed due to this. I realize they are completely different engines but I believe this one was modified for higher-compression. At 13:1 (US engines) and 90,000 miles, I believe it is worth considering.
Has anyone checked the torque on head bolts for the 2.5 non-turbo SkyActive?
Do any of you Gurus know the torque spec and tightening sequence?
Once I find this information, I'm planning to start well-below the spec, increase incrementally, and determine which ones ones are loose (if any), and by how much. Of course, I'll share my findings immediately.