GM recalls 721K trucks with 6.2L engine

[sd455dan]

My Toyota Land Cruiser calls for 0W-20. It's a 5.7 V8 engine. It's fine. The 5.7 is known for being bulletproof.

It's not the oil, it's the internals. The thicker oil is just a band-aid.

Again, this motor has been in GM cars and trucks for over 20 years. Roller lifter engines are not holding up to the old design of flat tappet engines. That is not the oils fault.

like much of the above GM had reports the cranks bearing surfaces were not finished to a quality finish. A micro polished crank is almost as reflective as a mirror.

Roller cams should actually hold up better minus having such a high number of roller bearing pins that can actually fail. They pulled the ZDDP out of oils and that has damaged, shortened the life of or killed many flat tappet cams and lifters of older engines. Going to thin oil was not about wear protection, it was done to eek out another % or two of MPG for Corporate fuel mileage standards and not also slowly kill Catalytic converters. Of Course jmo.

Chrysler Stellantis specced that thin weight oil for many of their engines. my sisters V6 wrangler started using a quart in 500 miles with that 5W-20 oil @ all of 36000 total miles. About ten years ago we all decided to just switch it to 5W-40 T-6 and everything improved instantly. MPG, oil use dropped to under a quart, between oil changes, and the engine runs quieter as well. More than a decade of 5W40 use and it runs great.

The Ford F 150 i picked up recently started to rattle when fully warmed up on hot days at low idle in reverse. ( $1K -not complaining) Cam phaser rattle. We dumped the factory water viscosity oil out and put in just 10W-30. Noise gone and hasn't come back. I despise that thin oil. If it was minus 40* out everyday I would probably be singing it's praises.

 

[Jstpssng]

sisters V6 wrangler started using a quart in 500 miles

They had one V6 (3.8?) which was junk, and started using oil as you describe; too often, just after the warranty ran out.

 

[Hay Dude]

They had one V6 (3.8?) which was junk, and started using oil as you describe; too often, just after the warranty ran out.

We vbought a Wrangler Rubicon new in 2020 and were advised to buy the “junk” V6. The other option was the turbo 2L. Nearly everyone told us the 2L was crap and the V-6 was a proven reliable engine. Even a TBN member wrote a 3 paragraph warning anyone who bought the 2L turbo was a fool and the 3.8L V-6 was “bulletproof”…..
I went against conventional thinking and went with the turbo 2L. 70,000 miles later it runs like a top. Never any issues with it and it’s a spunky little bugger. It’ll hold its own with a car.
Conventional thinking and going with the crowd usually results in dissatisfaction.

 

[Dan Hunter]

Engine factory debris? Baloney.
Manufacturing debris is caught in the oil filter with the first few hundred oil passes, which happens before you even take possession from a dealer.
I read there’s a manufacturing defect in the rods, and or crankshaft.
Funny thing is, the engine code they will fail for, is , crankshaft-camshaft mis-synchronous, which isn’t a camshaft, crankshaft responsibility.

In any case, specifying a higher viscosity oil on engines not flagging crank-cam sync issues, is certainly not a fix, and it’s not a “fix” for engines not built from faulty rods, or crankshafts.
It only speaks for GM trying to band-aid, an engine design flaw, by masking it with requiring thicker oil at temperature

I saw a video from a guy that's had a few of these engines apart and what he found was the material on the piston that secures the circlip for the piston pin had broken free. I've never hear of such a thing.

 

[deezler]

I saw a video from a guy that's had a few of these engines apart and what he found was the material on the piston that secures the circlip for the piston pin had broken free. I've never hear of such a thing.

That dude is wrong though, IMO. After an engine grenades, you can imagine up many different initiation points as the cause. When a rod bearing seizes and throws the rod through the block, the piston and wrist pin suffer a lot of damage. The rod goes all catty wampus (sp?) and the circlip (wirst pin retainer) can easily get pounded out. Very, very rarely the initial site of an engine failure.

 

[sd455dan]

I Agree on the cam crank phase timing being used as determinative is kind of a Joke. More likely cam chain stretch to set that code.

For the phase to change solely by bearing wear clearance increases the pistons would most likely already be hitting the heads because of the increased bearing clearances.

Most of the engines referenced never got loose they were on the tight side and the material being stripped off seized them up. again jmo.