That's a high-five.
Nothing could have been more brutal on engine oil than my former ride: a Merkur XR4Ti with its cast-iron head and block, modded w/forged pistons mated to cylinders bored-out .20, a "conservative" Motorsport high-lift camshaft, studs on the block and a wastegate bypass that upped stock turbo boost from 13.5psi to 19psi -- delivered by my (also) cast-iron GarrettAiresearch TO3 ... and no hood louvers.
And 12 Texas summers with air temps that routinely hit triple-digits and road-surface temps hitting 150 ... 160 ... hotter than hell.
When I traded-in my XR4Ti at 196,000 miles for my CSVT, oil-consumption for a turbo-car was still nominal. There was no trace of blow-by, no loss of compression whatsoever. Two months earlier, at its last emmissions test, the engine was still so tight, emissions registered next-to-nothing. The T03 was still boosting hard and strong -- no smoke, no bearing whine, no nothing. The CarMax appraiser was so amazed by this (and also motivated to make a deal, because CarMax had yet to turn a profit at that time), he overvalued my XR4 by 4X wholesale, which allowed me to drive away in a 1998 CSVT w/17K on the clock at an on-the-road (TT&L) purchase price of $16,700.
CarMax was a motivated seller. By preserving and extending the life of my XR4's entire powertrain to an amazing degree(Amsoil gear-lube was in the diff from Day One, too), I was able to make a great deal on my CSVT.
Looking for another CSVT
~Blas~