I'm going to throw a wrench into the works here. Not to be an antagonist, but, because I'm not convinced the issue has been properly approached yet, and, having written off my SVT and found another with a blown motor I considered going the 3.0L route. After very little research it became apparent that the same spun bearing problem is cropping up in 3.0L hybrids and non-hybrids. I'll be posing my thoughts as questions as opposed to statements of fact because they are simply my rambling thoughts and queries.
The issue of oil system inadequacy has been theorized about to a great extent but I've yet to see any concrete evidence to that effect. What is apparent is that the level of connecting rod failures (typically spun bearings) is way above normal levels. It would appear that the level of main bearing failures may be above normal also (albeit to a lessor degree). I can't see any flaws in Terry's logic posted below, if someone has concrete thoughts contrary to his statement, I'd appreciate hearing their ideas.
Originally posted by btrautman:
Posted by Terry Haines...BUT if it were oil starvation that caused spun bearings 'due to design' then an engine would have it 'from new'....This is a progressive thing...most engines spin rod ends between 65-85,000 miles...if it had 'bad lube'/bad pan/oil retained in heads etc etc it would have been like that FROM NEW!....
In support of Terry's assertions, I think most of these failures are coming well into the lifecycle of these motors. That doesn't mean that there isn't a comulative effect that gradually takes out the bearing but, there is no denying that if the problem is a design one than it would therefore be present from new.
I'd also suggest that the record of Bob Bondurant's Racing School SVT Contours appears to be fairly good. I don't have info on the entire fleet but as of 02/2004 they had three SVT Contours and none have had an engine failure. Two have had their trans/diff replaced but I repeat none have had an engine failure. Surely, we can't be suggesting that street driven SVT's w/spun rod bearing would have been exposed to more frequent high G loads than these vehicles. All 3 are 98's and one with over 14k (this would be virtually all track miles)is serial # ...WK100012!!! It is my understanding that none of these vehicles have any sort of Accusump system, but I don't know for sure, perhaps someone else out there could add to this.
Our motors really don't have alot of racing background in NA compared to Europe so perhaps our fellow enthusiasts across the "Pond" could let us know if there has been a problem with spun bearings there and if they typically do or don't use any system like the "Accusump" one in the BTCC where I believe the Mondeos were quite abundant.
Originally posted by Sandman333:
Could the apparent lack of oiling problems in the 3.0L engines also but due to them being used in vehicles not likely to see high lateral G-forces (Taurus), or being mounted longitudinally (Escape)?
This appears to be no longer the case. My mechanic alone, has seen atleast half-a-dozen Escape 3.0L's with spun bearings in as many months. One had 4 bend rods!
Aside from the Zircon issue, there appears to be an issue of some failed rod ends being measured larger in size than stock. Does anyone know, for a fact, if this is something that could happen at the time of failure as a result of the failure.
Regarding the Zircon issue, while I completely follow Demon's logic that if it were due to a contaminant that the first place that would likely be affected would be the mains, followed by the rods next in-line, rather than those last in-line. This would make sense if the Zircon was large enough to "catch" on the main bearings or to fall out of suspension at that point. I have no idea what sizes we're dealing with here. Does anyone?
I also don't have my SVT Manual handy so perhaps someone can fill me in on the tolerances for the mains and the rods. Sometimes mains have more room than the rod bearing. The larger mains actually can be more forgiving of contaminants than the smaller rod bearings.
It is also possible that if there is "casting" sand finding its way into the oil that it creates a problem at the last bearing (does anyone know if these particles are small enough to go all the way through the system and finally be caught in the oil filter?
Finally, the absence of sand particles in the filter or in an oil analysis may not prove anything. If these particles are small enough to get all the way to #6, then the problem may be a cumulative effect that merely accelerates the wear at that bearing and the evidence could have been flushed from the oil/filter/system at some previous time but the damage had been done and the subsequent failure was a result of that previous damage.
I think a forgot to ask questions like I said I would and just rambled on. Hopefully this makes sense. (I've discovered that I sustained a concussion when I wrote-off the SVT and now have Post Concussion Syndrome - fancy phrase for saying my thinks is all mixed up - hopefully not too much of that here 
)
Regards, Alan 
