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Do you know, is this perhaps the testing that led Ford to make the changes to the 2001 engines that David mentioned???
97 SE MTX, KKM, UR UDP, 19# Injectors, SVT TB, SVT UIM, SVT Flywheel, Grizzly Street Clutch, Upgraded motor mounts, mystifed precats, brand new main cat, SVT exhaust sans resonator, 205-55-15 Dunlop SP5000's 154hp / 156 tq before the SVT exhaust, SVT dual honed upper and swapping the mystery main cat for mystery precats. My Profile
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Joined: Jun 2000
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I do overfill as well...but terry's "crank whip" theorey sounds better to me. Did you know the crank in our engines was shortened before it went into production? No redesign, just shortened. Did you also know these things don't happen over in the UK? What to they have in the UK that we don't? A dual mode damper...meybe terry whill chime in on this.
1999 Silver Frost SVT
#609 of 2760
Born on 12/3/98
KKM Intake
Removed Resonator
35% Window Tint all around
Tinted Tail Lights
ElKy Mesh Grilles
HID
Dyno'ed at 175.3HP/155.5TQ
"How much must I live through just to get away..."
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Joined: Jun 2001
Posts: 2,375
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Could be- I dunno- mabey ill ask him- im calling him in about 15 min-
BTW- something to think about for fun-
when Ford was having the new Mondeo preproduction testing done at Ford for Ford of Mexico- the Zetec 4 cars where faster than the Duratec 6 cars- HA HA - thanks to Roush for helping out on that one!
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Joined: Aug 2001
Posts: 244
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IIRC, at Spring Zing, Terry offered the opinion that crank whip was destroying the bearings causing metal to clog the oil lines. Caused by said redesign and dealt with by said DMD.
Scott
96 SE, MTX, BAT 22mm rear anti-sway bar, BAT springs and Spax struts
96 Caprice, 9C1
Rayon is made of wood!!!
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Joined: Apr 2001
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Originally posted by TheGreatOne:
I do overfill as well...but terry's "crank whip" theorey sounds better to me. Did you know the crank in our engines was shortened before it went into production? No redesign, just shortened. Did you also know these things don't happen over in the UK? What to they have in the UK that we don't? A dual mode damper...meybe terry whill chime in on this. This does happen in the UK.. it's the trannies that don't blow up over there. However it is the UK that designed the dual-mode damper to correct the crank whip and supposedly this doesn't happen to the motor equiped with this damper.
Dave Andrews
Black&Tan 2000 SVT 225 of 2150
Bassani.. UNCORKED
davelandrews@comcast.net
"Nothing is so firmly believed as what we least know." -Montaigne
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Joined: Jun 2000
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The two problems are NOT mutually exclusive guys...
I listened to Horse and added extra oil. I believe what he said about the Roush findings. It is consistant with all that I learned about the problem from several racers (why does accusump solve the problem when extensive pan modifications do not?)...
I think the crank whip is real too (we have an OEM damper guy on the CEG for Christ's sake). What Terry says about shortening the crank makes an excellent rational for why Duratec is prone to increased harmonics related issues.
Must conclude that the spun bearing issue is MULTIFACTORIAL - BOTH are true (and explain why some failures were clearly oil starvation sounding...hard right turn/high RPM) but others were clearly not. And why SVTs have had more problems - SVT's high RPM power band encourages high REVS - which is the aggrevationg factor for both problems.
GET A DM DAMPER and AN EXTRA QUART!!!
1999 Amazon Green SVT Contour (#554/2760)
Stock SVT Duratec V6 with:
Intake- K&N filter/75mm MAF meter
Exhaust- MSDS Y-pipe/Bassani catback
Durability-Ford "dual mode" damper, Mobil 1/K&N oil filter
179.2 FWHP at 6900 RPM
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Joined: Oct 2000
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Whoa! I guess I missed that memo. This is the first I've heard about adding extra oil, so please be gentle. But... How do I know that adding that extra 1/2 quart (or quart) of oil isn't going to cause other problems? How do I detect a problem, if there is one? Sorry if the explanation is lengthy, please just point me in the right direction, and I'm not questioning anyone's expertise, here, I just need reassurance. As for the DMD.... Cha-ching! I sniff a few more sales after this thread (and probably me, included  )
"Function before fashion."
'96 Contour SE
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Joined: Dec 2000
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Terry gave an EXCELLENT explanation on the 'crank whip' and the oil starvation issue.
He felt pretty strongly that the oil starvation theory was a crock. I believe he
challenged anyone to fit ?? quarts of oil into the top of a duratec.
Anyone else remember that?
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Joined: Jun 2000
Posts: 2,586
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Got a better fix seven years 70k bumper to bumper! Whip it, blow it, I dont give a **** according to most here the cars are worthless anyway so whats the problem?
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Joined: May 2000
Posts: 2,166
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I have information that you guys might be interested in. I was browing thru the Ford Specfictications on the Duratec 3Ls and it seems Ford might have given the newer 3L engines a "bigger" oil pump.
This is the spec for a 98 Duratec 3L (Taurus)
Oil Pressure (Hot 1500 RPM) 138-310 kPa (20-45 psi)
This is the spec for a 01 Duratec 3L (Escape)
Oil Pressure (Hot 448 RPM) 310 kPa (45 psi)
According to these specs, it makes the same or more pressure at a lower RPM. Food for thought...
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