Sludge

Yes - probably so. Should be very easy to tell by looking.

Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
adddress with the letter 'x')

 

Does anyone know anyone whose driving conditions would qualify as "Schedule
A". I've been driving for 40 years and have never had a vehicle where I would
say I qualified for "Schedule A".

"Schedule B" or "Severe Service" as stated in most owners manuals is a
description of normal driving conditions.

 

There seems to be a consensus that engines used to be able to tolerate a
certain amount of neglect (extended oil changes). However newer engines are
manufacture to tighter tolerances and are expected to produce more horsepower
per cubic displacement. They are also more complicated. Therefore they won't
stand up to as much abuse/neglect.

That is no reason to blame the manufacturer.

 

Well then, I'm glad my Sebrings a 2004.

BTW would you consider a check of the PCV system part of a grease, oil, filter
job?

 

Sure. But whether it is considered as part of the other maintenance
items, the important thing is that it does get checked and maintained on
some regular basis.

BTW - there's not really anything to do in the "grease" category, unless
you have a separate differential sump like on the LH cars and
check/periodically change the gear oil (if you want to call that
"grease". 8^) Only time you would have zerks is if you have certain
aftermarket suspension parts.

Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
adddress with the letter 'x')

 

Thanks for the info.

As far as grease fittings, on my Sebring, I was just using 'grease, oil &
filter" as an expression.

Now, my RAM 1500, that's a different story.

 

On the one hand, I'm glad they did something to fix the problem.

 

I disagree. New engines are built to essentially the same tolerances
(clearance-wise) as engines built from 1960 onward. Its easy to say "new
engines have tighter tolerances" but go look it up- they don't (with the
sole exception of cylinder-to-wall clearance on engines that use
hypereutectic pistons). On top of that, new engines DO have fuel
management systems that are tremendously better than carburetors. Fuel
dilution, carbon-fouling, and poor mixture distribution induced
hot-spots are all things of the past. Plus they are treated to oils that
are orders of magnitude better than what was available even as recently
as 1980. Problems are showing up only in engines where design
COMPROMISES have been made, usually to reduce emissions. Both the Toyota
and Chrysler "sludge engines" are ones with PCV systems that just aren't
up to the job.

 

I said it was one of *several* things they did. I didn't say it was the
*only* thing. Personally, I can definitely see how a clogged PCV system
could contribute to accumulation of sludge.

Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
adddress with the letter 'x')

 

How can you say that after your previous post saying that fixing a
chronically clogging PCV system as equivalent to adding a third leg to
fix a broken leg? What are you thinking? (And as I pointed out, there
were other changes made.)

Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
adddress with the letter 'x')

 

Maybe fwdmopar guy has a amsoil additive to fix the sludging problems!

 

I know that part of the problem is with the PCV system. My uneasiness
with that part of the fix is just that it seems like added complexity-
trying to prevent condensation of vapors is well and good, but too MUCH
heat in the PCV system is just going to carbonize the vapors too. It
seems like trying to ride the razor's edge, but maybe simply regulating
the PCV temp to coolant temp (which is, after all, locked at 195 or
thereabouts) is good enough.