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Piston Slap: Tight Focus on Engine Break-In Procedure? - The Truth About Cars

Sajeev,

Thanks for the column and the sage advice, but mostly for the generosity as lemons perp . (FYI Piston Slap queries don’t count as bribes – SM)

Recently purchased a Focus ST, and though I have rebuilt/broken in conventional engines in the past, new car recommendations of oil changes at 5,000 miles plus and no mention of an engine break-in procedure leave me nervous. Especially with the new breed of HO turbo motors. I know better than to push the motor for the initial 500 – 1,000 miles. Reading forums and interwebs, a number recommend an initial oil change at 1,000 to clear out the initial break in filings, then adhere to a 5k oil change schedule with synthetic fluids.

What say you? Running the initial fluids to 10k sounds like an introduction to premature wear to me.

Ummmmmm I think at 163,000 miles the man has gotten his money’s worth.

I see a fair number of SRT-4 Neons and Calibers along with GT Cruisers running around and I highly doubt the third owners are using synthetic when they do remember to change the oil. Even the young buck working for me who loves his GT Cruiser so much he had things rebuilt when his timing belt snapped.

With the Fords you can set a custom oil change interval when you reset it at an oil change. Even if you have it done elsewhere you can re-reset to start at 50% it as soon as the car is returned to you. As Sajeev noted you can RTFM for the instructions.

The Ford system is not an oil life monitor, it is a simple counter. It does not analyze the driving that has been done to figure out the oil life.

Scoutdude, Ford claims that its “Intelligent Oil Life Monitor” does in fact consider the actual vehicle operation parameters when calculating oil life.

It ought to be able to do that, in the year 2018. My 1989 Thunderbird had that feature. The Vehicle Maintenance Monitor weighted each engine RPM according to the coolant temperature and other factors. The patent literature from the 1980s is pretty interesting.

“synthetics are easily lasting 10K”

I’d caution that although the properties of the oil that’s still in the crankcase at 10k might be fine, a lot of newer motors running really thin synthetics tend to burn off a non-trivial amount. I was taken aback recently when I noticed my wife’s Camry’s 2.5L sounded a bit “off” at idle, check the dipstick and it’s barely registering on the dipstick, below the ‘low” mark. This was after 7k miles, 500 short of my self-perscribed 7500 interval, and well below the 10k that Toyota suggests. 0W-20 can do that, my 2012 Civic was similar in this regard. FWIW I initially just topped off the 7k mile oil that was in the Camry (a quart low total), but it still made what sounded like a very light intermittent knocking sound at idle speed. I was pretty spooked. Ran out and got some fresh Valvoline, changed it out, all was well, nice and quiet. 79k miles on the car, still made me very uneasy to hear that sound, which perhaps was a timing chain tensioner or something(?)

The Camry has a fairly normal capacity of 4.7 quarts, I just put in a full 5qt jug in when I change it. My Audi with “128k” miles (I’m questioning everything now that it’s a confirmed “Russian rebuild” car) has a 6 quart capacity and burned a quart just being driven out 500 miles from PA back to Indiana, assuming my bro had filled it to the brim. We’re getting into colder weather now but come spring I think I’ll swap out the M1 “euro spec” 0W-40 for some rotella diesel spec or some kind of heavier 10W-40 for warm weather use.

What viscosity do they run Jim? I also suspect the 5.0 (I assume you’re talking about a Coyote?) maybe didn’t get the low tension oil rings that manufacturers seemed to foist on more every-day sort of sedans and such in interests of chasing every last crumb of fuel economy. The 4.6L definitely didn’t get specd for 0W-20 and low tension rings.

My old 4Runner...

Source: www.thetruthaboutcars.com

Feast Your Eyes On The 2019 MV Agusta F4 Claudio - Cycleworld

Claudio Castiglioni is still dearly missed at MV Agusta , let alone by his dear son Giovanni. Seven years from the sad day we said farewell to Claudio, Giovanni and the whole MV Agusta pay homage to him, creating the ultimate edition of the F4, the bike that symbolized the return of the MV Agusta make to the world of supreme-class superbikes.

It was 1997 and two wonderfully passionate characters unveiled the final product of their dedication to motorcycling and beauty: Claudio Castiglioni and Massimo Tamburini, the formidable team that created the original MV Agusta F4 750. The bike still is a work of art—lean, elegant, powerful. The signature MV Agusta F4 Claudio is all that and much more.

The F4 Claudio is based on the F4 Reparto Corse and features its highly oversquare engine (79mm bore by 50.9mm stroke) in its hottest state of tune, delivering a rather impressive 212 hp at 13,600 rpm, with 85 pound-feet torque peaking at 9,300 rpm, more than 4,000 rpm below maximum power peak, which is a very impressive number since we very seldom see the two peak values separated by more than 2,000 rpm. This means that, despite its very high specific output, the MV Agusta F4 Claudio engine is extremely flexible, thanks to its 13.4:1 compression ratio and variable geometry throttle bodies. Each cylinder is fed by two injectors: four Mitsubishis down the inlet port and four high-capacity Magneti Marellis in the overhead “shower” position.

In addition to the Reparto Corse special tuning, the Claudio unit features specially optimized and polished inlet runners. It is also worth mentioning that the F4 engine features a hemispherical head with radially disposed valves, and they sure seem to work great here. The special edition also features titanium con-rods and polished “everything” to reduce friction and safely reach an impressive 14,200-rpm redline.

The cassette-type six-speed gearbox is also accurately polished and receives DLC (Diamond Like Carbon) treatment in all critical areas. The hydraulically actuated clutch is a new oil-bath unit with a slipper function. This special edition of the F4 1,000cc bike comes complete with a high-efficiency, but loud, titanium exhaust system. The engine is also available in a more civilized 205 hp at 13,450 rpm with the same peak torque. The 212-hp track version is homologated according to Euro 3 emission standards, while the 205-hp edition complies to the Euro 4 rules.


RELATED: Claudio Castiglioni, 1946-2011


The fully integrated MVICS injection-ignition management system is largely evolved from the previous editions with the experience gathered in Superbike series competitions and features ride-by-wire throttle control, offering a range of four maps—Normal, Sport, Rain, and Custom—operated by racing-type selection buttons on both clip-ons.

A very advanced and powerful inertial platform manages the selectable eight-level traction control system. The platform communicates with the rider via an Aim instrumentation cluster capable of data acquisition and management along with GPS.

The chassis is presented in its most advanced and refined execution, while keeping its basic measurements and steering geometry: 56.3-inch wheelbase, 32.7-inch seat height, 24 degrees of rake, with 3.9 inches of trail. Suspension is top-quality Öhlins: a 43mm NIX 30 fork matched to a twin-tube TTX 36 shock absorber.

The real touch of super tech comes from the superb BST carbon-fiber wheels. They are claimed to be the lightest and strongest on the market. They look great and add value, class, and performance to the F4 Claudio limited-edition MV Agusta. The BST wheels come in a 3.50 x 17 front and 6.00 x 17 rear size, and are wrapped with Pirelli Diablo Supercorsa SP in 120/70-17 and 200/55-17 sizes.

As a whole, the F4 Claudio is a breathtaking sight. The two-tone paint job comes in natural carbon-fiber dark gray and a... Source: www.cycleworld.com

2019 Ducati Multistrada 1260 Enduro First Ride: This Italian Stallion Is Ready for Real Adventure - The Drive

The 2019 Ducati Multistrada 1260 Enduro, By the Numbers

Price: $21,995

Powertrain: 1262cc DVT (Desmodromic Valve Timing) engine; 158 horsepower, 94 pound-feet of torque; six-speed manual transmission with quick shifter and chain drive; four pre-programmed and customizable ride modes (Sport, Touring, Urban, and Enduro)

Dry Weight: 496 pounds

Quick Take: Ducati overhauls the Multistrada 1200 Enduro by introducing its replacement the Multistrada 1260 Enduro. The 1260 Enduro is a far more approachable and capable adventure bike for on-road and off-road journeys.

A New Era at Ducati

Ducati’s line of off-road focused Multistrada’s is the youngest adventure bike amongst the big brands in the motorcycle industry. Introduced in 2016, the Multistrada 1200 Enduro lived up to the namesake of many roads by being able to venture almost anywhere. However, it was also plagued by a number of issues that made it difficult to manage when the going got truly tough. It was too tall, which made it extremely top heavy, and the standup riding ergonomics verged on cumbersome.

Today, Ducati introduces the 2019 Multistrada 1260 Enduro to correct those issues and also deliver more approachable adventure motorcycle. Big features include an increase in engine displacement and power, improved ergonomics, better weight distribution, and a slew of rider-focused technology to enhance the experience. The company gathered a small group of journalists in Italy last week to test the new Multi both on- and off-road to see where it ranks in the ever-growing adventure motorcycle market.

Multistrada Proving Grounds

Nestled in the hills of Tuscany is Nipozzano Castle. Constructed in 1457 with grounds spanning over 1,500 acres of rolling hills and wine-producing vinyards (they make a nice Chianti), it's also home to the Ducati Riding Experience academy where aspiring adventure bike riders can come and learn how to wrangle the mighty Multi. The area's twisting roads and rugged, tree-lined trails offer a perfect proving ground.

The day began with the 1260 Enduro kitted out for an all-out street and touring assault. Armed with Tourtech hard panniers, tall windscreen, and Scorpion Trail 2 tires, we ventured out into the countryside.

1260 Enduro Is a Savage on the Road

I began the first leg of the ride in Touring mode, one of the four preprogrammed ride modes. As we snaked through the lush Tuscan countryside, I was in command of all 158 horsepower from the growling 1262cc Testastretta DVT L-twin, but throttle response remained as smooth and tempered as a well-balanced Cabernet Sauvignon.

The Ducati Safety Pack, which controls the various levels of computer intervention, sets DTC (Ducati Traction Control) and DWC (Ducati Wheelie Control) to higher levels in Touring mode to ensure a less aggressive and but still spirited ride. Regular and cornering ABS are also on high alert as well.

With the roads beginning to tighten and traffic starting to subsisde, I flipped the 1260 Enduro into Sport Mode courtesy of the new and rather intuitive UI setup Ducati's calling a "Human Machine Interface." A twist of the wrist resulted in a sharp unfurling of power. With ABS, DWC and DTC interventions more muted and the suspension firmed up, it was time to play.

The 1260 transformed itself into a canyon-carving tourer capable of backing it in and performing power wheelie exits. With the Ducati Quick Shift tech, smashing up and down between second and fourth gear served up effortless acceleration and controlled rev matching on downshifts.

Stopping power comes courtesy of a pair of Brembo M4.32 monobloc radial calipers with four 32-mm diameter pistons on twin front discs. At the rear, a Brembo 265 mm disc is gripped by a floating caliper. The...

Source: www.thedrive.com









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