GriffX
Senior Member
Yes.... Will try to get it first before I continue.
What is this part good for? Why do they combine water and oil in such a housing?
What have you done to your mustang today?
- Thread starter *JZ*
- Start date
GlassTop09
Senior Member
This oil filter adapter housing is part of the original base Ford Modular engine design since the 1st Modulars back in 1991 all the way thru the current engine designs. My read on why the engine oil is routed in this manner from the oil pump thru this housing in close proximity along w\ the coolant return off the cold side of the radiator is to promote passive engine oil heating\cooling thru this engine block area\housing w\o the need of an external engine oil cooler..........also please note that when Ford does design an external oil cooler, they also use the engine coolant off the cold side of the radiator as opposed to using an air-to-liquid heat exchanger, reasoning is that the most efficient heat transfer medium is liquid-to-liquid & that this will also ensure that the optimum designed operating oil temp is maintained (meaning that the engine oil isn't overly heated\cooled.....in the same vein as using the hot side of a radiator to heat\cool & maintain optimum auto trans operating oil temps back in the day).
I'm looking at this from an engineer's POV...........also IMHO is another good reason to upgrade to a larger, more effective radiator\fan combo over the OEM radiator\fan when doing anything to these Modulars that will increase engine heat output above stock.........
My 2 cents................
Well it’s that time of the year… lube, oil and fuel filter. For those curious I confirmed she takes 6 qt.
Oil still looked good at about 5k interval and I always reverse flush the old fuel filter and gas was also clean. She’s got 128k let’s see how many miles I put on her this year? Lol
Oil still looked good at about 5k interval and I always reverse flush the old fuel filter and gas was also clean. She’s got 128k let’s see how many miles I put on her this year? Lol
GriffX
Senior Member
You haven't drained it for 3 days I guess
And I noticed, you have a different oil pan than I have....
GriffX
Senior Member
Broke all spark plugs lose today. After 3 days of resting in PB blaster, they came lose between 65-70 Nm. Before they didn't move at 100 Nm. No noise at all. Now I wait one more day to let the oil do it's work down under.
GriffX
Senior Member
Yes, thanks! Right now there is penetration fluid slowly sinking into, used 2,5 ml each. Maybe will crank the engine when all plugs are out, it is not enough to hydrolock it, but who knows.
BTW, I measured the resistance of every coil, it is 5.1 kOhm.
One more: If you don't have a left hand torque wrench, take your normal and look if you can switch the ratchet "thing" to the other side. In my case it was 2 bolts and one minute to do.
Update: all out, none break, just patience, turn them 20°, get a coffee, turn them, dinner, turn them, get a beer....
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I happen to have one for sale. Brand New Rotunda Tool.
GlassTop09
Senior Member
FYI for those so interested............
Got car serviced yesterday (local Ford dealership now is offering mobile servicing so they'll do this at your home........no more having to get up early to get at the front of the line or waiting in long lines at the Ford dealership's Quick Lane servicing......) & remembered to have Ford tech catch an oil sample for analysis (using SPEEDiagnostix, LLC to do the oil breakdown analysis........Lake Speed Jr's new business) so I can see how engine is doing & more specifically, how well my tuning is fairing (mostly interested in % of fuel dilution in oil.......hoping this is very small % to none).......had ran a bottle of Gumout All-in-One Fuel treatment (contains PEA......well known chemical that really cleans up dirty fuel injectors--main component cause of excessive fuel dilution in engine oil, other is excessive fuel usage from overly rich fuel AFR's.......off Lake Speed Jr's recommendations) in tank prior last oil change (6-20-24) while still making final changes to tune at the time (mostly cold start, drivability & low RPM part throttle HP\TQ optimizations.....WOT was pretty much done).
Filled out sample submission form & sent it off same day, so we'll find out soon.
Got car serviced yesterday (local Ford dealership now is offering mobile servicing so they'll do this at your home........no more having to get up early to get at the front of the line or waiting in long lines at the Ford dealership's Quick Lane servicing......) & remembered to have Ford tech catch an oil sample for analysis (using SPEEDiagnostix, LLC to do the oil breakdown analysis........Lake Speed Jr's new business) so I can see how engine is doing & more specifically, how well my tuning is fairing (mostly interested in % of fuel dilution in oil.......hoping this is very small % to none).......had ran a bottle of Gumout All-in-One Fuel treatment (contains PEA......well known chemical that really cleans up dirty fuel injectors--main component cause of excessive fuel dilution in engine oil, other is excessive fuel usage from overly rich fuel AFR's.......off Lake Speed Jr's recommendations) in tank prior last oil change (6-20-24) while still making final changes to tune at the time (mostly cold start, drivability & low RPM part throttle HP\TQ optimizations.....WOT was pretty much done).
Filled out sample submission form & sent it off same day, so we'll find out soon.
GlassTop09
Senior Member
SPEEDiagnostix - Express Oil Analysis
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Basic oil analysis @ $59.95 + tax
Premium oil analysis @ $99.95 + tax......w\ sampling pump @ $119.95 + tax
Other oil breakdown analysis results reanalyzed @ $34.99 + tax
I chose this company due to the owner (Lake Speed Jr.) & his abilities\reputation & pedigree in the NASCAR racing industry (Lake Speed Sr Racing--his Dad.....trained\certified oil tribologist, Joe Gibbs Racing--during the '70's-80's heyday when they were beating everybody, Driven Racing Lubricants--what they are today, Lake wrote\developed the formulas\guides & Total Seal--Lake had a big hand in their current piston ring development\success) so you'll get an oil breakdown analysis that will also have some insight included from a winning racing pedigree thus will see\note things that many others may not.
He just left Total Seal to devote his full time to his business.
PS edit--Got the dates wrong.............Joe Gibbs Racing from the late 90's thru early 2000's when Tony Stewart & Bobby Labonte were drivers........they were still beating everybody........
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GlassTop09
Senior Member
For those so interested............just now thought to type this........
This was also confirmed on my last oil change........Ford techs put in 6 qts MC 5W-30 FS oil (I witnessed\counted the bottles while getting w\ the techs to catch my oil sample prior work being done to ensure that I'm getting all the service in the manner I requested........another reason why I switched to using local Ford dealership's mobile service.......had a run in w\ a particular Ford dealership Quick Lane service writer not doing what I clearly instructed him to do on last 6-20-24 servicing prior this 1........even though I have this same person on record doing what I wanted on all prior servicings......new Ford dealership's mobile service manager is 1 of my buddies who used to work in Parts dept.......he gave me the inside intel on FoMoCo\local Ford dealership's warranty\post-warranty maintenance\servicing policies on all Ford vehicles, thus confirmed this other service writer didn't follow established policies & he ensured me that I won't have any issues thru his dept........but I still followed Pres Reagan's slogan he made back in the day during the Cold War era w\ Russia......."Trust but verify......") & when I checked the oil level afterwards (this is my habit that I do after others perform this work on my vehicles), the oil level was at the top hi level mark (the small top hole punched in dipstick.......this is the absolute high level mark Ford put on dipstick to not exceed or expect excessive windage aeration of oil thus cavitation.......which ain't good on oil pump, main\rod bearings or lash adjusters\cam roller followers\cam lobes\chain tensioners & cam phasers thus VCT operations.......just as bad as running too low of an oil level causing excessive oil aeration thru the pickup thus cavitation........) that matched the 6 qts poured in engine by the techs after drain & oil filter changeout.
Now that I have fixed the small oil leak at the oil filter adapter housing, I'll finally get a good mark on oil consumption rate thru my high-mileaged NA 3V between oil changes (if my Evil Energy Air-Oil Separator--or catch can if preferred--accumulation rates are an indication--3" full mark on dipstick in 2 yr time span using 5W-30 FS oil--should be very slim to none........).
We will see..............
Incidentally, I must've not been the only 1...........since my buddy started managing the local Ford dealership's new mobile service dept (a promotion for him), he told me that they're currently in process of setting up the 3rd full-service mobile truck w\ techs (within a 2-yr time period.........started w\ 1 full-service truck & 2 techs) so it appears that the local NM San Juan Co quad-city area's general population is also seeing the value as I have.........they provide full service on other make\model vehicles as well as Fords (had them do full service on my '03 Dodge RAM 1500 truck at the same time as my Stang.........another advantage of mobile servicing.......can get multiple vehicles done during the same service appointment).
GriffX
Senior Member
FYI, I calculated the heat expansion of oil and between 0°C to 80°C it increases from 6 liters to around 6.3 liters.
(which reminds me that the "experts" who say that an increase of 1K in the upper 20 ft sea water leads to the sinking of NY are just another bunch of liars)
FYI2: Two things made my oil change unusual and special. First, engine had not run for 4 weeks, so I thought all oil is in the pan. Second, I left the drain plug open for 3 days and it was still dripping. I think now that the oil between oil pump and filter cannot come out in a normal oil change so 6qt is the right volume. In my case it was a bit more.
(which reminds me that the "experts" who say that an increase of 1K in the upper 20 ft sea water leads to the sinking of NY are just another bunch of liars)
FYI2: Two things made my oil change unusual and special. First, engine had not run for 4 weeks, so I thought all oil is in the pan. Second, I left the drain plug open for 3 days and it was still dripping. I think now that the oil between oil pump and filter cannot come out in a normal oil change so 6qt is the right volume. In my case it was a bit more.
GlassTop09
Senior Member
For those so interested.................
Got my results on Tuesday....................she's looking good across the board, outside of the fact the oil sample tested was MC 5W-20 FS instead of the MC 5W-30 FS I've ran since the 2nd oil change (5-25-18) after I bought the car in 10-17, thus in reality what this sample is showing, IMHO, is a reflection of the general results across my full 139,433 mi thru 178,255 mi ownership range that is also reflective of the MC 5W-30 FS oil as well (the MC 5W-20 FS oil had residuals of the prior MC 5W-30 FS oil in it.......both oils have the same API Gasoline Engines SP\SN Plus specs\ILSAC 6F rating thus the exact same MC-formulated additive packages......only difference between them is the base oil viscosity index rating.......the main reason for Ford OEM OM warranty min recommendation of MC 5W-20 Blend is due to CAFE stds only--mostly emissions & MPG......fact FWIW. Also, Project Farm did a test on several OE oils--included Ford MC 5W-20 Blend--0-day sample tests results showed that this Ford MC oil had the best additive package mix of the lot......which stands to reason as all Ford Modulars & EcoBoost engines are warm runners for MPG\emissions purposes--OEM spec 212*F ECT normal operating temps thus 195*F min ECT, which have avg operating oil temps on the high side between 160*F-200*F......right at the oil temp threshold between 5W-20 & 5W-30 grade viscosity indexes using OEM 4.6L 3V 0-day bearing clearances......thus these engines will have a tendency to form varnish deposits--the thin, hard, brown residue--due to the higher operating temps causing oil viscosity shear\breakdown over time--FYI, oil sludge buildup is due to running engines too cold & not getting oil hot enough to fully cook out any moisture impingement--unless the oil has a good additive package that can arrest\clean these deposits while at the same time maintaining good lubricity\protection.......).
Now if you will note, the viscosity index test results show this MC 5W-20 FS oil was still within its 20-grade viscosity index range..........but is on the low side of it (7.8 cstks, min range for 20-grade is 6.9 cstks) in only 3515 mi (oil was run hard at times while doing WOT\drivability tuning......during the full summer season thus was run fairly hot oil temp-wise at times) thus is a little too thin for my tastes\specific engine operating conditions. But this 5W-20 run to 5W-30 changeout did confirm other things......confirmed twice that the 5W-30 oil is noticeably better for VCT operations & for operational EOP curves--VCT operations are noticeably more stable & responsive under 5W-30 than 5W-20, which translates into more accurate VCT cam timing movement\positioning thus a slight advantage in avg HP\TQ outputs at the only expense of some potential MPG loss (will be testing this out soon on the 5W-30 oil.........have already done this on the 5W-20 oil back in October..........to get a comparison result for knowledge\records) but no measurable emissions degradation at all to date (have pulled several IM Readiness Self-Check Test results from ECU since last oil changeout........all showing to remain within prior established normal Cat CE Ratio operating ranges between .035-.071 on both banks, depending on how the car was being driven.......which are stellar emissions readings thru these MagnaFlow #5461336 CARB-cert EO# D-193-140 TWC OEM-grade aftermarket cats flowing consistently between 93%-98% DECS 2.1 software calculated engine VE thru my FRPP Hot Rod cams using CMCV's--in-tune readouts between .72-.82 air load.....Ford Spanish Oak ECU's SD equivalent of calculated engine VE% using J-1349 reference std dry air--depending on air environmental conditions, ie, uncorrected density altitude & IAT--ECU can't calculate humidity% thus is "baked into" air density off MAF hot wire voltage readouts......this is approx 4%-5% better across the board than what I have recorded thru my Lunati VooDoo #21270700 cams using Steeda CMDP's......MAF Lambda 1.0 calibration results between the 2 cam profiles using the same SBE long block\CAI\MAF section & sensor\TB\OEM IM plenum & runners\full exhaust setup also back this up......only difference outside of cams are CMCV's vs CMDP's). Engine is operating very efficiently.............if she's moving the air, she'll make the associated avg & peak HP\TQ outputs as long as the fueling, VCT cam timing mapping & ignition timing is optimized per engine RPM......ie, the tuning.
Airmass=TQ........TQ=Airmass...........TQ over time\distance\RPM=work done called HP.
1 of the main things I wanted to see was the amount of fuel dilution % in the oil......a good marker of how efficient my tuning is across the board--as well as how clean the injectors are spraying\atomizing the fuel & overall engine health. Results showed 1.43%..........well within normal ranges.........also indicates engine blow-by tendencies at the level of tuning I've done.......which is also very little thus she's old but still sturdy cyl-wise thus good piston ring-to-cyl wall contact\sealing w\ hardly any noticeable bearing wear indicated.....thus also shows how good Ford's own MC oil formulations are when run\maintained in these Modulars since they were specifically formulated for them.
On another note, this sample test results gives some validation to K&N's air filters ability to clean the air when correctly maintained.........NW NM is 1 windy & dusty area to be operating an ICE in...............
When the MC 5W-30 FS oil reaches the 3515 mi mark, I plan to pull a sample & send it in for analysis to get an apples-to-apples dilution comparison...........
So far, the new oil filter adapter housing gasket is doing stellar...........oil leaks are history & old leak areas are "drying up"........oil level is so far holding steady at the upper hole marker on dipstick........even after a couple sessions of 1\4 mi WOT rips on her at the NAPI International Raceway & Test Facility down in Mexico.......checking air density "correction" effects at elevation on HP\TQ outputs at low IAT's........
What have I done to mine today? Not a goddamn thing. Winter is really doing the winter thing in VA this month. With the other car in the garage I don't even have room to keep going with the paint correction and ceramic prep. Going to be single digits overnight this week so probably not the right conditions to apply the ceramic coating anyway.
Interesting stuff, a fair amount of it was over my head, but interesting nonethelessFor those so interested.................
Got my results on Tuesday....................she's looking good across the board, outside of the fact the oil sample tested was MC 5W-20 FS instead of the MC 5W-30 FS I've ran since the 2nd oil change (5-25-18) after I bought the car in 10-17, thus in reality what this sample is showing, IMHO, is a reflection of the general results across my full 139,433 mi thru 178,255 mi ownership range that is also reflective of the MC 5W-30 FS oil as well (the MC 5W-20 FS oil had residuals of the prior MC 5W-30 FS oil in it.......both oils have the same API Gasoline Engines SP\SN Plus specs\ILSAC 6F rating thus the exact same MC-formulated additive packages......only difference between them is the base oil viscosity index rating.......the main reason for Ford OEM OM warranty min recommendation of MC 5W-20 Blend is due to CAFE stds only--mostly emissions & MPG......fact FWIW. Also, Project Farm did a test on several OE oils--included Ford MC 5W-20 Blend--0-day sample tests results showed that this Ford MC oil had the best additive package mix of the lot......which stands to reason as all Ford Modulars & EcoBoost engines are warm runners for MPG\emissions purposes--OEM spec 212*F ECT normal operating temps thus 195*F min ECT, which have avg operating oil temps on the high side between 160*F-200*F......right at the oil temp threshold between 5W-20 & 5W-30 grade viscosity indexes using OEM 4.6L 3V 0-day bearing clearances......thus these engines will have a tendency to form varnish deposits--the thin, hard, brown residue--due to the higher operating temps causing oil viscosity shear\breakdown over time--FYI, oil sludge buildup is due to running engines too cold & not getting oil hot enough to fully cook out any moisture impingement--unless the oil has a good additive package that can arrest\clean these deposits while at the same time maintaining good lubricity\protection.......).
Now if you will note, the viscosity index test results show this MC 5W-20 FS oil was still within its 20-grade viscosity index range..........but is on the low side of it (7.8 cstks, min range for 20-grade is 6.9 cstks) in only 3515 mi (oil was run hard at times while doing WOT\drivability tuning......during the full summer season thus was run fairly hot oil temp-wise at times) thus is a little too thin for my tastes\specific engine operating conditions. But this 5W-20 run to 5W-30 changeout did confirm other things......confirmed twice that the 5W-30 oil is noticeably better for VCT operations & for operational EOP curves--VCT operations are noticeably more stable & responsive under 5W-30 than 5W-20, which translates into more accurate VCT cam timing movement\positioning thus a slight advantage in avg HP\TQ outputs at the only expense of some potential MPG loss (will be testing this out soon on the 5W-30 oil.........have already done this on the 5W-20 oil back in October..........to get a comparison result for knowledge\records) but no measurable emissions degradation at all to date (have pulled several IM Readiness Self-Check Test results from ECU since last oil changeout........all showing to remain within prior established normal Cat CE Ratio operating ranges between .035-.071 on both banks, depending on how the car was being driven.......which are stellar emissions readings thru these MagnaFlow #5461336 CARB-cert EO# D-193-140 TWC OEM-grade aftermarket cats flowing consistently between 93%-98% DECS 2.1 software calculated engine VE thru my FRPP Hot Rod cams using CMCV's--in-tune readouts between .72-.82 air load.....Ford Spanish Oak ECU's SD equivalent of calculated engine VE% using J-1349 reference std dry air--depending on air environmental conditions, ie, uncorrected density altitude & IAT--ECU can't calculate humidity% thus is "baked into" air density off MAF hot wire voltage readouts......this is approx 4%-5% better across the board than what I have recorded thru my Lunati VooDoo #21270700 cams using Steeda CMDP's......MAF Lambda 1.0 calibration results between the 2 cam profiles using the same SBE long block\CAI\MAF section & sensor\TB\OEM IM plenum & runners\full exhaust setup also back this up......only difference outside of cams are CMCV's vs CMDP's). Engine is operating very efficiently.............if she's moving the air, she'll make the associated avg & peak HP\TQ outputs as long as the fueling, VCT cam timing mapping & ignition timing is optimized per engine RPM......ie, the tuning.
Airmass=TQ........TQ=Airmass...........TQ over time\distance\RPM=work done called HP.
1 of the main things I wanted to see was the amount of fuel dilution % in the oil......a good marker of how efficient my tuning is across the board--as well as how clean the injectors are spraying\atomizing the fuel & overall engine health. Results showed 1.43%..........well within normal ranges.........also indicates engine blow-by tendencies at the level of tuning I've done.......which is also very little thus she's old but still sturdy cyl-wise thus good piston ring-to-cyl wall contact\sealing w\ hardly any noticeable bearing wear indicated.....thus also shows how good Ford's own MC oil formulations are when run\maintained in these Modulars since they were specifically formulated for them.
On another note, this sample test results gives some validation to K&N's air filters ability to clean the air when correctly maintained.........NW NM is 1 windy & dusty area to be operating an ICE in...............
When the MC 5W-30 FS oil reaches the 3515 mi mark, I plan to pull a sample & send it in for analysis to get an apples-to-apples dilution comparison...........
So far, the new oil filter adapter housing gasket is doing stellar...........oil leaks are history & old leak areas are "drying up"........oil level is so far holding steady at the upper hole marker on dipstick........even after a couple sessions of 1\4 mi WOT rips on her at the NAPI International Raceway & Test Facility down in Mexico.......checking air density "correction" effects at elevation on HP\TQ outputs at low IAT's........
View attachment 103078
View attachment 103079
GriffX
Senior Member
Painted the valve covers, because I had them anyway removed. Was a lot of work, 3h cleaning and sanding 320 grid, 2h painting with brush and roller (for ONE cover), semi-gloss oil based medium heat range DTM paint for farm machines and trucks. I don't have a spray paint gun, if I knew before how hard the painting was, I would have bought one. But, the textured rolled paint looks good. Paint needs 8 days to fully cure, due to the mechanical stress during removal, I will wait.
Maybe I paint the brake calipers too. I already painted them silver. Not sure, bright color painted calipers look always dirty.
Maybe I paint the brake calipers too. I already painted them silver. Not sure, bright color painted calipers look always dirty.
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