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Go with the FR20 and rest assured. Even in the heat, your engine will be very well protected and phasers and calibration will be optimal.Ok spoke to a rep at Ford Performance. Did not really provide a very precise answer on which to use as far as my view. I was looking for a clear black and white reply and got grey..? 5W 50 would be “OK” to use for track days but he would not recommend using it for any street driving at all! There are major differences between 2012 Boss 302 and my 2011 GT and he mentioned those as a concern. It is anyone’s choice what they would want to put into their car obviously, and what they feel more comfortable using. I have gone with 5W 20 which is on my oil cap. I may go to 5W 50 once summer temps come around but it is still in the 50-60’s here in Atl area.
That was the only change to the basic block from standard 5.0
MustangandFords.com said:Slick Stuff
Lubricating the high-rpm Boss called for detail changes from the already fast-rotating Coyote baseline. Interestingly, a new oil pump was not one of them. By deleting the piston oil squirters, the Boss oil system effectively closed eight bleed holes, thus gaining pressure and slightly restored volume to the bearings. Furthermore, the oil was thickened to a fully synthetic 5W-50 from the Coyote's 5W-30 dinosaur squeezings. Together these changes gave the pressure needed to force oil out to the rod bearings at 7,500 rpm.
The TIVCT issue with viscosity is in the ECU algorithm that predicts the position of the cams. The cam phasers move faster or slower (from one cam timing setting to another) depending on the oil viscosity, which is a function of base viscosity and temperature.
Nobody has ever reported engine problems because this table was calibrated for a different viscosity than they are actually using. It may have an impact on emissions but there's no evidence that it affects performance.
That's not true. Almost every part number is different in the Boss engine compared to the early GT engines, even if just considering the short block. Almost nothing is the same if you are talking about the complete crate engines.
I was talking about just the bare block, not the rest of the internals. So yes its true
The TIVCT issue with viscosity is in the ECU algorithm that predicts the position of the cams. The cam phasers move faster or slower (from one cam timing setting to another) depending on the oil viscosity, which is a function of base viscosity and temperature.
You're not arguing, as far as I can tell! Your post on how the phasers work was very interesting. My post was about how viscosity affects the speed that the phasers respond, and if you look at the video, you can see that oil has to move through some channels as the cams move. Thicker oil will take a few milliseconds longer. As I said, it might affect emissions but it doesn't affect performance.Please don’t feel like I am trying to argue. This is how almost all VVTs and VCTs work. But, I posted the information on the BorgWarner CTA because oil pressure and viscosity have almost no impact on how our cam phasers work. When you factor in high oil temps on track, which means thinner oil and lower pressure, there is no impact. Because of this, I personally would want a thicker oil wedge on my bearing surfaces provided by the 5W50. Your less likely to get bearing scuffing.