Hi, I'm from the Range Rover side but there aren't many of us... I think they only sell about 20k RRs per year. So I would like to ask this here (although I was looking for a dedicated 5.0L sub forum).


I am terribly uncomfortable running 5w-20 or 0w-20 weight oil in a 5.0L V8 Supercharged. It just doesn't seem like it would provide enough protection. It seems downright crazy, a move demanded by CAFE standards not owner investment protection. In fact doesn't jaguar specify the same weight for all of their engines, they do for the Land Rovers and I think that is further proof that the requirement is actually matched to the application.


Is there any records of people here who run heavier weight oil in the Jaguar Land Rover AJV8 Gen III 5.0L Supercharged?


Any personal experiences running a normal oil weight in this engine?


Thanks in advanced.

 

I don't recall reading of any. Even if there was, it would take hundreds of thousands of miles and hundreds of individual cars to illustrate any difference.

What's 'normal?'

OW20 and 5W20 have been standard weights for more than a decade. No evidence has surfaced suggesting that there's any problems with them.

 

The short version is to look and see what the manufacturer might recommend
in other markets for the same engine/vehicle. In particular Europe. Without
looking, I will bet that ACEA A3/B4 is the warranty requirement in the UK.

One of the EPA rules is that in order to claim a particular mileage result,
the oil that was used in the engine at the time must be cited as the
"preferred oil" in the owners manual. So if they used sewing machine oil
to eke out that last 0.2 MPG, they must cite sewing machine oil as the
preferred oil. Jaguar uses weasel phrases like "recommended for best
fuel economy". Well, that isn't "best engine protection" is it?

The long version:

https://www.jaguarforums.com/forum/x...idance-157906/

 

You really don't want to run anything other than what's recommended by Jag. All of your engine's critical bearing clearances (crank and cam) and oil controlled functions (cam phasing) are set up for this weight oil. And as long as the 5w20 oil you use has the most current API service rating (SN) it has more than adequate protection for your RR.

 

And if the manufacturer has two different oil recommendations?

One in the US that is oriented towards best EPA mileage ratings,
and one in the EU/ROW that is oriented to other criteria.

I suggest the second would be worthy of consideration.

It certainly makes you go hmmm.... when you know that the EPA
forces the oil recommendation in the owners manual to be the same
oil used for the fuel economy tests. The goal there is fuel economy,
not engine protection. Manufacturers are not above "optimising" for
a given result. The recent VW Diesel scandal comes to mind.

 

plums:
While your point of checking the "other market" ratings is, of course, valid, the original discussion was the merits of using an oil with viscosity ratings greater than the manufacturer's recommendation. I asume you would agree that a higher viscosity oil should not be assumed necessarily "better" unless it is recommended by the manufacturer in a different market?

 

Hi Cliff,

I've run the OEM specified weight throughout the life of my XFR (77k miles now) and have never had an issue in regards to protection. My vehicle has been through a few track events with both extended road course use and drag race use. Even in these high stress environments, I have never found any semblance of metal shavings when changing the oil.

The only thing I do differently is that I service my car at half the recommended intervals and always change my oil after the vehicle is subjected to a high stress situation. With all this being said, I don't think you have much to worry about in regards to engine damage with the factory weight. Just always make sure your oil levels are topped off!

- Pat

 

Then he should use what oil is recommended WEIGHT WISE by the manufacturer for his climate. And if that car is sold in the US that would also include that "EPA" forced economy oil..LOL
Oh, and the EPA requires the same oil used for testing to be recommended in the manual to keep the playing field even, and ensure that the test results are repeatable and VALID to the consumer.
VW knew the rules, and decided the rules didn't apply to VW. WRONG!

 

The Corporate Average Fuel Economy (CAFE)...is more about fuel economy and that is what drove Jaguar to down size their engines to 3.0L and 2.0L in the competeing market..Oil in the crank requirement is an engineered requirement for the engine..not to save on gas.

 

CAFE has never been an INSTEAD OF requirement of oil, only a IN ADDITION TO, as in, "in addition to protecting your engine, this oil has additional mpg benifits"..lol I've NEVER seen an engine oil promote mpg over engine protection as you inferred.
And Jag still uses the 3.0 in both NA AND SC forms. The fact is ALL of Jaguars engines are dated and my guess is TATA is working to go to new engines with and without turbos as MB, BMW and Audi have done and making BIG turbo power on low V8 displacements. Again the rules are the same for all, how you play WITHIN them is your choice.

 

Neither have I....who you arguing with dude?

Did you not read this?

 

Yes, I read and answered your ENTIRE post dpk, Who's arguing LOL you made your statement and CAFE, and I rebutted?

 

Then you rebutted just to rebut with an agreeing statement...see the problem?

 

Hey, if that's how you understand it?..LOL Oh and Oil goes ON the crank, not IN the crank..lol

 

come on...Crank = CrankCase..Splitting hairs now?

Just so you will understand for future reference. Oil circulates through or IN the CRANKSHAFT via oil passages aka journals, which is in the CRANKCASE....

 

MY GM LS1 CRANK AND BLOCK. NOTICE THE GROOVED CRANKSHAFT JOURNAL BEARINGS IN THE BLOCK



Engine building 101. The journals are what the connecting rods (Big end) are joined to and what the crank is seated in the block on, and although SOME high performance crankshafts are drilled (like this GM LS) or even cross drilled for enhanced upper engine oil flow, LUBRICATION for the crankshaft is provided by the oil film ON the crankshaft in the space between the crankshaft bearings and crankshaft. Crankshaft bearings can be grooved the enhance this film As they are in my pic BELOW↓, but its still oil ON, not IN the crankshaft AS FAR AS LUBRICATION.

HANDS ON HELPS!


Sorry for the thread Hijack!

 

And your point is???....you like to hear yourself argue needles points, dontcha?

Here..I tried to find the simplest video, so could understand it....maybe

 

SMDH...Traveling through the crankshaft and the LUBRICATION OF the crankshaft are two ENTIRELY DIFFERENT THINGS! And the original question was about the PROTECTION of his engine with various light weight oils. The oil film that lubricates the crankshaft is what I addressed.

You chose I guess to address how the oil gets there?????


SO! if you mean THE FACTS then yes I'll argue them, otherwise you end up with crap like this↓

But for you dpk it's still a mirror right?

MOVING ON NOW!

 

You arguing semantics....You need a life...truely

 

Well, to be exact, the original post was about EXPERIENCE with lightweight oil. Which is in and of itself pretty silly, since no one that I know of here could really give meaningful data about that since that would require the measurement of engine wear for many examples of high mileage engines with both lightweight and heavyweight oil.

And then an even sillier discussion broke out.