Anyone changed there oil to 5w30 and encounter a problem, failure or any weird noises?

[NoVaGT]

My engine had the 2K RPM tick after a 5W-20 oil change, it was either Mobil1 or Royal Purple, can't remember. The tick went away after about 500-700 miles.

I just had the oil changed again, using Amazon Basics 5W-30 Synthetic, and there's no tick.

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[Ebm]

why did Ford list 5w50 in 2014 gt's with track pack? now, my 2017 performance pack has a 5w20 sticker. It was my understanding that Ford expected the "track packs" to be driven harder as well as the 3.73 diffs upping the rpm's etc. the only difference between a track and performance pack is the name, unless engine tolerances were changed in 2015? doubt it. I also know the name change was to avoid the idea that track pack meant...track ready and warranty issues. anyone else...? dman

1 acronym... CAFE

 

[HoosierDaddy]

I just use 5W30 in my 2016 GT. Been doing that with every car that speced 5W20. Never a problem.

For OCD 2015-2017 GT owners, you can upgrade the oil cap to EC-789 (EL3Z6766A) - same as factory cap but with 5W30 lettering.

 

[el-guapin]

For OCD 2015-2017 GT owners, you can upgrade the oil cap to EC-789 (EL3Z6766A) - same as factory cap but with 5W30 lettering.

Will this fit 2018-2019?

 

[dman]

1 acronym... CAFE

1 acronym... CAFE

interesting because I could only find info with CAFE regarding fuel mileage. how would that be connected to oil unless viscosity affects mileage, which it probably does. seems finite but that's the epa/gov...Thanks dman

 

[HoosierDaddy]

Will this fit 2018-2019?

Maybe, kind of.

The cap on the '18 and '19 has different threads BUT someone posted that the caps on the those screw onto an extension that screws into the valve cover. And the extension has the same threads as the 2015-17 cap. I am just repeating what I read. That post said you could remove the extension (quarter turn just like the caps) and use the 2015-17 cap directly on the valve cover as in the previous years. That raises ergonomic questions. I think its likely Ford put the oil cap on an extension for some reason. Maybe it would be hard to reach/turn the cap with the new engine cover.

If there was a cap labeled 5W30 that fit the extension, that would seem preferable.

I found the cap that read 5W30 and fit the '15-'17 by checking oil caps for recent models that call for 5W30. Many turbo models do. The part number I am using on my 2016 was for a 2014 EcoBoost Flex.

 

[engineermike]

The whipple instructions have you remove the 2018 extension and screw the cap right into the valve cover. However, I ended up re-installing the extension because I found it harder to fill the oil without it.

 

[el-guapin]

My Bullitt does not have that fill extension. Gonna buy the cap and try it out.

 

[Ebm]

interesting because I could only find info with CAFE regarding fuel mileage. how would that be connected to oil unless viscosity affects mileage, which it probably does. seems finite but that's the epa/gov...Thanks dman

A thicker oil causes more resistance on your internals which lowers efficiency. The Mustang with 5w-20 oil in it will get slightly better mileage than the Mustang with 5w-50 oil in it. This mileage difference will be a big deal to a car manufacturer... not so much to the consumer because we are talking about tenths of a mile.

 

[Deleted member 35786]

Agree with what everyone else is saying. Also keep in mind it is not going to matter if you run a 0W-20, 10W-20. Of course it depends on what temperatures your operating your vehicle in.
For 10W-30 oil, the 30 is the same as the SAE 30 viscosity rating for warm oil, but the 10W is the viscosity rating for cold oil, according to a standardized rating system developed by the SAE for winter oil use. And that's what the "W" stands for: "winter."

https://auto.howstuffworks.com/5-engine-oil-myths1.htm

 

[el-guapin]

My Bullitt does not have that fill extension. Gonna buy the cap and try it out.

For those interested in a 5w30 oil cap and your stock 5w20 cap looks like this:

EC791 is a direct replacement

 

[shogun32]

My '19 owners's manual says to drain and re-fill with 5w-50 when going to the track (EB) or 5w-30 for v6/v8 and when done, drain and fill with 5w-30 (all). I didn't do a word-search for 5w-20 but I wouldn't be surprised it's not mentioned at all or only as a foot-note to "if you live in the arctic north..." So no, 5w30 is just bloody fine.

 

[barron64]

I ran 5w-30 Mobile 1 w/Ceratec for last 8200 miles with good results. Only used 1/2qt in this distance. Doing a track day next week so changed to 10w-30 Mobile 1 to see if slightly thicker oil will quiet down this noisy engine...Nope, just as noisy as before. Added one bottle of Ceratec and engine sounds perfect again.

 

[TheLion70x77]

I have a 2015 to 2018 Ford Mustang shop manual (digital form, 173 MB) that says the connecting rod bearing-to-crankshaft clearance is 0.0011 to 0.0027 for the 5.0L. 0.0011 to 0.0020 for the Ecoboost 2.3L and 0.0008 to 0.0021 for the Duratec 3.7L V6. 2nd Generation Coyote 5.0 uses Boss 302 crank (re-balanced for higher RPM operation), Boss 302 Powder Metal Forged Connecting Rods, Boss 302 higher lift cams (+1mm over gen1) and 300 lb springs from the Road Runner 5.0L variant in the 302, new cam profile, Mid-Lock cam phasors for greater control of timing and over a broader rpm range, new heads that flow as well as the CNC ported 302 heads and provide a straighter path to both intake and exhaust valves, redesigned piston tops to accommodate the larger valves, and a new intake manifold that has charge motion control valves for both low RPM torque / better idle / emissions.

I actually e-mailed Dr. Dmitiri Kpeliovich (lead engineer of King Bearings aka SubsTech) and his literal response was

I do not think that difference between the oil grades is very significant, but in order to make a conclusion a series of hydrodynamic calculations should be performed.

. I wasn't going to pay $1,600 for calculations to be run, but it was enough to illustrate the point that 5W-30 will NOT hurt the 5.0, but it will very slightly increase fluid drag and bearing surface temperatures while also providing a slightly higher film strength. There are trade off's, 5W-20 is not necessarily inferior to 5W-30 because it's thinner (depends many factors) and 5W-30 will not necessarily provide substantially more protection that 5W-20 in certain situations.

Case in point, in a King Bearings viscosity comparison, at 8,000 RPM, 10W-30 produced a film strength of 50 micro inches at a 0.002" bearing clearance on a 2" bearing size and 0W-20 produced a film strength of 45 micro inches at the same clearance, RPM and load. At 4,500 RPM, 10W-30 produced a film strength of 25 micro inches and 0W-20 produced a film strength of 22.5 micro inches. They are very close. 5W-30 produces a little more drag and little less bearing surface cooling while providing a little more film strength, but 5W-20 provides a little less drag, a little more cooling but a slightly lower film strength.

Please note that FLOW is the SAME with any of these viscosity in the 5.0. Why? Because the Gerotor oil pump is positive displacement and fluids are in-compressible. So your not going to flow more oil with a thinner viscosity when using a positive displacement pump. What you will see however are slight changes in oil pressure at the same operating RPM and temperature when changing viscosity. Higher viscosity requires greater pressure at the same flow rate. Higher viscosity oils also conduct heat less efficiently, so even at the same flow rates, the bearing surfaces will run a bit hotter, but you will also have a slightly higher film strength.

Does 5 micro inches make a difference in the real world between 5W-20 and 5W-30? Not really. It's extremely small. I would focus more on the quality of the oil formula and the robustness of the base stock blend. In reality 20, 30 and 40 weights are right in the ideal range. 20 being a bit on the thinner side (maximizing power to the wheels and cooling while sacrificing a bit of film strength) while 40 is on the thicker side (maximizing film strength while trading off cooling and power to wheels). 30 weight right smack in the middle.

Notes on The Variants of The Different Generations of Mustang GT 5.0L

2011 - 2014 S197 Mustang GT's (Gen 1 Coyote 5.0L)
Standard GT - 5W-20, no oil cooler, relies on ECU will torque when temps rise (and they do fast without an oil cooler when over 4,000 RPM) to protect the engine. Rev limit is 6,800 RPM.

Track Pack GT - 5W-50, water to oil cooler, larger radiator, ECU will not limit torque when oil temps rise, the ECU is calibrated differently than the standard GT ECU's in terms of protection mechanisms and this is why the specify a higher viscosity synthetic oil. Rev limit is 6,800 RPM.

Boss 302 GT - 5W-50, obviously this is a special variant of the Gen 1 5.0 that was code named Road Runner. Features all of the Gen 2 upgrades except the heads were CNC ported and it did NOT feature CMCV. Rev limit is 7,400 RPM.

Rod Bearing to Crankshaft Clearances - same on Standard and Track Pack GT's and to the best of my knowledge. Road Runner 5.0L in the Boss 302 is specked at 0.0020 to 0.0025 for their crate engine variant that is no longer offered. So median clearance is the same, but the tolerance on the clearance is tighter than regular GT's which are 0.0011 to 0.0027. Mass production ranges vs. hand built / specialized low volume.

2015 - 2017 S550 Mustang GT's (Gen 2 Coyote 5.0L)

Standard GT - 5W-20, water to oil cooler but with a 1" thick radiator. ECU will limit torque when temps rise too far to protect the engine. Rev limit 6,800 RPM (this is often falsely reported at 7,000 RPM, it's the same 6,800 RPM as the S197's Gen 1 5.0).

Performance Package GT - 5W-20, water to oil cooler but with a 1.5" thick radiator. ECU will limit torque when temps rise too far to protect the engine. Also 6,800 RPM rev limit.

GT350 - 5W-50 Voodoo 5.2L FPC variant. Ford Specification sheet on the Aluminator 5.2L (higher power output version, 580 HP, 445 ft-lbs, Mahle Hard Anodized Forged Pistons, Manley H-beam Forged Rods, 47lbs injectors etc.) says the Rod Bearing to Crankshaft Clearances is ALSO 0.0011 to 0.0027...no different than the regular 5.0's interestingly enough. Features a thermostat controlled Air to Oil cooler with the radiator right in front of the front tire (air ducting in the front bumper where fog lights are on regular GT's).

Also note that the side to side clearance spec is the same on the Voodoo 5.2L Aluminator variant and the 2ng Gen 5.0 production engine. I believe the 3rd generation also uses the same crank, rods and clearances. No changes there. Also note that Ford Performance designed the Voodoo 5.2L in conjunction with Ford R&D. It is a Ford Performance special variant just like the Road Runner 5.0L was a Ford Performance special variant in the Boss 302.

Ford Performance Power Pack 2 2nd Gen 5.0 - Rev limit is upped to 7,150 RPM. +40~45 HP from 4000 RPM to 5,000 RPM. +21-26 HP at 6,500 RPM. +40 ft-lbs at 1,500 RPM. Uses GT350 87mm Throttle Body and GT350 Air box / Conical Filter.

Ford Performance Power Pack 3 2nd Gen 5.0 - Rev limit is upped to 7,450 RPM. +10~15 HP from 4000 RPM to 5,000 RPM. +37-60 HP at 7,100 RPM. Uses GT350 87mm Throttle Body and GT350 Air box / Conical Filter and GT350 Intake Manifold with CMCV.

2018-2019 S550 Mustang GT's (Gen 3 Coyote 5.0L)

Standard GT - 5W-20 for normal use, water to oil cooler but with a 1" thick radiator. ECU will limit torque when temps rise too far to protect the engine. Rev limit 7,400 RPM. Specifies 5W-30 for track use.

Performance Package Level 1 and Level 2 GT - 5W-20 for normal use, water to oil cooler but with a 1.5" thick radiator. ECU will limit torque when temps rise too far to protect the engine. Rev limit 7,400 RPM. Specifies 5W-30 for track use.

5W-20 when combined with an Air to Oil cooler (Mishimoto was able to reduce oil temps by up to 55F in their test GT) will perform as well as 0W-40/50 with the factory water to oil cooler. Two different ways to get to the same level of protection. However I believe that 5W-20 with an Air to Oil cooler will also provide better fuel economy during street use and lower bearing surface temperatures during track use because we know for a fact that thinner oils transfer heat better than more viscous oils.

Remember though, oil also affects the hydraulic lash adjusters, cam phasors and other components as well. It's not just rod bearings. Just keep that in mid when choosing an oil viscosity. Also there are variations within each grade.

SAE 20 weight ranges:
Vicosity at 100C: 5.6 to <9.3 cSt
HTHS Viscosity at 150C: 2.6 cSt

SAE 30 weight ranges:
Vicosity at 100C: 9.3 to <12.5 cSt
HTHS Viscosity at 150C: 2.9 cSt

SAE 40 weight ranges (0W, 5W, 10W):
Vicosity at 100C: 12.5 to <16.3 cSt
HTHS Viscosity at 150C: 2.9 cSt

SAE 40 weight ranges (15W, 20W, 25W):
Vicosity at 100C: 12.5 to <16.3 cSt
HTHS Viscosity at 150C: 3.7 cSt

SAE 50 weight ranges:
Vicosity at 100C: 16.3 to <21.9 cSt
HTHS Viscosity at 150C: 3.7 cSt

So if your running 0-15W-40, you mine as well run 5W-30 because the HTHS spec is the same as 30 weight. Your NOT getting any better film strength at temp under high temperature high shear conditions (aka rod bearings, piston group etc.). You need to step up to a 15-25W-40 or a 5W-50 weight to get into the 3.7 cSt HTHS film strength range.

 

[engineermike]

So if your running 0-15W-40, you mine as well run 5W-30 because the HTHS spec is the same as 30 weight. Your NOT getting any better film strength at temp under high temperature high shear conditions (aka rod bearings, piston group etc.). You need to step up to a 15-25W-40 or a 5W-50 weight to get into the 3.7 cSt HTHS film strength range.

This is why I use A3/B4 spec oils. The A3/B4 spec requires an HTHS of 3.5 minimum, which is higher than that required for a 30 or 40 by SAE.

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