The equipment to do so isn't very expensive for a DIY'r
I could easily do it on my own. However, I would want them to do it, so if anything was found, they keep it in the records for Ford to acknowledge if I ever need a new engine.
Not necessarily. Consider diluting from DI and LSPI, high volatility of new oils, the lower NOACK of moto 5w20, and it's average to below average shear strength, and you have an oil that just doesn't seem to hold up. I'm also referring strictly to the coyote, not the triton. There was a guy not too long ago going on about this, too. He sounded arrogant, but he made a point. I'd be curious to see how these engines would fair if they got a new, dexos1 gen2 (or sn+ for ford I guess) approved oil at 5w30 from the factory. Instead they're turning off the DI injectors at idle, adding knock sensors, throwing on a 10 qt sump, and running weird timing at low rpms so they can keep running their shitty 5w20. Okay, maybe not "shitty," but not able to hold up to a 12:1 compression, DI engine that revs above 7000 rpms. I can just imagine a tech sitting there thinking "if they just let us spec different oil..." while listening to some pig rig, with his or her infinite wisdom, demanding they fix the issue another way. Meanwhile, they leverage out the cost savings of CAFE to what they lose in replacing 5% of the engines under warranty.
"Racing track use" is not the same as "Racing, Track use". It is a subtle but important distinction.From the current 2019 warranty booklet, page 13:
That's pretty ignorant to say, but if it makes you feel better, ok. Most issues that OEMs have related to recalls and TSBs are not designs that haven't completed proper validation tests, but rather parts with supplier quality problems. The modern automobile is by far the most complex product that consumers can buy, and it's often not appreciated as such. There are methods for which to ensure better launch quality, and the Japanese are typically excellent at this. Ford has some bright spots and some not so bright.
You do realize that you're not the one to make that distinction if the dealer / Ford want to deny the warranty claim, right? They won't care to discuss subtlety at all. If they decide to deny the claim, they'll tell you that the "competition" condition covers participating in races and "racing track use" means just what it says - using it on a "racing track" whether it's in competition or not. You've got nowhere to go after that. Sure, "I'll sue" is the emotional reaction, but from a realistic standpoint, the cost of a lawyer and the time to actually do so is prohibitive.
FYI, Motorcraft oil is now rated SN+, so Ford must be addressing LSPI for their DI engines.
The spray liners were all done in Germany is what I read ... so maybe the quality of the process was much better in the GT500s.
GT350 owners went through this exact same thing. Track use does not violate the warranty, but racing does.
I wonder what production date the sn+ started, then. I'm curious if the jug I snagged at walmart, 2 months back, is the sn+ certified. I'd assume and hope the dealerships have a fresh supply. Regardless, the dexos gen2 certification is more strict, from what I've read, so aiming for that is better than sn+ and bonus if it's both. I was looking to initially get pennzoil but after some reading I may go with valvoline as well. I'm just concerned if there's any truth to synthetic causing piston rings to not properly seat. While the original factory engine may have had a break in/dyno run, I have no idea if Ford tests their short/long blocks. A lot of this is new to me, and while I love learning, I don't like learning about things like engine break in that have completely opposing viewpoints with sound arguments on both sides.