Quote:
Originally Posted by crazy_rahul Just thought I should update here.
I have a 2016 Endeavour with Sync2. Got frustrated and jealous reading about all these ongoing topics of sync3 and new apps and all so I called Ford customer care.
He didn't even know whether it will be possible in the near or even the distant future. He just knew that not possible. |
I would suggest the Sync2 Endeavour owners mount a strong campaign with FOrd India regional sales heads. These folks show up in dealerships and off-roading events regularly. May be go in a group and let them know the strong interest and willingness to pay upto may be Rs 50k. My understanding is that Sync2 to Sync3 does not need major updates like ECU, TCU or steering buttons. So its mostly wire harness, ICE hardware and may be some sensors. I am thinking Ford may be worried about workmanship if done at dealership and its associated warranty claims. May be ask them to develop one well trained dealer in each metro. I am sure Ford would listen.
Quote:
Originally Posted by SUVolens Thanks Czarcarsm! You actually confirmed my darkest fears :( I suspected that an Android device for the car is the way to go long ago when I tried Google maps through my wife's Samsung Galaxy. But now the entire house is an Apple ecosystem. Oh well. If it must be done, it will be done. Cheers! |
Yes, I am in the same boat. Seems like Apple is going Sony way. Google seem to be leapfrogging Apple in such key fronts like man-machine interface in automotive. With just 1.5-2 % India market share, I am not sure if Apple will make sense for India for the next 2-3 years at least.
Quote:
Originally Posted by n.devdath Coming to the oil, there is a very very elaborate thread here which debates on Synthetic Vs Mineral oil and based on my experience so far, pure synthetic oil has no tangible advantages over mineral oil which are worth its price difference.
What I would recommend though is something like a Xado engine flush once the vehicle has touched 50k km. These things have a genuine impact on the smoothness of the engine and its internals. |
I am writing this post, as in another thread, one user experienced engine failure in his Maruti NEXA S-Cross 1.6 Diesel from possible contaminated or recycled oil. I now suspect it had recycled mineral oil. Link>>
http://www.team-bhp.com/forum/techni...is-engine.html
When you say “
pure synthetic oil has no tangible advantages over mineral oil which are worth its price difference” I assume you are talking about driving performance difference. That may be true but I would think for modern lower emission engines, mineral oil can be detrimental. But these days mineral vs. synthetic debate is like Canon vs. Nikon debate. So I will keep this talk only from an engineering point of view. Based on my experience if you plan to keep a modern low emission vehicle for long years (8+ or 250k+ kms) in Indian ambient conditions, synthetic is the best, followed by semi-synthetic. The reasons being
- low bearing clearances and thinner lube films for newer low emission vehicles
- Continuous cycling of turbo from low to high and back due to unique Indian traffic scenario ( really bad both structurally and from journal bearing standpoint)
- Extreme variation in ambient temperatures from really hot summers to near zero winters
- heavy dust and fine particles in air
I think these point were discussed in the other thread for mineral vs synthetic. But after going through that thread I felt full justice was not done to modern lower emission engines like in Endeavour.
Mineral oil breaks down rather fast, toward its end of service life leading to the viscosity increase and lube film break down while the base oil in synthetic maintains its viscosity even 'after' its service life. Although you are changing mineral oil more often, it also makes the engine run longer durations in degraded oil conditions. This duration is much less with synthetic. Also the viscosity 'swing' from new to old is much smaller. This is good for the engine. Degraded oil conditions mean, higher acidity, higher viscosity, lack of film thickness in cold start, oil film breaking down more often etc.
I am assuming the Indian Endeavour piston ring and liner interface is same as the Australian Everest, which has a DPF for emissions. Since Ford hardly sells 600 Endeavours per month, it does not make sense to have Euro4/BS-IV specific rings/liner for India. The Australian Euro 5/6 engines oil film at the ring/liner interface would be very thin, to reduce ash deposits in DPF, generated from burning oil. Less the oil thickness, lesser is the oil pushed into combustion chamber, lesser the ash formed. Additionally to improve the specific fuel consumption toward improving emissions, the bearing lube film thickness is reduced for frictional loss reduction, meaning any viscosity degradation is going to make the already thin oil film break down and accelerate the bearing wear. So these engines have reduced oil consumption and reduced oil film thickness. Negative impact from reduced oil film thickness is more obvious. But reduced oil consumption has good and bad.
Higher oil consumption by the engine is good, if you do weekly or daily oil top up like in marine or locomotive engines (refer IR Alco and EMD engines). You get to introduce fresh doses of oil regularly (almost daily). So over a couple of months, the entire engine oil is replaced just from regular top up. But for cars, where you do oil change at really spread out intervals, reduced oil consumption means oil degrades faster. Especially toward the end of oil life, key factors like Soot, Acidity, Alkalinity, Viscosity, other dissolved particles etc really start to negatively affect the tight clearances. Soot is the big villain here. It is extremely hard, so abrades the bearings, it increases acidity, therefore corrosion, and also negatively affects viscosity. So for higher emission engines with tight bearing clearances and thin lubricating films, soot is really bad. The key therefore is to have oils that can maintain viscosity and also keep the soot dispersed for longer time intervals. Hence mineral oils are extremely poor choice here. It may be a good choice for older generation engines. Ford uses semi-synthetic for Endeavour, probably from an Indian pocket friendliness standpoint. I would think using mineral oil would kill this engine. I would be surprised to see it go beyond 50k kms, while full synthetic might extend it to 250k+ kms or so. Just some mental linear interpolation assuming ‘
everything’ remains same.
You are going to produce the same amount of soot irrespective of mineral or synthetic oil as soot is a product of fuel burn. But once soot gets mixed with oil through blow-by and piston-ring scraping, it is going to go after every moving part in the engine. Another important factor is to keep soot from agglomerating into large size particles. Although this is primarily achieved through good additives, full synthetic does a far better job here throughout its oil life. Mineral oil does this only when its new. Of course the question then is, what is truly synthetic, Grp 3, 4, or Grp 5 with ester etc. That is for another day as it would need a new thread.
So at the end of the day, for Endeavour, semi-synthetic is the cheaper option, but if you absolutely love this beast, go for full synthetic. But big NO to mineral oil.