A few words about oil, oil pressure, and some common misconceptions.
First thing. Oil in modern engines with overhead cams, variable valve timing, and other features is more critical than ever. Timing belts have largely been replaced by chains. These chains are long, and use automatic tensioners to keep them properly tensioned. The tensioners are designed to work properly with specific grades and weights of oils. Deviating from this is risking a catastrophic chain failure that will most likely ruin the engine or at least render it more expensive to repair than to replace. The mechanisms that are used with variable valve timing are likewise designed to work with specific weights and grades of oil. Again, deviating from this can lead to failure of these components. Not as catastrophic as a chain failure, but will generally cause DTCs to appear that will be expensive to resolve.
Oil pressure is another issue. There can be many causes. To diagnose, you need to look at the circuit that the oil takes from the sump all the way to the cams and rockers. Engine oil travels from the oil pan through the pump to the filter. From there it is routed to the main bearings through passages in the block. Passages in the crankshaft provide oil to the connecting rods, piston pins, and piston skirts. Partly by pressure, partly by splash. Oil from the pressure passages that feed the main bearings also feed the cylinder heads and the overhead cams, followers, and lash adjusters if so equipped. It is possible to have a pressure loss at the camshafts from wearing into the cylinder heads. Most are just cam against aluminum rather than having a shell or Babbitt bearing like the crankshaft bearings. Pressure can be lost at any one of these points.
One thing that I will say is that on most modern automobile engines, the old farmer fixes will only usually make things worse. After all, this isn't your grandma's Rambler or your dad's Oldsmobile. These engines are a whole different animal.
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