Here's some recommended reading that just showed up:
2007-32-0080
Study of Eco-Friendly Four-Cycle Motorcycle Engine Oils
2007-01-4134
Improved Friction Modifiers to Aid in Future Fuel Economy Targets
It's good to keep up to date on changes that will be coming soon to lubricants to understand how it will impact our older engines.
1999-01-3464
Development of a Wear Test Procedure to Evaluate Automotive Lubricating Oils
Understanding methods to test for wear will hopefully allow us to come up with new ways to evalate an oil's performance on a small scale... hopefully.
2007-32-0079
Development of new engine oil technology designed to bring more benefits to the boat owner than passenger car motor oils can provide
This last one is interesting as marine engines are also experiencing the effect of the poor performance on new passenger car motor oils in these engines.
Thursday, February 7, 2008
Tuesday, January 29, 2008
More comparative oil dyno testing for HP
We spent the last week doing dyno testing different oils, looking to see if we could find the same gains we experienced last year with different oils.
The results were quite different, which we can only attribute possibly to the use of coated bearings in this engine as well as the engine being very well blueprinted.
We posted a little video we made to YouTube sharing the results and showing some of the testing.
The results were quite different, which we can only attribute possibly to the use of coated bearings in this engine as well as the engine being very well blueprinted.
We posted a little video we made to YouTube sharing the results and showing some of the testing.
Friday, December 14, 2007
Infineum Comments on HTHS Limits and its Impact on Oil Drain Interval
How HTHS viscosity at 150C relates to Viscosity at 100C. One idea I have is rather than solely considering the TBN as an indication of when to change the oil, one should also consider what the HTHS viscosity is of their used oil and make sure that it is still above the manufaturer's or specification's min. requirement, like Porsche and the ACEA with a min. of 3.5 cSt.
Here is the basic summary of the PDF:
Both KV100 loss and HTHS loss after shear are related to one
another as well as to the SSI of the viscosity modifier, with an average 32.2% of the KV100 viscosity being the after shear HTHS viscosity.
R^2=0.941 for % HTHS vis loss vs. KV 100C loss for 5w30, 10w30, and 15w40, so the data correlates well.
KV100 Stay-in-grade min. of 9.3 cSt = after shear HTHS min 3.0
15w40 after shear HTHS of 3.7 cP min recommended, so KV100 min should be 11.47 cSt in UOA.
That would suggest that if the oil in a used oil analysis had 11.47 cSt Viscosity at 100C or less, that it is time to change the oil.
Here is the basic summary of the PDF:
Both KV100 loss and HTHS loss after shear are related to one
another as well as to the SSI of the viscosity modifier, with an average 32.2% of the KV100 viscosity being the after shear HTHS viscosity.
R^2=0.941 for % HTHS vis loss vs. KV 100C loss for 5w30, 10w30, and 15w40, so the data correlates well.
KV100 Stay-in-grade min. of 9.3 cSt = after shear HTHS min 3.0
15w40 after shear HTHS of 3.7 cP min recommended, so KV100 min should be 11.47 cSt in UOA.
That would suggest that if the oil in a used oil analysis had 11.47 cSt Viscosity at 100C or less, that it is time to change the oil.
Mobil 1 0W-40
Mobil 1 0W-40
Thanks to the wonders of Google cache, we can see what the old API SL rated Mobil 1 0w40 was compared to it's new SM rated version, which shortly after the page was posted on BITOG, Mobil pulled it and replaced it with a new one.
http://www.mobil.com/Germany-German/Lubes/PDS/GLXXDEPVLMOMobil_1_0W-40.asp
One thing of interest is that the new Mobil 1 0w40 no longer is VW 503.01 approved.
Thanks to the wonders of Google cache, we can see what the old API SL rated Mobil 1 0w40 was compared to it's new SM rated version, which shortly after the page was posted on BITOG, Mobil pulled it and replaced it with a new one.
http://www.mobil.com/Germany-German/Lubes/PDS/GLXXDEPVLMOMobil_1_0W-40.asp
One thing of interest is that the new Mobil 1 0w40 no longer is VW 503.01 approved.
Mobil 1 0W-40
Mobil 1 0W-40
Thanks to the wonders of Google cache, we can see what the old API SL rated Mobil 1 0w40 was compared to it's new SM rated version, which shortly after the page was posted on BITOG, Mobil pulled it and replaced it with a new one.
http://www.mobil.com/Germany-German/Lubes/PDS/GLXXDEPVLMOMobil_1_0W-40.asp
One thing of interest is that the new Mobil 1 0w40 no longer is VW 503.01 approved.
Thanks to the wonders of Google cache, we can see what the old API SL rated Mobil 1 0w40 was compared to it's new SM rated version, which shortly after the page was posted on BITOG, Mobil pulled it and replaced it with a new one.
http://www.mobil.com/Germany-German/Lubes/PDS/GLXXDEPVLMOMobil_1_0W-40.asp
One thing of interest is that the new Mobil 1 0w40 no longer is VW 503.01 approved.
Mobil 1 0W-40 Current PDS - Bob Is The Oil Guy
Mobil 1 0W-40 Current PDS - Bob Is The Oil Guy
More on discrepencies with Mobil 1 0w40, reformulations, and its poor performance in high performance engines.
More on discrepencies with Mobil 1 0w40, reformulations, and its poor performance in high performance engines.
Automakers Prepare Next Engine Oil Specs
Big Changes Loom for European Market
This article discussing the upcoming ACEA E9 specification.
What I think is great is that the ACEA usually builds upon the emissions requirements but is typically much more stringent on wear, and the new E9 specification would call for a low ash oil but with low TBN - less detergency, less wear (because the anti-wear additives work better with less detergents around).
Just published in the SAE, the paper "Moden Heavy Duty Diesel Engine Oils with Lower TBN Showing Excellent Performance is very promising, improving upon the percieved deficiences with the CJ-4 and SM standards now used. I've taken a few notes on this paper, for those interested.
This article discussing the upcoming ACEA E9 specification.
What I think is great is that the ACEA usually builds upon the emissions requirements but is typically much more stringent on wear, and the new E9 specification would call for a low ash oil but with low TBN - less detergency, less wear (because the anti-wear additives work better with less detergents around).
Just published in the SAE, the paper "Moden Heavy Duty Diesel Engine Oils with Lower TBN Showing Excellent Performance is very promising, improving upon the percieved deficiences with the CJ-4 and SM standards now used. I've taken a few notes on this paper, for those interested.
Wednesday, December 12, 2007
Different versions of Mobil 1 0w40 Leads to More Questions
Mobil Canada
Mobil USA
If you compare the Specifications and Approvals, they are different, as well as the Typical Properties of the oils in question.
There is a thread on BITOG in regards to this discrepancy, as well as my earlier post to this blog, with regards to my concern about Mobil 1's Porsche Approval, since the bottle says Porsche Approval List 2002 and based on Porsche's approval process, manufacturers must recertify their oil every three years AND/OR when there is a formulation change, as Mobil did when changing from an API SL to an API SM oil.
Here is the BITOG link.
Mobil USA
If you compare the Specifications and Approvals, they are different, as well as the Typical Properties of the oils in question.
There is a thread on BITOG in regards to this discrepancy, as well as my earlier post to this blog, with regards to my concern about Mobil 1's Porsche Approval, since the bottle says Porsche Approval List 2002 and based on Porsche's approval process, manufacturers must recertify their oil every three years AND/OR when there is a formulation change, as Mobil did when changing from an API SL to an API SM oil.
Here is the BITOG link.
Sunday, December 9, 2007
UOA Used Oil Analysis and Oil Testing
UOA Used Oil Analysis and Oil Testing
We're now offering used oil analysis including TBN. Results will be emailed to you and will also be used to help generate a global database of results for the Porsche community to reference. We're charging a bit more than average, but we're also including the TBN analysis, which most labs charge an extra $10.
We also have GM EOS in stock, part number 88862586, which replaces the old GM part number 1052367.
We're now offering used oil analysis including TBN. Results will be emailed to you and will also be used to help generate a global database of results for the Porsche community to reference. We're charging a bit more than average, but we're also including the TBN analysis, which most labs charge an extra $10.
We also have GM EOS in stock, part number 88862586, which replaces the old GM part number 1052367.
Thursday, December 6, 2007
Why "NOT" to use moly based engine...... - Tundra Solutions Forum
Why "NOT" to use moly based engine...... - Tundra Solutions Forum: "Check out the OEM bulletin from Cummins. It is the Cummins Engine Oil Recommendations, Bulletin No. 3810340-02 . Its probably best if you stopped by a Cummins Dealer and purchased this bulletin- about $2 or $3. On page 7 it has a section on FRICTION MODIFIERS states: 'There is firm evidence that certain friction modifiers, molybdenum dithiophosphate for example, can in certain formulations result in cam follower pin failure at relatively low mileage'........ From years working with engine test programs to approve engine oil formulations for API licensing, we can tell you that NO engine oil containing Molybdenum additives has been certified by the full range of engine tests necessary to gain API approval. Molybdenum compounds in motor oils can degrade and cause bearing corrosion and is particularly aggressive towards copper. In almost all cases, any engine oil formula having 'moly' will also contain a Copper Deactivator which will protect bearings from the moly compounds. The only problem, the copper deactivator decomposes at relatively low temperatures and looses it's potency after a few thousand miles."
Bob Cousimano over at CMW Oil also is a firm believe that soluble moly products should not be used in automotive lubricants, just like PTFE (teflon) and many other oil additive products like Prolong, Slick 50, and countless others just plain don't work and should never be used in an engine.
Bob Cousimano over at CMW Oil also is a firm believe that soluble moly products should not be used in automotive lubricants, just like PTFE (teflon) and many other oil additive products like Prolong, Slick 50, and countless others just plain don't work and should never be used in an engine.
Reliability of 996 Engines - RennTech.org Forums
Reliability of 996 Engines - RennTech.org Forums: "Jim Pasha has written an outstanding article in the October 2005 issue of Excellence Magazine."
You can download the article from the Renntech forums. Also, there is a good post on that thread, pointing out some of the major flaws with the 996/997.
You can download the article from the Renntech forums. Also, there is a good post on that thread, pointing out some of the major flaws with the 996/997.
PD-TDI (2004+) Oil Info & Analyses (Post #1 = FAQ) - TDIClub Forums
PD-TDI (2004+) Oil Info & Analyses (Post #1 = FAQ) - TDIClub Forums: "PD-TDI (2004+) Oil Info & Analyses (Post #1 = FAQ) "
From the TDI Club forums. Covers UOA collection practices, lists labs that can test your oil, discusses the various VW oil standards, and lists various UOAs from engines running various approved (and non-approved) oils.
IMHO, the Porsche crowd needs to pick a handful of oils, and everyone needs to start doing UOA on a regular basis, and share those findings, like the Volkswagen TDI guys have. Quite a valuable resource to see how an oil performs across a "fleet" in all kinds of service - daily driver, weekend warrior, to full on race engines.
From the TDI Club forums. Covers UOA collection practices, lists labs that can test your oil, discusses the various VW oil standards, and lists various UOAs from engines running various approved (and non-approved) oils.
IMHO, the Porsche crowd needs to pick a handful of oils, and everyone needs to start doing UOA on a regular basis, and share those findings, like the Volkswagen TDI guys have. Quite a valuable resource to see how an oil performs across a "fleet" in all kinds of service - daily driver, weekend warrior, to full on race engines.
Oils explained from Drivers Technology, whats written on your oil bottle and what does it mean?.
Oils explained from Drivers Technology, whats written on your oil bottle and what does it mean?.
Although a bit out of date, alot of the common specification terminology is explained and the evolution of the API as well as the ACEA standards.
Although a bit out of date, alot of the common specification terminology is explained and the evolution of the API as well as the ACEA standards.
MRO Today - Friction: The good, the bad and the greasy
MRO Today - Friction: The good, the bad and the greasy
An excellent explaination of how friction affects lubrication.
An excellent explaination of how friction affects lubrication.
Motor Oil
Motor Oil: "Motor Oil 101", by AE Haas, broken into 10 sub-sections. Although I don't agree with everything he states, there is a lot of pertainent information worth reading.
Method for reducing piston deposits - US Patent 5068044
Method for reducing piston deposits - US Patent 5068044
A very interesting and novel idea of using ZnO in the filter in lieu of metallic detergents in motor oil to maintain the cleanliness of the oil and a high TBN retention. As we all know, less detergents also means that the available AW additives can work better at reducing wear and even better yet, less of these AW additives end up being needed.
A very interesting and novel idea of using ZnO in the filter in lieu of metallic detergents in motor oil to maintain the cleanliness of the oil and a high TBN retention. As we all know, less detergents also means that the available AW additives can work better at reducing wear and even better yet, less of these AW additives end up being needed.
BryCoat - Dry Film Lubricant Coating
BryCoat - Dry Film Lubricant Coating
I'm a big believer in applying cutting edge coatings or surface treatments for wear reduction, longevity, or to make more HP. I've used coatings from Calico Coatings to PVD (plasma vapor disposition) nano-tech coatings Anatech Ltd's Casidum (also known as DLC - diamond like carbon), and they work. There is pioneering research being done using dry film lubricants like MoS2 and WS2 and media blasting parts with very fine media at very high velocities, physically bonding these friction reducing products at a molecular level with the substrates its being fired at. WPC has pioneered this process and we will be using it with great anticipation in the near future.
I'm a big believer in applying cutting edge coatings or surface treatments for wear reduction, longevity, or to make more HP. I've used coatings from Calico Coatings to PVD (plasma vapor disposition) nano-tech coatings Anatech Ltd's Casidum (also known as DLC - diamond like carbon), and they work. There is pioneering research being done using dry film lubricants like MoS2 and WS2 and media blasting parts with very fine media at very high velocities, physically bonding these friction reducing products at a molecular level with the substrates its being fired at. WPC has pioneered this process and we will be using it with great anticipation in the near future.
HTHS - Bob Is The Oil Guy
HTHS - Bob Is The Oil Guy: "A jump in HTHS by about +1.5 results in approximately 1/5 the wear. Now this relationship is not linear and flattens as one nears a 40+ weight oil."
...
"Summary: It was found that HTHS correlates better with wear values found in actual oil analysis and actual tear-down measurements than does measuring the oil film thickness in situ."
The HTHS (high temperature high shear) viscosity of a given oil is a very important consideration in my choosing a motor oil. Yes, Porsche has a minimum HTHS that is aligned with the levels required for an ACEA A3/B3 lubricant, but M1 0w40 just meets that specification. There are many 0w40 and 5w40 lubricants that have up to 25% higher HTHS #s.
The oils we've seen with some of the highest quoted HTHS viscosities have been Mobil 1 V-Twin 20w50, Amsoil Harley V-Twin 20w50, and Brad Penn Racing 1 20w50, all with HTHS #s near or in excess of 6.0.
It is also worth mentioning that in one of the quoted SAE journals, that the zero wear intercept for HTHS viscosity was a HTHS of 13.7, so most definately there is improvement when going from 3.5 on up to even 6.0 IMHO.
...
"Summary: It was found that HTHS correlates better with wear values found in actual oil analysis and actual tear-down measurements than does measuring the oil film thickness in situ."
The HTHS (high temperature high shear) viscosity of a given oil is a very important consideration in my choosing a motor oil. Yes, Porsche has a minimum HTHS that is aligned with the levels required for an ACEA A3/B3 lubricant, but M1 0w40 just meets that specification. There are many 0w40 and 5w40 lubricants that have up to 25% higher HTHS #s.
The oils we've seen with some of the highest quoted HTHS viscosities have been Mobil 1 V-Twin 20w50, Amsoil Harley V-Twin 20w50, and Brad Penn Racing 1 20w50, all with HTHS #s near or in excess of 6.0.
It is also worth mentioning that in one of the quoted SAE journals, that the zero wear intercept for HTHS viscosity was a HTHS of 13.7, so most definately there is improvement when going from 3.5 on up to even 6.0 IMHO.
Frequently Asked Questions - Products - CJ-4 Specification
Frequently Asked Questions - Products - CJ-4 Specification
Lubrizol is one of the leaders in oil additive technology, and this FAQ on the CJ-4 specification is excellent and addresses some of the common questions. It is great that some of the texts in the matrix evaluated both the use of ultra-low sulfur diesel AND non-ultra-low sulfur fuels, but it's worth noting that the new tests added for valvetrain wear and ring/liner and bearing wear are not done with the higher sulfur fuels.
Lubrizol is one of the leaders in oil additive technology, and this FAQ on the CJ-4 specification is excellent and addresses some of the common questions. It is great that some of the texts in the matrix evaluated both the use of ultra-low sulfur diesel AND non-ultra-low sulfur fuels, but it's worth noting that the new tests added for valvetrain wear and ring/liner and bearing wear are not done with the higher sulfur fuels.
Suggested SAE Technical Paper Series Readings
I've compiled links in my Google Notebook to various SAE Technical Paper Series published over the last 30 years, mostly on lubrication, but there are some intesting reads on piston/ring/liner interactions, as well as liner and piston metallurgy. Well worth the price of admission, most, if not all of the publications listed are in our personal library.
Energy Citations Database (ECD) - - Document #6545328
Effect of fuel and lubricant composition on engine deposit formation.
"The oxidatively stable synthetic oils minimized varnish but esters accumulated much more pentane-insolubles than polyalphaolefins or alkylbenzenes."
Pentane-insolubles in motor oils can ultimately contribute to increased wear connecting rod bearing wear, as documented in the SAE Technical Paper Series #810330. Engine Oil and Bearing Wear. Esters above refer to Group V synthetics, where polyalphaelefins (PAO), as group IV synthetics.
"The oxidatively stable synthetic oils minimized varnish but esters accumulated much more pentane-insolubles than polyalphaolefins or alkylbenzenes."
Pentane-insolubles in motor oils can ultimately contribute to increased wear connecting rod bearing wear, as documented in the SAE Technical Paper Series #810330. Engine Oil and Bearing Wear. Esters above refer to Group V synthetics, where polyalphaelefins (PAO), as group IV synthetics.
Ultimate Motor Oil Thread or Why we hate CJ4/SM oils - Pelican Parts Technical BBS
Ultimate Motor Oil Thread or Why we hate CJ4/SM oils - Pelican Parts Technical BBS
Title pretty much sums this one up. The above link is to an excellent thread discussing current oil formulations and their impact on aircooled Porsches on the Pelican Parts forums.
Title pretty much sums this one up. The above link is to an excellent thread discussing current oil formulations and their impact on aircooled Porsches on the Pelican Parts forums.
Wednesday, December 5, 2007
Porsche Reduces Drain Interval to 12,000 mi / 1 Year
The above UOA posted on the Renntech.org forums is a good example why Porsche needed to reduce the drain interval from the 2 year or 24,000 mi that they were recommending. Given that Mobil 1 0w40, or most if not all ACEA A3/B3 oils have a starting TBN of 10.0, and now the TBN measured about half, the above owner should be considering changing their oil after 8,500 mi. This is using the rule of thumb that your drain interval should be determined by evaluating the TBN retention and changing when you are at 50% of the starting level. 8,500 mi is still some 3,500 mi less than Porsche's new, reduced 12,000 mi interval.
That is why it is so important to do oil testing on a regular basis, especially with longer drain intervals. I personally use Staveley Services to do my testing. In fact, I have two UOAs from my '91 C4 Cab posted over on my other blog about my 911.
If you would like to share your UOAs, please email me!
VWvortex Forums: For the FAQ: VW/Audi 502.00 and 505.01 Approved Oils
VWvortex Forums: For the FAQ: VW/Audi 502.00 and 505.01 Approved Oils
The above link is a good reference for which oils are VW/Audi approved. Also contained within the thread are links to updated or current approved lists.
The above link is a good reference for which oils are VW/Audi approved. Also contained within the thread are links to updated or current approved lists.
Links to Good Amsoil Lubricant Studies
Amsoil Links
Amsoil makes some excellent products and does back up their products with some good independent lab testing, including these studies of motorcycle oils and gear lubes.
Amsoil makes some excellent products and does back up their products with some good independent lab testing, including these studies of motorcycle oils and gear lubes.
(WO/2002/018521) LOW PHOSPHORUS LUBRICATING OIL COMPOSITION
(WO/2002/018521) LOW PHOSPHORUS LUBRICATING OIL COMPOSITION
The complete application for patent with images can be viewed at the Canadian Intellectual Property Office or in pdf format here.
The subject of research into ash-less or low P (sulfated ash) oils is nothing new, but interesting nonetheless is the wear performance of these low ZDDP oils in conjunction with low S mogas (as opposed to ultra-low sulfur diesel). Their tests have shown the engines show less wear with a low sulfur oil and with low sulfur fuel than an engine running a higher sulfur content oil (i.e. more ZDDP) and a high sulfur fuel. This concurs with the data collected during the development of the CJ-4 API standard.
But unlike the wide availability of ultra-low sulfur diesel, ultra-low sulfur unleaded fuels are not widely available, and can vary from as low as 35ppm (all tests were conducted at 10ppm) to as high as 300+. That is one reason to use the very best grade and quality fuel you can buy, like a Top Tier classification, like Shell's 91 and 93 octane premium fuels.
That said, the International Preliminary Examination Report for the above patent found flaw in that there is no comparison between low P (sulfated ash) oils and high sulfur fuels and additionally that the low sulfur content of the fuel is likely to have been the reason for the better wear characteristics rather than the low phosphorous oil. The review was left at that more technical evidence would need to be filed to support the technical feature of "wear reduction." That is if I read it correctly.
The complete application for patent with images can be viewed at the Canadian Intellectual Property Office or in pdf format here.
The subject of research into ash-less or low P (sulfated ash) oils is nothing new, but interesting nonetheless is the wear performance of these low ZDDP oils in conjunction with low S mogas (as opposed to ultra-low sulfur diesel). Their tests have shown the engines show less wear with a low sulfur oil and with low sulfur fuel than an engine running a higher sulfur content oil (i.e. more ZDDP) and a high sulfur fuel. This concurs with the data collected during the development of the CJ-4 API standard.
But unlike the wide availability of ultra-low sulfur diesel, ultra-low sulfur unleaded fuels are not widely available, and can vary from as low as 35ppm (all tests were conducted at 10ppm) to as high as 300+. That is one reason to use the very best grade and quality fuel you can buy, like a Top Tier classification, like Shell's 91 and 93 octane premium fuels.
That said, the International Preliminary Examination Report for the above patent found flaw in that there is no comparison between low P (sulfated ash) oils and high sulfur fuels and additionally that the low sulfur content of the fuel is likely to have been the reason for the better wear characteristics rather than the low phosphorous oil. The review was left at that more technical evidence would need to be filed to support the technical feature of "wear reduction." That is if I read it correctly.
How do VW 506 and 507 Oils Relate to the 505.01 Specification?
I get asked this from time to time, and thanks to the magic of the Internet and Google, I found this letter from VW claiming backwards compatibility with 506 and 507 spec oils and the current 505.01 spec used in North America.
Aircraft Specialties Services
ASL Cam Guard
I commonly get asked about why aircraft engines don't ever have any problems with cam and lifter failures. But yes, they do as well. There are numerous products that are FAA approved for use in certified aircraft as anti-wear additives like the above ASL Cam Guard and also AVBLEND, as you can't use a traditional ZDDP product or conventional motor oil for that matter, for many reasons (I'll leave that for another day). That is also the reason behind why you don't see full synthetic av piston oils, only conventional and semi-synthetic (hydro-cracked). Read here about Mobil's attempts at a Mobil 1 fully-synthetic av piston oils:
Similar to the above product, Lycoming also has a similar product that is required at every oil change, and is a component of many common aviation piston oils, like Exxon Elite. From Exxon's web site re: the required anti-wear/scuffing additive:
Is Exxon Elite OEM approved? Is it U.S. military approved?
Yes. Exxon Elite is an SAE J1899 certified oil. That means it meets the requirements of engine OEMs and the U.S. military for ashless dispersant-containing oils. It meets MIL-L-22851D (obsolete) and is U.S. military approved. (This information is also noted on the Exxon Elite label.)
Exxon Elite also has FAA Supplemental Type Certificates for Lycoming and Continental engines. The FAA has further approved Exxon Elite as an Alternate Method of Compliance with Airworthiness Directive 80-04-03-R2, paragraph b.1, which requires the use of an anti-wear/anti-scuffing additive in some Lycoming engines. A Special Airworthiness Information Bulletin stating this fact has been issued by the FAA: SAIB No. NE-00-22.
What is the anti-wear/anti-scuffing additive you're referring to, and why is it important?
The anti-wear/anti-scuffing additive (sometimes referred to by the Lycoming stock number LW 16702) is a supplemental additive required in some Lycoming engines. This additive deters scuffing on the engine models in question, particularly during engine starts. The FAA has required its use in those engine models affected by Airworthiness Directive 80-04-03-R2, paragraph b.1.
Exxon Elite contains one of the two additives approved for this usage. Using an oil that already contains this additive results in a more consistent concentration of the additive throughout the drain interval, and should provide better protection against scuffing and wear than oils that do not contain the additive.
From best I understand from reading about these additives, rather than the a long-chain polyphosphate Zinc Oxide forming on metallic wear surfaces, these av piston engine anti-wear/scuffing additives form an iron oxide as the wear barrier. Research into similar additives for automotive piston engine is limited at best.
I commonly get asked about why aircraft engines don't ever have any problems with cam and lifter failures. But yes, they do as well. There are numerous products that are FAA approved for use in certified aircraft as anti-wear additives like the above ASL Cam Guard and also AVBLEND, as you can't use a traditional ZDDP product or conventional motor oil for that matter, for many reasons (I'll leave that for another day). That is also the reason behind why you don't see full synthetic av piston oils, only conventional and semi-synthetic (hydro-cracked). Read here about Mobil's attempts at a Mobil 1 fully-synthetic av piston oils:
Similar to the above product, Lycoming also has a similar product that is required at every oil change, and is a component of many common aviation piston oils, like Exxon Elite. From Exxon's web site re: the required anti-wear/scuffing additive:
Is Exxon Elite OEM approved? Is it U.S. military approved?
Yes. Exxon Elite is an SAE J1899 certified oil. That means it meets the requirements of engine OEMs and the U.S. military for ashless dispersant-containing oils. It meets MIL-L-22851D (obsolete) and is U.S. military approved. (This information is also noted on the Exxon Elite label.)
Exxon Elite also has FAA Supplemental Type Certificates for Lycoming and Continental engines. The FAA has further approved Exxon Elite as an Alternate Method of Compliance with Airworthiness Directive 80-04-03-R2, paragraph b.1, which requires the use of an anti-wear/anti-scuffing additive in some Lycoming engines. A Special Airworthiness Information Bulletin stating this fact has been issued by the FAA: SAIB No. NE-00-22.
What is the anti-wear/anti-scuffing additive you're referring to, and why is it important?
The anti-wear/anti-scuffing additive (sometimes referred to by the Lycoming stock number LW 16702) is a supplemental additive required in some Lycoming engines. This additive deters scuffing on the engine models in question, particularly during engine starts. The FAA has required its use in those engine models affected by Airworthiness Directive 80-04-03-R2, paragraph b.1.
Exxon Elite contains one of the two additives approved for this usage. Using an oil that already contains this additive results in a more consistent concentration of the additive throughout the drain interval, and should provide better protection against scuffing and wear than oils that do not contain the additive.
From best I understand from reading about these additives, rather than the a long-chain polyphosphate Zinc Oxide forming on metallic wear surfaces, these av piston engine anti-wear/scuffing additives form an iron oxide as the wear barrier. Research into similar additives for automotive piston engine is limited at best.
Deconstructing Manufacturer Specific Approvals for Oil: Elf 5w40
Elf Excellium NF 5w40 (a Porsche "Approved" oil)
ELF Excellium NF 5W40 Synthetic motor oil (previously called Excellium LDX) is a high performance fully synthetic oil designed for high RPM use and protection at extended change intervals. Meets the following ratings:
Porsche
VW/Audi 502.00/505.00
BMW LL-98
Daimler/Chrysler 229.3
Opel/GM LL-B-025
ACEA A3/B3/B4
API SL/CF
What is more important to me about the above approval letter is the fine print - that Porsche's approval of this oil can be pulled at any time if the formulation is changed. As we know that Mobil 1 0w40 hasn't been recertified or tested AND it's been reformulated, why is it still approved AND the factory fill. I'll let you speculate on that one, it should be obvious as to why. There's lots of money at stake.
Elf Excellium DID 5w40 (a VW 505.01 "Approved" oil)
ELF Excellium DID 5W40 Synthetic motor oil - A high performance fully synthetic motor oil specifically developed for the VW TDI turbo diesel engines with pump nozzle injection, suitable for all older TDI and non-TDI diesel engines as well. Meets the following ratings:
VW/Audi 505.01
VW/Audi 502.00/505.00/500.00
ACEA A3/B3
API SJ/CF
If you compare both the DID and NF Elf 5w40s, they share the VW 502.00 and 505.00 approvals, but differ in that the 505.01 approved oil is API SJ and has higher levels of Zn and P. Additionally, the 505.01 spec oil is intended only for fixed drain intervals, not variable or long life intervals exceeding 20,000 and even 30,000 miles required by some manufacturers.
I still rest my case that for fixed, shorter drain intervals, a VW 505.01 spec oil will probably result in longer engine life and less wear than their Porsche approved brethren.
I also find it interesting that the Mobil 1 0w40 carries a 503.01 VW approval, which is for long-drain intervals for European market VWs with a requirement that the oil be what the API labels "Energy Conserving" to reduce fuel consumption. In my opinion, oils that are energy conserving and for long or extended drain intervals are typically not the best on wear and are mutually exclusive.
ELF Excellium NF 5W40 Synthetic motor oil (previously called Excellium LDX) is a high performance fully synthetic oil designed for high RPM use and protection at extended change intervals. Meets the following ratings:
Porsche
VW/Audi 502.00/505.00
BMW LL-98
Daimler/Chrysler 229.3
Opel/GM LL-B-025
ACEA A3/B3/B4
API SL/CF
What is more important to me about the above approval letter is the fine print - that Porsche's approval of this oil can be pulled at any time if the formulation is changed. As we know that Mobil 1 0w40 hasn't been recertified or tested AND it's been reformulated, why is it still approved AND the factory fill. I'll let you speculate on that one, it should be obvious as to why. There's lots of money at stake.
Elf Excellium DID 5w40 (a VW 505.01 "Approved" oil)
ELF Excellium DID 5W40 Synthetic motor oil - A high performance fully synthetic motor oil specifically developed for the VW TDI turbo diesel engines with pump nozzle injection, suitable for all older TDI and non-TDI diesel engines as well. Meets the following ratings:
VW/Audi 505.01
VW/Audi 502.00/505.00/500.00
ACEA A3/B3
API SJ/CF
If you compare both the DID and NF Elf 5w40s, they share the VW 502.00 and 505.00 approvals, but differ in that the 505.01 approved oil is API SJ and has higher levels of Zn and P. Additionally, the 505.01 spec oil is intended only for fixed drain intervals, not variable or long life intervals exceeding 20,000 and even 30,000 miles required by some manufacturers.
I still rest my case that for fixed, shorter drain intervals, a VW 505.01 spec oil will probably result in longer engine life and less wear than their Porsche approved brethren.
I also find it interesting that the Mobil 1 0w40 carries a 503.01 VW approval, which is for long-drain intervals for European market VWs with a requirement that the oil be what the API labels "Energy Conserving" to reduce fuel consumption. In my opinion, oils that are energy conserving and for long or extended drain intervals are typically not the best on wear and are mutually exclusive.
Deconstructing Manufacturer Specific Approvals for Oil: Mobil 1 0w40
For sake comparison, let's ask why oil companies, like Mobil, do what they do. Mobil 1 0w40 meets the following specifications:
As published on Mobil 1's webite:
Mercedes MB 229.5
BMW Longlife 01
Porsche Approval List 2002
VW 502.00/505.00/503.01
GM-LL-A-025 (gasoline)
GM-LL-B-025 (diesel)
ACEA A3, B3/B4
API SM/CF
I would like to point out that Mobil 1 0w40 was on the '02 approval list, meaning that it went up for renewal and recertification again in '05, as Porsche grants three year approvals. None of current approvals would be with the new SM rated formulation of the 0w40 - they would have all have been tested with the older SL rated, which was a very different formulation. So how can it still be approved if the current oil marketed isn't the one they did the Porsche approval sequences with?
Additionally, as I have already mentioned in another post, that Mobil does offer a separate VW 505.01 specific Mobil 1 formulation, but sadly, it's not offered in North America.
I'll touch on Elf oils next, as they too sell VW and Porsche specific oils.
As published on Mobil 1's webite:
Mercedes MB 229.5
BMW Longlife 01
Porsche Approval List 2002
VW 502.00/505.00/503.01
GM-LL-A-025 (gasoline)
GM-LL-B-025 (diesel)
ACEA A3, B3/B4
API SM/CF
I would like to point out that Mobil 1 0w40 was on the '02 approval list, meaning that it went up for renewal and recertification again in '05, as Porsche grants three year approvals. None of current approvals would be with the new SM rated formulation of the 0w40 - they would have all have been tested with the older SL rated, which was a very different formulation. So how can it still be approved if the current oil marketed isn't the one they did the Porsche approval sequences with?
Additionally, as I have already mentioned in another post, that Mobil does offer a separate VW 505.01 specific Mobil 1 formulation, but sadly, it's not offered in North America.
I'll touch on Elf oils next, as they too sell VW and Porsche specific oils.
964 - Repeat of Head Stud Woes - Pelican Parts Technical BBS
964 - Repeat of Head Stud Woes - Pelican Parts Technical BBS
Thread discussing choice of cylinder head studs for Porsche 911. It would appear that Porsche finally figured out how to make a good Dilivar head stud which is comparable to other aftermarket steel head studs, with the 993TT stud, part number 993.101.170.51. I would say it is safe to say that these studs are proven I would not hesitate to use them with our Nickies cylinders.
Thread discussing choice of cylinder head studs for Porsche 911. It would appear that Porsche finally figured out how to make a good Dilivar head stud which is comparable to other aftermarket steel head studs, with the 993TT stud, part number 993.101.170.51. I would say it is safe to say that these studs are proven I would not hesitate to use them with our Nickies cylinders.
VW Oil Test Sequences
It would appear that Motul has a hand on the various VW specifcations and their test sequences. I currently run their older (now-discontinued) VW 505.01 specific API SJ 5w40 motor oil in my W8 Passat and V10 TDI Touareg and have had excellent UOAs on the W8 with no oil consumption between changes. As I just got the Touareg, it will take a while to get a trend, but the Castrol TXT 505.01 that I just sampled from it was less than spectacular.
VW TDI Cam Issues with Non-Approved Lubricants
Need expert eye to advise on cam pictures - TDIClub Forums
2004 BEW Cam lifter failure report - TDIClub Forums
Although not Porsche specific, there have been lots of failures with VWs, specifically when an approved oil has not been used, like the current 505.01 specification oil that is supposed to be used in current TDI engines without particulate emissions filters.
What I also find interesting is that there are some VW 505.01 oils that are also "Porsche Approved", but you never find a Porsche oil that VW 5050.01 approved - in fact one good example is that Mobil 1 0w40, only meets lower 502.00 and 505.00 standards in its API SM form. Mobil actual sells a 5w40 Mobil 1 505.01 specific oil in Europe which carries this approval with an API SJ rating. All the Porsche oils that also carry the 505.01 approval are also SJ rated.
I'm willing to bet that a 505.01 oil would perform better than the Porsche approved oils too.
2004 BEW Cam lifter failure report - TDIClub Forums
Although not Porsche specific, there have been lots of failures with VWs, specifically when an approved oil has not been used, like the current 505.01 specification oil that is supposed to be used in current TDI engines without particulate emissions filters.
What I also find interesting is that there are some VW 505.01 oils that are also "Porsche Approved", but you never find a Porsche oil that VW 5050.01 approved - in fact one good example is that Mobil 1 0w40, only meets lower 502.00 and 505.00 standards in its API SM form. Mobil actual sells a 5w40 Mobil 1 505.01 specific oil in Europe which carries this approval with an API SJ rating. All the Porsche oils that also carry the 505.01 approval are also SJ rated.
I'm willing to bet that a 505.01 oil would perform better than the Porsche approved oils too.
Google Books
View an RSS feed of books in my Google Books Library, currently with a selection of texts on lubricants with an emphasis on detergents, as a good deal of our attention is now aimed at the choice of detergents for long drain intervals compared to better wear performance.
Another new blog!
Welcome! I've created this blog to share some of the web sites and other interesting reading I've found on the Internet on topics from motor oil to advanced metallurgy to even Porsche specific technical or engine rebuilding information.
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