Oil Real vs. Synthetic
- Thread starter CVsGX470
- Start date
Hitman
New member
Okay, so your statement is that synthetic has a higher coefficient of friction than conventional motor oil, correct?
I just want to give you a chance to correct yourself first....
BTW, I find it funny that you, a proponent of synthetic oil, thinks the benefit of synthetic oil comes from its higher coefficient of friction than conventional oil
I just want to give you a chance to correct yourself first....
BTW, I find it funny that you, a proponent of synthetic oil, thinks the benefit of synthetic oil comes from its higher coefficient of friction than conventional oil
405HP_Z06
New member
Hitman said:Okay, so your statement is that synthetic has a higher coefficient of friction than conventional motor oil, correct?
I just want to give you a chance to correct yourself first....
BTW, I find it funny that you, a proponent of synthetic oil, thinks the benefit of synthetic oil comes from its higher coefficient of friction than conventional oil
For the tenth time, I stand by valid data. My statement makes no difference in the world if you can prove me wrong. Please prove me wrong and provide the data I asked for.
405HP_Z06
New member
Hitman said:
Here's what Royal Purple says about 'Why Synthetics':
http://www.royalpurple.com/techi/whyrpi.html
Here's another article from :
http://www.mr2.com/TEXT/synth_oil.txt
Another website with information:
http://www.allpar.com/eek/synthetic.html
Real world synthetic oil life study:
http://neptune.spacebears.com/cars/stories/oil-life.html
Synthetic vs. Conventional Oil:
http://www.carcraft.com/techarticles/15378/
DirtRoad Magazine on Synthetic vs. Conventional:
http://69.13.87.104/oil2.htm
What Volvo says about synthetics:
http://www.volvocars.com/Services/Repairandmaintenance/channel2/castrol_advantage.htm
Redline synthetic info:
http://www.stealth316.com/2-motoroil-tech.htm
Just a few numerous and overwhelming reasons that synthethics are better than conventional oils. Exactly what I've been saying this whole thread.
405HP_Z06
New member
Synthetic Oil: Rx for Long Engine Life by Curt Scott Part I
Title: Synthetic Oil: Rx for Long Engine Life by Curt Scott
[Publishers Note: Since specialty car enthusiasts and street rodders
often tend to be zealots when it come to optimum care and maintenance of
their cars, and also because so many of these cars utilize smaller,
harder working engines, we at Homebuilt Publications felt that the
following article would be of particular interest to Specialty Cars
readers. Our own interest in the subject is personal as well as
professional, since we have firsthand experience with the benefits of
synthetic lubricants. One of our cars is a 1979 GM sedan whose odometer
and maintenance records reveal over 200,000 miles of driving, with never
a missed-beat of its 350 cu. in. gasoline engine, and which has never
once required an engine repair... not even a minor one! It still runs
as well as the day it was new, it's sparkling clean inside, and all
cylinders check out to original compression specs. For all but the
first 12,000 miles it has thrived on a strict diet of premium synthetic
motor oil, changed only once every 25,000 miles. When we began research
for this article, no one had to convince us that synthetics offer
distinct advantages.]
Many of the things we take for granted as conventional aspects of
twentieth-century life were unimaginable only a few decades ago. For
instance, who would have foreseen in the 1940's, that in the 1980s, tiny
electronic marvels called transistors would have effectively replaced
the unreliable vacuum tube, or that a single, miniature silicon chip
could duplicate the functions of an entire, room sized digital computer,
or even that hundreds of different exotic and classic automobiles would
eventually be reborn and replicated in a new material called fiberglass,
for assembly by the owner?
So it is with the rapidly-emerging synthetic lubricant market. Those
naysayers who only a decade or so ago prematurely dismissed synthetics
as "snake oil" are now among the staunchest devotees of
laboratory-manufactured lubricants. Among these believers are top
lubrication engineers, race car drivers, vehicle fleet operators, and
millions of private motorists around the world. What factors have
contributed to the growing enthusiasm for synthetic lubricants? Simply
put, synthetically-produced lubricants have demonstrated beyond doubt
that they are far superior to their conventional petroleum counterparts
in fulfilling the many and varied tasks demanded of oil by today's
modern engines and power trains. Indeed, synthetic lubricant technology
is swiftly progressing to a point where it is possible that engine wear
may no longer continue to be the major limiting factor in the expected
life span of motor vehicles. An examination of synthetic engine
lubricants, along with a review of both laboratory and real world
comparative test results, will assist the reader to understand the
differences and the advantages offered by these state-of-the-art motor
oils.
The first question demanding an answer is: *Just what is synthetic oil*?
Technically speaking, synthetic lubricants are made by chemically
combining, in a laboratory, lower-molecular-weight materials to produce
a finished product with planned and predictable properties. Don't be
confused by this technical double-talk. What this means is that
synthetics are custom-designed products in which each phase of their
molecular construction is programmed to produce what may be called "the
ideal lubricant." This process departs significantly from that of
petroleum lubricants, whose physical components, both desirable and
undesirable, are inherited from the crude oil from which they are
refined. Crude oil possesses thousands of varieties of contaminants,
depending upon the oil's geographical and geological origins, which no
amount of refining can entirely remove. Corrosive acids, paraffins and
other waxes, heavy metals, asphalt, naphthenes and benzenes, as well as
countless compounds of sulfur, chlorine, and nitrogen, remain in the
finished product. Equally as important, petroleum oil molecules, as
contrasted to uniform-sized synthetic oil molecules, vary significantly
in size, shape, and length. When your engine heats up, the smaller
molecules evaporate, while the larger ones tend to oxidize and become
engine deposits. As a result, refined petroleum lubricating products
differ widely in their overall quality and performance. The presence of
and the resulting drawbacks of the undesirable constituent elements lie
at the very root of the considerable performance differences between
synthetic and petroleum-based motor oils.
As an adjunct to the narrative, it is important to point out those
products that are sometime confused as synthetics: currently-marketed
graphite motor oil is a *petroleum-based* oil with a graphite compound
added for additional lubricity (slipperiness), and is not synthetic.
There are also numerous aftermarket oil *additives* on the market,
offering claims of increased lubricity through the use of graphite,
Teflon, or metallic compounds. One is even supported by the bold
declaration that it will "repair and seal" cylinder-wall wear and
restore lost performance. Hmmm. Once again, while these products may
or may not perform as claimed, they are not synthetics, and it may be
safely stated that no additive or additive package is capable of
conferring to petroleum oil the performance advantages of a premium
synthetic oil. Consequently, as petroleum-based products, they will
invariably break down as petroleum oils do under the conditions of
stress and heat produced by an internal combustion engine. Public
bewilderment and even skepticism have also occurred in years past, as
unscrupulous, fly-by-night marketers advertised and promoted with
exaggerated claims, oils and additives as "synthetic" which were of
dubious quality, and in some instances were low-quality petroleum
products merely *labeled* "synthetic." The names and address of the
major, reputable manufacturers of synthetic automobile lubricants are
listed at the end of this article for those who desire further technical
information. Because Amsoil products are sold only through authorized
distributors, the company suggests that you call their headquarters for
the name of a dealer near you, or consult your local telephone directory
Yellow Pages under "Oils, lubricating."
We should note also that many of the performance attributes of synthetic
engine oils are also provided by a host of other synthetic lubricants,
such as automatic transmission fluids, chassis and bearing greases, and
gear lubes. Unfortunately it is beyond the scope of this article to
detail the various benefits of the synthetic products.
Contrary to what many may believe, synthetic lubricants are not a recent
development. As early as the 1930s, Standard Oil of Indiana conducted
research into synthetic oil. More serious development and production
was commenced by the Germans during WWII, as their conventional
lubricants congealed and froze on the Eastern front and stalled their
advances into the Soviet Union. As jet engines were developed after the
war, it soon became evident that conventional lubricating oils couldn't
withstand the high temperatures and pressures, and synthetics came to be
used in all military commercial jet aircraft engines. Then in the 1960s
history repeated itself, and it was again cold weather that spurred
further development work as the U.S. Army needed better lubricants for
Arctic and Antarctic use. Still later, NASA specified synthetic-based
lubes for all space vehicles, including the Space Shuttle. Today's
automotive synthetic lubricants have evolved as an almost direct result
of these demanding military and extraterrestrial lubrication
requirements.
The U.S. Department of Energy lists no fewer than *sixteen* performance
parameters for any modern automotive motor oil. These are:
-Low temperature fluidity (low pour point)
-Low volatility...i.e. resistance to evaporation and resultant oil
thickening...good oil economy, additional engine protection
-High temperature oxidation resistance (of the oil itself)
-Lubricity...the oil's slipperiness
-Thermal stability...resistance to performance loss due to temperature
change
-Compatibility with engine metals, elastomers (i.e. "rubber" seals), oil
filter elements, paints, and finishes
-Wear protection and film strength
-Freedom from deposit formation...good dispersant and detergent
characteristics
-Compatibility with other engine oils and additive packages
-Extended drain capability
-Water stability...propensity to remain separate of water molecules
-Corollary effects on an engine's octane requirements
-Ambient-startup protection...ability to protect against oil starvation
during initial startup
-Anti-rust properties
-Compatibility with catalytic emission control systems
-Compatibility with alcohol-containing fuels
Chief among the areas in which the pre-planned and predictable
properties inherent in premium synthetic lubricants significantly
surpass those of premium petroleum oils are: low temperature fluidity...
and thus improved ambient startup protection; low volatility (higher
boiling point...greater resistance to evaporation); high-temperature
thermal stability; oxidation resistance; lubricity; fuel economy; film
strength, and wear protection; extended drain capabilities; water
stability; and high *natural* detergent characteristics (resulting in a
cleaner engine with less additive content).
Title: Synthetic Oil: Rx for Long Engine Life by Curt Scott
[Publishers Note: Since specialty car enthusiasts and street rodders
often tend to be zealots when it come to optimum care and maintenance of
their cars, and also because so many of these cars utilize smaller,
harder working engines, we at Homebuilt Publications felt that the
following article would be of particular interest to Specialty Cars
readers. Our own interest in the subject is personal as well as
professional, since we have firsthand experience with the benefits of
synthetic lubricants. One of our cars is a 1979 GM sedan whose odometer
and maintenance records reveal over 200,000 miles of driving, with never
a missed-beat of its 350 cu. in. gasoline engine, and which has never
once required an engine repair... not even a minor one! It still runs
as well as the day it was new, it's sparkling clean inside, and all
cylinders check out to original compression specs. For all but the
first 12,000 miles it has thrived on a strict diet of premium synthetic
motor oil, changed only once every 25,000 miles. When we began research
for this article, no one had to convince us that synthetics offer
distinct advantages.]
Many of the things we take for granted as conventional aspects of
twentieth-century life were unimaginable only a few decades ago. For
instance, who would have foreseen in the 1940's, that in the 1980s, tiny
electronic marvels called transistors would have effectively replaced
the unreliable vacuum tube, or that a single, miniature silicon chip
could duplicate the functions of an entire, room sized digital computer,
or even that hundreds of different exotic and classic automobiles would
eventually be reborn and replicated in a new material called fiberglass,
for assembly by the owner?
So it is with the rapidly-emerging synthetic lubricant market. Those
naysayers who only a decade or so ago prematurely dismissed synthetics
as "snake oil" are now among the staunchest devotees of
laboratory-manufactured lubricants. Among these believers are top
lubrication engineers, race car drivers, vehicle fleet operators, and
millions of private motorists around the world. What factors have
contributed to the growing enthusiasm for synthetic lubricants? Simply
put, synthetically-produced lubricants have demonstrated beyond doubt
that they are far superior to their conventional petroleum counterparts
in fulfilling the many and varied tasks demanded of oil by today's
modern engines and power trains. Indeed, synthetic lubricant technology
is swiftly progressing to a point where it is possible that engine wear
may no longer continue to be the major limiting factor in the expected
life span of motor vehicles. An examination of synthetic engine
lubricants, along with a review of both laboratory and real world
comparative test results, will assist the reader to understand the
differences and the advantages offered by these state-of-the-art motor
oils.
The first question demanding an answer is: *Just what is synthetic oil*?
Technically speaking, synthetic lubricants are made by chemically
combining, in a laboratory, lower-molecular-weight materials to produce
a finished product with planned and predictable properties. Don't be
confused by this technical double-talk. What this means is that
synthetics are custom-designed products in which each phase of their
molecular construction is programmed to produce what may be called "the
ideal lubricant." This process departs significantly from that of
petroleum lubricants, whose physical components, both desirable and
undesirable, are inherited from the crude oil from which they are
refined. Crude oil possesses thousands of varieties of contaminants,
depending upon the oil's geographical and geological origins, which no
amount of refining can entirely remove. Corrosive acids, paraffins and
other waxes, heavy metals, asphalt, naphthenes and benzenes, as well as
countless compounds of sulfur, chlorine, and nitrogen, remain in the
finished product. Equally as important, petroleum oil molecules, as
contrasted to uniform-sized synthetic oil molecules, vary significantly
in size, shape, and length. When your engine heats up, the smaller
molecules evaporate, while the larger ones tend to oxidize and become
engine deposits. As a result, refined petroleum lubricating products
differ widely in their overall quality and performance. The presence of
and the resulting drawbacks of the undesirable constituent elements lie
at the very root of the considerable performance differences between
synthetic and petroleum-based motor oils.
As an adjunct to the narrative, it is important to point out those
products that are sometime confused as synthetics: currently-marketed
graphite motor oil is a *petroleum-based* oil with a graphite compound
added for additional lubricity (slipperiness), and is not synthetic.
There are also numerous aftermarket oil *additives* on the market,
offering claims of increased lubricity through the use of graphite,
Teflon, or metallic compounds. One is even supported by the bold
declaration that it will "repair and seal" cylinder-wall wear and
restore lost performance. Hmmm. Once again, while these products may
or may not perform as claimed, they are not synthetics, and it may be
safely stated that no additive or additive package is capable of
conferring to petroleum oil the performance advantages of a premium
synthetic oil. Consequently, as petroleum-based products, they will
invariably break down as petroleum oils do under the conditions of
stress and heat produced by an internal combustion engine. Public
bewilderment and even skepticism have also occurred in years past, as
unscrupulous, fly-by-night marketers advertised and promoted with
exaggerated claims, oils and additives as "synthetic" which were of
dubious quality, and in some instances were low-quality petroleum
products merely *labeled* "synthetic." The names and address of the
major, reputable manufacturers of synthetic automobile lubricants are
listed at the end of this article for those who desire further technical
information. Because Amsoil products are sold only through authorized
distributors, the company suggests that you call their headquarters for
the name of a dealer near you, or consult your local telephone directory
Yellow Pages under "Oils, lubricating."
We should note also that many of the performance attributes of synthetic
engine oils are also provided by a host of other synthetic lubricants,
such as automatic transmission fluids, chassis and bearing greases, and
gear lubes. Unfortunately it is beyond the scope of this article to
detail the various benefits of the synthetic products.
Contrary to what many may believe, synthetic lubricants are not a recent
development. As early as the 1930s, Standard Oil of Indiana conducted
research into synthetic oil. More serious development and production
was commenced by the Germans during WWII, as their conventional
lubricants congealed and froze on the Eastern front and stalled their
advances into the Soviet Union. As jet engines were developed after the
war, it soon became evident that conventional lubricating oils couldn't
withstand the high temperatures and pressures, and synthetics came to be
used in all military commercial jet aircraft engines. Then in the 1960s
history repeated itself, and it was again cold weather that spurred
further development work as the U.S. Army needed better lubricants for
Arctic and Antarctic use. Still later, NASA specified synthetic-based
lubes for all space vehicles, including the Space Shuttle. Today's
automotive synthetic lubricants have evolved as an almost direct result
of these demanding military and extraterrestrial lubrication
requirements.
The U.S. Department of Energy lists no fewer than *sixteen* performance
parameters for any modern automotive motor oil. These are:
-Low temperature fluidity (low pour point)
-Low volatility...i.e. resistance to evaporation and resultant oil
thickening...good oil economy, additional engine protection
-High temperature oxidation resistance (of the oil itself)
-Lubricity...the oil's slipperiness
-Thermal stability...resistance to performance loss due to temperature
change
-Compatibility with engine metals, elastomers (i.e. "rubber" seals), oil
filter elements, paints, and finishes
-Wear protection and film strength
-Freedom from deposit formation...good dispersant and detergent
characteristics
-Compatibility with other engine oils and additive packages
-Extended drain capability
-Water stability...propensity to remain separate of water molecules
-Corollary effects on an engine's octane requirements
-Ambient-startup protection...ability to protect against oil starvation
during initial startup
-Anti-rust properties
-Compatibility with catalytic emission control systems
-Compatibility with alcohol-containing fuels
Chief among the areas in which the pre-planned and predictable
properties inherent in premium synthetic lubricants significantly
surpass those of premium petroleum oils are: low temperature fluidity...
and thus improved ambient startup protection; low volatility (higher
boiling point...greater resistance to evaporation); high-temperature
thermal stability; oxidation resistance; lubricity; fuel economy; film
strength, and wear protection; extended drain capabilities; water
stability; and high *natural* detergent characteristics (resulting in a
cleaner engine with less additive content).
405HP_Z06
New member
Synthetic Oil: Rx for Long Engine Life by Curt Scott Part II
For purposes of comparison, we have taken a well-known synthetic engine
oil, Amsoil 10W-40 synthetic, and contrasted its characteristics with
those of several prominent 10W-40 conventional motor oils. Below is a
condensed summary of the results of several closely-monitored field and
laboratory tests:
Amsoil Synthetic Petroleum
10W40 10W40
1. Effective lubrication range -60 to +400 F 0 to +300F
2. Viscosity increase after 9% 102 to 400%
single-sequence (64 hour)
Olds III-D Test
3. Wear (mg. weight loss, Falex test) 1.1mg 3 to 6 mg
4. Fluidity @ -40F flows freely solid
5. Volatility (evaporation @ 300F 1% 28%
for 22 hrs)
6. Crankcase Temperature (Track Test) 240F 290F
7. Flash Point (D92 test) 470F 400F
8. Oil consumption (50,000 mile test) 42% less than -
petroleum oils
9. Intake valve deposits (50,000 miles) 32.1 grams 75.5 grams
>From this data it is readily apparent that synthetic lubricants have
substantially broadened the horizons of engine lubricant protection.
Simply by comparing the lubrication-temperature-range comparison, the
limits of petroleum lubricants become evident. On both ends of the
relevant temperature spectrum, synthetics demonstrate conclusively the
ability to significantly extend the thermal regions in which the engine
is protected. This has a special significance for those automotive
powerplants which normally work harder and produce higher internal and
lubricant temperatures.,..that is to say: high-performance engines,
smaller high-RPM engines, air-cooled engines, turbo-charged engines,
Diesels and rotaries. Furthermore, climatic conditions in which
synthetics allow operation with full engine protection are for all
practical purposes boundless, whereas with a petroleum oil the
protective capacity significantly diminishes with temperature extremes.
Note particularly the comparative viscosity (oil thickening) increases
after the 64-hour Olds III-D test (item 2)...9% for the Amsoil synthetic
vs 102-400% for the multigrade petroleum oils; the reduced wear (item
3); and the reduction in crankcase temperatures (item 6). These
favorable results are quite typical of virtually all similar test
comparisons between petroleum- and synthetic-based motor oils.
Low-temperature fluidity ("flowability") becomes an important
consideration where winters are severe. Because synthetics are
constructed "building block by building block", contaminates present in
petroleum oil which contribute to low-temp thickening are entirely
absent in synthetics, and fluidity is stable to as low as -65F.
Petroleum oils have an inherent percentage of paraffin crystals from
their crude oil origins. As temperatures drop, these crystals enlarge
and cause the oil to congeal. In extremely cold weather, petroleum oils
become a solid mass, thus impeding cold starts, and when the engine does
fire up, causing a period of engine operation without adequate
lubrication until the lubricant is warmed enough to allow proper oil
flow. Furthermore, because of synthetics' better ring-sealing
characteristics, fewer contaminants generated by fuel combustion are
allowed to escape into the oil pan. Thus the low-temp fluidity and
film-strength properties of synthetics both contribute significantly to
engine (and batter/starter/alternator) life in colder climes. In one
cold cranking test conducted by Mobil, at -30F, with Mobil 1 in the
crankcase, the engine turned at an average speed of 152 RPM, and
started; using 10W-30 and 10W-40 premium petroleum oils, the same engine
cranked at 45 and 32 RPM respectively... and failed to start. Mobil
states that its Mobil 1 (5W-30) all-season synthetic may be used *in any
engine* where 5W-30, 10W-30, 10W-40, or single-viscosity oil is normally
recommended by the manufacturer; its new "Formula 15W-50" synthetic is
designed to replace and outperform those SAE 15W-40 and 20W-50
conventional oils preferred by some drivers for use in high-performance
powerplants.
Ambient-start oil starvation is, at any temperature, a major cause of
engine wear. Expert estimates vary as to how much abrasive wear is
attributable to lubrication-starvation during initial startups, but it
is generally conceded that a disproportionate share of an engine's
abrasion and wear is caused during those few moments after initial
cranking during which the oil has not yet reached full circulation. NEO
Oil Company, a well established and highly-respected producer of
synthetic lubricants, has recently developed an extended-life lubricity
additive for its synthetic motor oils specifically designed to remain on
the bearing surfaces after the engine shutdown and thus deliver
additional lubrication and wear-protection for initial startups.
On the other end of the thermal spectrum, synthetic oils are also
renowned for their high-temperature thermal stability. Superior
high-temp stability ensures and engine lubricant's capacity to protect
vital engine components during very-high-temperature operation, such as
hot summer driving, sustained high-speed driving, repetitious stop and
go metropolitan driving, driving in mountainous terrain, pulling a
trailer, or any driving with a small harder-working piston or rotary
engine. Underhood temperatures also take a quantum leap with the use of
power options, especially air conditioning, and because of emissions
devices and emissions-related engine redesign. It is important to note
that, even though the dash gauge may register only a 200F or so
water/coolant temperature, the temperature of the sump and of all the
assorted bearing surfaces significantly exceed the water temperature,
and often surpass 500F on the piston ring and cylinder wall areas.
These high-temperature surfaces serve to rapidly decompose petroleum oil
and additives, as well as contribute to their shorter service life,
while the synthetic is largely unaffected. Beyond the protection
afforded an engine during these particular instances of high-operating
temperatures, high-temp thermal stability moreover permits an engine
oil to deliver overall extended service life (significantly longer drain
intervals) in all driving conditions, because it prevents the phenomenon
of sludge and carbon deposit formations on critical engine parts
(valves, valve guides, oil channels, lifter assemblies, piston rings, et
al.) due to oil thickening, a problem commonly attributable to petroleum
oil breakdown at high temperature. As these deposits accumulate in the
oil circulatory system, oil flow drops, thus accelerating engine wear.
To the user of synthetics, the benefits are (1) reduced wear of critical
engine components; (2) significantly reduced sludge and varnish... a
cleaner engine; (3) reduced engine drag due to uniform viscosity; and
(4) increased fuel economy due to reduced component wear.
Mobil Oil recently reported the results of simulated hot-weather
performance with its Mobil 1 synthetic as evaluated by a standardized,
grueling engine test known as the Olds III-D. In this test, an
Oldsmobile 350" V8 engine is run for 64 hours at a 100-hp load and 300F
crankcase oil temperature. This test is designed to measure an oils
ability to resist oxidation and evaporation (and consequent thickening)
at high temperature. (If it seems odd that oil would *thicken* at high
temperature, consider the analogy of heating a pan of cold syrup on a
stove. At first it would become quite thinner, but if left for, say,
several hours, the resultant evaporation would cause the syrup to become
progressively thicker.) In order to qualify for the American Petroleum
Institutes top "SF" rating, a motor oil must pass the III-D test. This
means that it can thicken to no more than 375% of original viscosity at
the end of 64 hours of continuous running. Mobil states: "To test the
extra stability provided by the Mobil synthetic oil, we decided to run
the III-D *for 128 hours*...double its normal length...and without oil
drain. The Mobil 1 synthetic easily passed the test under these brutal
conditions, thickening only an insignificant 20%. For comparison, a
high-performance premium conventional oil was tested under identical
conditions. That test had to stop at 96 hours; the oil had turned
solid. Another premium conventional oil forced the the test to stop at
112 hours, well before the end of the scheduled double length." Amoco
Conducted an identical double-sequence III-D test on its Ultimate 5W-30
synthetic; it also passed the test with flying colors, thickening only
18%.
"Film strength" refers to the amount of pressure required to force out a
film of oil from between two pieces of flat metal. The higher the film
strength, the more protection is provided to such parts as piston rings,
timing chain, cams, lifters, and rocker arms...wherever the lubricant is
not under oil-system pressure. Synthetics routinely exhibit a nominal
film strength of well over 3,000 psi, while petroleum oils average
somewhat less than 500 psi. The result is more lubricant protection
between moving parts with synthetics.
For purposes of comparison, we have taken a well-known synthetic engine
oil, Amsoil 10W-40 synthetic, and contrasted its characteristics with
those of several prominent 10W-40 conventional motor oils. Below is a
condensed summary of the results of several closely-monitored field and
laboratory tests:
Amsoil Synthetic Petroleum
10W40 10W40
1. Effective lubrication range -60 to +400 F 0 to +300F
2. Viscosity increase after 9% 102 to 400%
single-sequence (64 hour)
Olds III-D Test
3. Wear (mg. weight loss, Falex test) 1.1mg 3 to 6 mg
4. Fluidity @ -40F flows freely solid
5. Volatility (evaporation @ 300F 1% 28%
for 22 hrs)
6. Crankcase Temperature (Track Test) 240F 290F
7. Flash Point (D92 test) 470F 400F
8. Oil consumption (50,000 mile test) 42% less than -
petroleum oils
9. Intake valve deposits (50,000 miles) 32.1 grams 75.5 grams
>From this data it is readily apparent that synthetic lubricants have
substantially broadened the horizons of engine lubricant protection.
Simply by comparing the lubrication-temperature-range comparison, the
limits of petroleum lubricants become evident. On both ends of the
relevant temperature spectrum, synthetics demonstrate conclusively the
ability to significantly extend the thermal regions in which the engine
is protected. This has a special significance for those automotive
powerplants which normally work harder and produce higher internal and
lubricant temperatures.,..that is to say: high-performance engines,
smaller high-RPM engines, air-cooled engines, turbo-charged engines,
Diesels and rotaries. Furthermore, climatic conditions in which
synthetics allow operation with full engine protection are for all
practical purposes boundless, whereas with a petroleum oil the
protective capacity significantly diminishes with temperature extremes.
Note particularly the comparative viscosity (oil thickening) increases
after the 64-hour Olds III-D test (item 2)...9% for the Amsoil synthetic
vs 102-400% for the multigrade petroleum oils; the reduced wear (item
3); and the reduction in crankcase temperatures (item 6). These
favorable results are quite typical of virtually all similar test
comparisons between petroleum- and synthetic-based motor oils.
Low-temperature fluidity ("flowability") becomes an important
consideration where winters are severe. Because synthetics are
constructed "building block by building block", contaminates present in
petroleum oil which contribute to low-temp thickening are entirely
absent in synthetics, and fluidity is stable to as low as -65F.
Petroleum oils have an inherent percentage of paraffin crystals from
their crude oil origins. As temperatures drop, these crystals enlarge
and cause the oil to congeal. In extremely cold weather, petroleum oils
become a solid mass, thus impeding cold starts, and when the engine does
fire up, causing a period of engine operation without adequate
lubrication until the lubricant is warmed enough to allow proper oil
flow. Furthermore, because of synthetics' better ring-sealing
characteristics, fewer contaminants generated by fuel combustion are
allowed to escape into the oil pan. Thus the low-temp fluidity and
film-strength properties of synthetics both contribute significantly to
engine (and batter/starter/alternator) life in colder climes. In one
cold cranking test conducted by Mobil, at -30F, with Mobil 1 in the
crankcase, the engine turned at an average speed of 152 RPM, and
started; using 10W-30 and 10W-40 premium petroleum oils, the same engine
cranked at 45 and 32 RPM respectively... and failed to start. Mobil
states that its Mobil 1 (5W-30) all-season synthetic may be used *in any
engine* where 5W-30, 10W-30, 10W-40, or single-viscosity oil is normally
recommended by the manufacturer; its new "Formula 15W-50" synthetic is
designed to replace and outperform those SAE 15W-40 and 20W-50
conventional oils preferred by some drivers for use in high-performance
powerplants.
Ambient-start oil starvation is, at any temperature, a major cause of
engine wear. Expert estimates vary as to how much abrasive wear is
attributable to lubrication-starvation during initial startups, but it
is generally conceded that a disproportionate share of an engine's
abrasion and wear is caused during those few moments after initial
cranking during which the oil has not yet reached full circulation. NEO
Oil Company, a well established and highly-respected producer of
synthetic lubricants, has recently developed an extended-life lubricity
additive for its synthetic motor oils specifically designed to remain on
the bearing surfaces after the engine shutdown and thus deliver
additional lubrication and wear-protection for initial startups.
On the other end of the thermal spectrum, synthetic oils are also
renowned for their high-temperature thermal stability. Superior
high-temp stability ensures and engine lubricant's capacity to protect
vital engine components during very-high-temperature operation, such as
hot summer driving, sustained high-speed driving, repetitious stop and
go metropolitan driving, driving in mountainous terrain, pulling a
trailer, or any driving with a small harder-working piston or rotary
engine. Underhood temperatures also take a quantum leap with the use of
power options, especially air conditioning, and because of emissions
devices and emissions-related engine redesign. It is important to note
that, even though the dash gauge may register only a 200F or so
water/coolant temperature, the temperature of the sump and of all the
assorted bearing surfaces significantly exceed the water temperature,
and often surpass 500F on the piston ring and cylinder wall areas.
These high-temperature surfaces serve to rapidly decompose petroleum oil
and additives, as well as contribute to their shorter service life,
while the synthetic is largely unaffected. Beyond the protection
afforded an engine during these particular instances of high-operating
temperatures, high-temp thermal stability moreover permits an engine
oil to deliver overall extended service life (significantly longer drain
intervals) in all driving conditions, because it prevents the phenomenon
of sludge and carbon deposit formations on critical engine parts
(valves, valve guides, oil channels, lifter assemblies, piston rings, et
al.) due to oil thickening, a problem commonly attributable to petroleum
oil breakdown at high temperature. As these deposits accumulate in the
oil circulatory system, oil flow drops, thus accelerating engine wear.
To the user of synthetics, the benefits are (1) reduced wear of critical
engine components; (2) significantly reduced sludge and varnish... a
cleaner engine; (3) reduced engine drag due to uniform viscosity; and
(4) increased fuel economy due to reduced component wear.
Mobil Oil recently reported the results of simulated hot-weather
performance with its Mobil 1 synthetic as evaluated by a standardized,
grueling engine test known as the Olds III-D. In this test, an
Oldsmobile 350" V8 engine is run for 64 hours at a 100-hp load and 300F
crankcase oil temperature. This test is designed to measure an oils
ability to resist oxidation and evaporation (and consequent thickening)
at high temperature. (If it seems odd that oil would *thicken* at high
temperature, consider the analogy of heating a pan of cold syrup on a
stove. At first it would become quite thinner, but if left for, say,
several hours, the resultant evaporation would cause the syrup to become
progressively thicker.) In order to qualify for the American Petroleum
Institutes top "SF" rating, a motor oil must pass the III-D test. This
means that it can thicken to no more than 375% of original viscosity at
the end of 64 hours of continuous running. Mobil states: "To test the
extra stability provided by the Mobil synthetic oil, we decided to run
the III-D *for 128 hours*...double its normal length...and without oil
drain. The Mobil 1 synthetic easily passed the test under these brutal
conditions, thickening only an insignificant 20%. For comparison, a
high-performance premium conventional oil was tested under identical
conditions. That test had to stop at 96 hours; the oil had turned
solid. Another premium conventional oil forced the the test to stop at
112 hours, well before the end of the scheduled double length." Amoco
Conducted an identical double-sequence III-D test on its Ultimate 5W-30
synthetic; it also passed the test with flying colors, thickening only
18%.
"Film strength" refers to the amount of pressure required to force out a
film of oil from between two pieces of flat metal. The higher the film
strength, the more protection is provided to such parts as piston rings,
timing chain, cams, lifters, and rocker arms...wherever the lubricant is
not under oil-system pressure. Synthetics routinely exhibit a nominal
film strength of well over 3,000 psi, while petroleum oils average
somewhat less than 500 psi. The result is more lubricant protection
between moving parts with synthetics.
405HP_Z06
New member
Synthetic Oil: Rx for Long Engine Life by Curt Scott Part III
Viscosity is a crucial consideration when improvements in fuel economy
are desired. It stands to reason that the freer and engine turns, the
less fuel it will require to accomplish a given amount of work. Studies
have demonstrated conclusively that engine drag is directly related to
the viscosity of the motor oil. Generally speaking, the lower the
viscosity, the better the fuel economy of the engine. In formulating
lower-viscosity oils, it has become clear that synthetics are the base
stock of choice. This is because it is possible to produce a synthetic
oil of a given low viscosity without incurring the excessive oil
consumption (due to evaporation) and resultant thickening of the same
low-viscosity petroleum oil. Indeed, the U.S. Department of Energy in
its pamphlet entitled "An assessment Of The Effects Of Engine Lube Oils
On Fuel Economy", states: "It is evident that low-viscosity oils will
help minimize engine friction losses in the prevalent hydrodynamic
region and thereby achieve better fuel economy. In addition, such oils
help to reduce friction during ambient (cold) start by increasing the
oil flow rate to critical engine parts. However, low viscosity engine
oils, blended from conventional petroleum base stocks, may have problems
with high oil consumption and engine wear. There is also the
possibility of decreased catalytic-converter life and efficiency due to
the increased levels of phosphorus in the exhaust gas from the oil
additives. *One solution is to mix some synthetic oil with the mineral
(petroleum) oil, or use a synthetic base stock entirely*"(end of quote).
This low viscosity, low-volatility character of synthetics has become
increasingly important because many automobile manufacturers are now
recommending lighter-weight (chiefly 5W-30) oils for use in their
products, and because the trend toward smaller engines creates
substantially more heat and stress on the oil used. In these smaller,
high-output powerplants, enough heat is generated to cause a lighter
petroleum lubricant to evaporate and significantly increase viscosity
within weeks of its introduction into the crankcase. High temperature
stability, as well as oxidation-resistance, is of absolutely paramount
importance when it comes to turbocharged engines. Because it must both
lubricate *and cool* the turbo unit, the oil MUST be specifically
formulated to withstand the turbo's extremely high operating
temperatures. Oil film temperatures often exceed 450F in the turbo unit
during operation, and can surpass 650F(!!!) during a short period
immediately following engine shutdown...both figures far exceeding the
thermal limits of petroleum oil. Synthetics, with their capacity to
maintain proper (low) viscosity and lubricity under these high heat and
stress conditions, and with their natural resistance to oxidation, have
risen to the fore. It is also important to note that the
high-temperature-stability properties of synthetics are *designed
primarily into the base-stock oil itself*, rather than being achieved
primarily with additives. The advantage with approach is twofold: (1)
Additives, which may account for as much as 25% of the volume of a can
of premium petroleum oil, by themselves have little or no lubricating
properties per se. Thus the more the additive content in an oil, the
less lubrication is available to the engine; and (2) Most additives tend
to volatilize (evaporate) and deteriorate with heat and age and use, so
that the overall effectiveness of the lubricant itself is significantly
diminished within only a few thousand miles of driving.
It is also important to note that, contrary to what many take for
granted, higher viscosity in and of itself does not translate into better
engine protection. Extensive testing has shown the opposite to be in
fact true. As long as a lower-viscosity oil is formulated to resist
evaporation and provide high film strength, this lighter oil will
actually deliver more complete protection to the engine parts, since its
more rapid circulation delivers both better lubrication per se, and far
better cooling characteristics...a critical advantage, given that oil
flow furnishes up to 30% of an engine cooling requirements. Prior to
the introduction of synthetics, however, the problem of evaporation (and
the resultant thickening of the remaining oil) was addressed primarily
by increasing viscosity. In short, don't be concerned with the
relatively lower viscosity ratings of some synthetics. Syn lubes are a
whole new ball game.
The remarkable ability of synthetic oils to reduce internal operating
temperatures is far too important to ignore, since high operating
temperatures contribute directly to premature failure of mechanical
components and gaskets and seals. Coolant (i.e. water/antifreeze) cools
only the upper regions of an engine. The task of cooling the crankshaft,
main and connecting rod bearings, the timing gear and chain, the
camshaft and its bearings, and numerous other components must borne
entirely by the oil. There are three identifiable reasons why
synthetics do a better job of cooling an engine: (1) Because of both the
oil's lubricity (slipperiness) and it's stable viscosity, less
friction-- and thus less heat-- is generated in the first place; (2) The
molecular structure of the oil itself is designed to more efficiently
transfer heat, even compared against the thermal conductivity properties
(ability to absorb and dissipate heat) of an identical-viscosity
petroleum oil; and (3) As mentioned in the preceding paragraph, the more
rapid oil flow of these lower-viscosity synthetics contributes
significantly to the efficient transfer and dissipation of heat.
*Because of all these factors, oil-temperature decreases of from 20F to
50F are quite common with the use of synthetic oil*. One might even say
that the heat-reduction properties of synthetics are synergistic...by
helping to reduce its own temperature, the synthetic oil is
simultaneously enhancing the lubricant's overall performance
characteristics.
The advantage of extended drain intervals is one of the salient benefits
of synthetic motor oils. In a landmark copyrighted article on synthetic
motor oils which appeared in Popular Science magazine several years ago,
the champion long-oil-drain performance of all was related by Ray
Potter, Chief of Lubrication Research at Ford Motor company for many
years until his retirement several years ago. "Ten years ago", Potter
related, "I was an un-believer like Saul of Tarsus, who in his early
years went about breathing fire, death, and indignation on the
Christians, before Paul saw the light. So was I at the Scientific
Laboratory of the Ford Research and Engineering Laboratory. Two
companies asked if I was interested in synthetic oils, and I told them
they were too expensive. But one of them sent some anyhow and we put it
in the engine house and forgot about it.
"Then one day one of the boys in the dynamometer room called and said
they were short of oil and had an engine that would be dropped from
scheduled testing unless we put something in it. I remembered the
synthetic oil and gave him that. They ran it for 192 hours and called
and told me I had better come over and take a look, so I looked and I
had never seen anything so clean in my life. I said let's put it (the
oil) back in and run it another 192 hours. That's where the petroleum
oils sludge up badly. But when they had run it again, it was as good as
when we looked at it before. So I said, 'Let's run it again', and that
was the first triple sequence I ever ran. We put the oil through 576
hours and that marvelous little Ford engine sat there running like a
sewing machine and we pulled it down and it was fantastic."
It is readily apparent that the performance and protection advantages
exhibited by synthetic engine lubricants in laboratory tests suggest
that their public acceptance will substantially increase in the future.
But what about "the real world"? Does their performance parallel the
test results and the claims of their manufacturers? The answer appears
to be "Yes."
In the same Popular Science article on synthetic oils, veteran race car
driver Smokey Yunick was quoted: "When you disassemble an engine that's
been run on petroleum oil, if you examine the rings and cylinder bores
with a glass you'll see ridges and scratches--that's the wear going on.
With polyol (a variety of synthetic), when you take the engine apart
everything has the appearance of being chrome-plated. In the engine we
ran at Indianapolis this year we used a polyol synthetic. When we tore
the engine down, you could still see the original honing marks on the
bearings...no wear at all. We put the same bearings back in because the
crankshaft never touched the bearings. I've never seen that before."
Viscosity is a crucial consideration when improvements in fuel economy
are desired. It stands to reason that the freer and engine turns, the
less fuel it will require to accomplish a given amount of work. Studies
have demonstrated conclusively that engine drag is directly related to
the viscosity of the motor oil. Generally speaking, the lower the
viscosity, the better the fuel economy of the engine. In formulating
lower-viscosity oils, it has become clear that synthetics are the base
stock of choice. This is because it is possible to produce a synthetic
oil of a given low viscosity without incurring the excessive oil
consumption (due to evaporation) and resultant thickening of the same
low-viscosity petroleum oil. Indeed, the U.S. Department of Energy in
its pamphlet entitled "An assessment Of The Effects Of Engine Lube Oils
On Fuel Economy", states: "It is evident that low-viscosity oils will
help minimize engine friction losses in the prevalent hydrodynamic
region and thereby achieve better fuel economy. In addition, such oils
help to reduce friction during ambient (cold) start by increasing the
oil flow rate to critical engine parts. However, low viscosity engine
oils, blended from conventional petroleum base stocks, may have problems
with high oil consumption and engine wear. There is also the
possibility of decreased catalytic-converter life and efficiency due to
the increased levels of phosphorus in the exhaust gas from the oil
additives. *One solution is to mix some synthetic oil with the mineral
(petroleum) oil, or use a synthetic base stock entirely*"(end of quote).
This low viscosity, low-volatility character of synthetics has become
increasingly important because many automobile manufacturers are now
recommending lighter-weight (chiefly 5W-30) oils for use in their
products, and because the trend toward smaller engines creates
substantially more heat and stress on the oil used. In these smaller,
high-output powerplants, enough heat is generated to cause a lighter
petroleum lubricant to evaporate and significantly increase viscosity
within weeks of its introduction into the crankcase. High temperature
stability, as well as oxidation-resistance, is of absolutely paramount
importance when it comes to turbocharged engines. Because it must both
lubricate *and cool* the turbo unit, the oil MUST be specifically
formulated to withstand the turbo's extremely high operating
temperatures. Oil film temperatures often exceed 450F in the turbo unit
during operation, and can surpass 650F(!!!) during a short period
immediately following engine shutdown...both figures far exceeding the
thermal limits of petroleum oil. Synthetics, with their capacity to
maintain proper (low) viscosity and lubricity under these high heat and
stress conditions, and with their natural resistance to oxidation, have
risen to the fore. It is also important to note that the
high-temperature-stability properties of synthetics are *designed
primarily into the base-stock oil itself*, rather than being achieved
primarily with additives. The advantage with approach is twofold: (1)
Additives, which may account for as much as 25% of the volume of a can
of premium petroleum oil, by themselves have little or no lubricating
properties per se. Thus the more the additive content in an oil, the
less lubrication is available to the engine; and (2) Most additives tend
to volatilize (evaporate) and deteriorate with heat and age and use, so
that the overall effectiveness of the lubricant itself is significantly
diminished within only a few thousand miles of driving.
It is also important to note that, contrary to what many take for
granted, higher viscosity in and of itself does not translate into better
engine protection. Extensive testing has shown the opposite to be in
fact true. As long as a lower-viscosity oil is formulated to resist
evaporation and provide high film strength, this lighter oil will
actually deliver more complete protection to the engine parts, since its
more rapid circulation delivers both better lubrication per se, and far
better cooling characteristics...a critical advantage, given that oil
flow furnishes up to 30% of an engine cooling requirements. Prior to
the introduction of synthetics, however, the problem of evaporation (and
the resultant thickening of the remaining oil) was addressed primarily
by increasing viscosity. In short, don't be concerned with the
relatively lower viscosity ratings of some synthetics. Syn lubes are a
whole new ball game.
The remarkable ability of synthetic oils to reduce internal operating
temperatures is far too important to ignore, since high operating
temperatures contribute directly to premature failure of mechanical
components and gaskets and seals. Coolant (i.e. water/antifreeze) cools
only the upper regions of an engine. The task of cooling the crankshaft,
main and connecting rod bearings, the timing gear and chain, the
camshaft and its bearings, and numerous other components must borne
entirely by the oil. There are three identifiable reasons why
synthetics do a better job of cooling an engine: (1) Because of both the
oil's lubricity (slipperiness) and it's stable viscosity, less
friction-- and thus less heat-- is generated in the first place; (2) The
molecular structure of the oil itself is designed to more efficiently
transfer heat, even compared against the thermal conductivity properties
(ability to absorb and dissipate heat) of an identical-viscosity
petroleum oil; and (3) As mentioned in the preceding paragraph, the more
rapid oil flow of these lower-viscosity synthetics contributes
significantly to the efficient transfer and dissipation of heat.
*Because of all these factors, oil-temperature decreases of from 20F to
50F are quite common with the use of synthetic oil*. One might even say
that the heat-reduction properties of synthetics are synergistic...by
helping to reduce its own temperature, the synthetic oil is
simultaneously enhancing the lubricant's overall performance
characteristics.
The advantage of extended drain intervals is one of the salient benefits
of synthetic motor oils. In a landmark copyrighted article on synthetic
motor oils which appeared in Popular Science magazine several years ago,
the champion long-oil-drain performance of all was related by Ray
Potter, Chief of Lubrication Research at Ford Motor company for many
years until his retirement several years ago. "Ten years ago", Potter
related, "I was an un-believer like Saul of Tarsus, who in his early
years went about breathing fire, death, and indignation on the
Christians, before Paul saw the light. So was I at the Scientific
Laboratory of the Ford Research and Engineering Laboratory. Two
companies asked if I was interested in synthetic oils, and I told them
they were too expensive. But one of them sent some anyhow and we put it
in the engine house and forgot about it.
"Then one day one of the boys in the dynamometer room called and said
they were short of oil and had an engine that would be dropped from
scheduled testing unless we put something in it. I remembered the
synthetic oil and gave him that. They ran it for 192 hours and called
and told me I had better come over and take a look, so I looked and I
had never seen anything so clean in my life. I said let's put it (the
oil) back in and run it another 192 hours. That's where the petroleum
oils sludge up badly. But when they had run it again, it was as good as
when we looked at it before. So I said, 'Let's run it again', and that
was the first triple sequence I ever ran. We put the oil through 576
hours and that marvelous little Ford engine sat there running like a
sewing machine and we pulled it down and it was fantastic."
It is readily apparent that the performance and protection advantages
exhibited by synthetic engine lubricants in laboratory tests suggest
that their public acceptance will substantially increase in the future.
But what about "the real world"? Does their performance parallel the
test results and the claims of their manufacturers? The answer appears
to be "Yes."
In the same Popular Science article on synthetic oils, veteran race car
driver Smokey Yunick was quoted: "When you disassemble an engine that's
been run on petroleum oil, if you examine the rings and cylinder bores
with a glass you'll see ridges and scratches--that's the wear going on.
With polyol (a variety of synthetic), when you take the engine apart
everything has the appearance of being chrome-plated. In the engine we
ran at Indianapolis this year we used a polyol synthetic. When we tore
the engine down, you could still see the original honing marks on the
bearings...no wear at all. We put the same bearings back in because the
crankshaft never touched the bearings. I've never seen that before."
405HP_Z06
New member
Synthetic Oil: Rx for Long Engine Life by Curt Scott Part IV
Another example of the capacity of synthetic oil to deliver exceptional
engine protection and performance is a recently-completed demonstration
involving the Amsoil Corporation of Superior, Wisconsin, a major
manufacturer of a wide range of premium synthetic oils, automatic
transmission fluids, chassis lubricants, and related products. This
demonstration involved the use of its 100% synthetic engine oils in a
New York City taxi fleet. The test, sponsored and supervised by a major
lubricant additive manufacturer, compared the overall performance
capabilities of Amsoil's 10W-40 synthetic oil with a number of leading
petroleum motor oils. The demonstration was scheduled to encompass
60,000 miles of New York taxi service on each car. With the high levels
of idling time typically encountered in such service, the total number
of "engine miles" of each car was estimated to be about double the miles
registered on its odometer.
Initially the demonstration was to have required that each taxi,
equipped with a Chevrolet 229 CID V6 engine, have its oil and filter
changed every 3,000 miles. But Amsoil insisted that an alteration of
the test procedure be instituted. The company's intent was to push its
synthetic oil to the extreme and evaluate how it compared to the
petroleum oils drained at the originally-specified, 3,000 mile
intervals. The twelve Amsoil-lubricated vehicles were thus divided into
three groups of four taxis each. Group 1 (Amsoil) would double the
control interval, with oil and filter drain at 6,000 miles; Group 2
(Amsoil) would quadruple the control interval, with oil and filter drain
at 12,000 miles; and Group 3 (Amsoil) would not change the oil *for the
duration of the test*; thus multiplying the (petroleum) Control Group's
drain-control interval by twenty times. In place of changing the oil,
these (Group 3) cars would be equipped with Amsoil's ByPass oil filter,
claimed by the company to keep (synthetic) oil analytically clean for up
to 25,000 miles of driving, without replacing the element. The by-pass
filter element was changed at 12,500 mile intervals for the duration of
the test.
Following the year-long demonstration, each of the engines was
disassembled, both to determine the levels of sludge, varnish, and rust
that had accumulated inside the engine, and to carefully measure the
amounts of wear experienced on critical engine components. Pictured on
the previous page are representative samples of various components of
the test engines. In the first example, the pistons and intake valves
of the petroleum Control Group (*oil and filter changes every 3,000
miles*), are illustrated. The lower set of photos represent the same
engine components from an Amsoil Group 3 vehicle. Note the
substantially reduced varnish and sludge deposits on the synthetic-oil
lubricated components, and the remarkably good overall condition of the
Amsoil Group 3 piston rings and valves.
To summarize the findings and conclusions, the test facility responsible
for the demonstration submitted this statement: "The data presented in
this report indicates that the Amsoil synthetic SAE 10W-40 passenger-car
motor oil formulation...provided protection of the test engines from
excessive wear and deposit formation, far beyond the normal 3,000-mile
change interval." In fact, the level of protection was such that those
engines in which the original synthetic oil was run for the entire
duration of the (60,000-mile) test showed less wear than did the Control
Group vehicles using premium, 10W-40 petroleum oil and 3,000-mile drain
intervals.
Many users of synthetics have reported that their fuel octane
requirements have been lowered after switching to synthetics. One
possible explanation for this phenomenon is that, because synthetic oils
produce fewer combustion-chamber carbon deposits, due at least in part
to its superior piston-ring-sealing properties, pre-ignition due to such
deposits is correspondingly decreased. Also, at least in theory, spark
plugs and valves should perform better and last longer for these same
reasons.
Renowned race-car driver Bobby Unser stated in an article in The Family
Handyman magazine: "I've had tremendous success with synthetics, both
grease and oil, in all my cars. In several instances where we have
compared petroleum-lubricated engines with those which used synthetics,
the latter were cleaner, with less carbon and sludge. And the engines
produced more horsepower, which meant better mileage and longer life."
Of particular relevance to VW-based kit car owners is a letter received
by NEO oil company from a grateful customer in Paramount, California;
excerpts as follows: "Thought we'd take a moment to write regarding the
performance of you NEO synthetic motor oil...we decided to try you oil
in our shop van, an early VW with a late model 1600cc, dual-port
engine...Our findings, to say the least, are impressive! With
absolutely no changes other than to drain out 2 1/2 quarts of a very
good racing-grade 30-weight oil and the replace it with an equal amount
of your 10W-40 synthetic, we noted *an immediate 50F drop* (emphasis
ours) in average cylinder head temperature (from 350F to 300F), and a
corresponding drop in oil temperature, from (former) highs of 275-290,
now down to 230-240 degrees...Great news for VW owners, since high
operating temperature is probably the number one cause of premature
engine failures...Also significant, we have reduced our oil consumption
from one pint every 300-350 miles (depending on load conditions), down
to NIL. In fact, as of this writing, we've put 6363 miles on the van
and have added only 3 pints! As we stated earlier, we are quite
favorably impressed with your product and are recommending it
wholeheartedly."
Still another letter from a synthetic-oil user reads in part: "...My GM
owner's manual recommends cleaning the PCV filter every 15,000 miles and
replacing the (PCV) valve every 30,000. My odometer now registers well
over 100,000 miles, and both components are still immaculate, like new,
even though I've never had to clean the filter or replace the valve.
Hell, except for a quick inspection prior to writing this letter, I've
long since stopped checking them altogether. These guys have apparently
never heard about Mobil 1..."
Finally, we asked a respected petroleum engineer why auto manufacturers
don't specify synthetic oils for used in their products. His response
was both candid and revealing: "Auto manufacturers must, by necessity,
stick to the 'generic' SAE standards in recommending oil grades and
viscosities...and synthetics are way ahead of SAE standards. The top
SAE motor oil classifications (SD, SE, SF, etc.), rather than being
benchmarks of excellence, are merely 'highest common denominators'. The
highest SAE rating (currently 'SF'), for example, is determined not for
the state-of-the-art performance of the better synthetics, but rather
for the best possible performance of petroleum oils *currently
achievable by a majority of petroleum oil producers* (emphasis ours).
It is not surprising then that synthetics pass these qualifications
effortlessly. What is needed is an entirely additional set of SAE
standards for synthetics. Such a grading system would, in effect, start
where current SAE (petroleum-oriented) specs leave off. If such a
premium grading system were adopted by the Society (SAE), then you'd see
the automakers universally recommending lighter oils in grades and with
recommended drain intervals completely beyond the reach of petroleum
products..."
So, given all of this information, what do we know about the performance
characteristics of synthetic oils? We can say that they have
significant performance and protective advantages over their petroleum
counterparts, across an extremely wide range of operating temperatures.
We have observed that synthetic oils, as a result of their stable
viscosity and low volatility, are capable of providing superior
protection to smaller, higher-RPM engines currently predominating the
automotive market. We have seen that in "real-world" demonstrations,
synthetic oils display extended drain capabilities far in excess of the
recommended drain intervals of conventional petroleum motor oils. And
finally, we have seen that synthetic lubricants demonstrate a
remarkable ability to curtail sludge, varnish, and wear, in any engine.
Another example of the capacity of synthetic oil to deliver exceptional
engine protection and performance is a recently-completed demonstration
involving the Amsoil Corporation of Superior, Wisconsin, a major
manufacturer of a wide range of premium synthetic oils, automatic
transmission fluids, chassis lubricants, and related products. This
demonstration involved the use of its 100% synthetic engine oils in a
New York City taxi fleet. The test, sponsored and supervised by a major
lubricant additive manufacturer, compared the overall performance
capabilities of Amsoil's 10W-40 synthetic oil with a number of leading
petroleum motor oils. The demonstration was scheduled to encompass
60,000 miles of New York taxi service on each car. With the high levels
of idling time typically encountered in such service, the total number
of "engine miles" of each car was estimated to be about double the miles
registered on its odometer.
Initially the demonstration was to have required that each taxi,
equipped with a Chevrolet 229 CID V6 engine, have its oil and filter
changed every 3,000 miles. But Amsoil insisted that an alteration of
the test procedure be instituted. The company's intent was to push its
synthetic oil to the extreme and evaluate how it compared to the
petroleum oils drained at the originally-specified, 3,000 mile
intervals. The twelve Amsoil-lubricated vehicles were thus divided into
three groups of four taxis each. Group 1 (Amsoil) would double the
control interval, with oil and filter drain at 6,000 miles; Group 2
(Amsoil) would quadruple the control interval, with oil and filter drain
at 12,000 miles; and Group 3 (Amsoil) would not change the oil *for the
duration of the test*; thus multiplying the (petroleum) Control Group's
drain-control interval by twenty times. In place of changing the oil,
these (Group 3) cars would be equipped with Amsoil's ByPass oil filter,
claimed by the company to keep (synthetic) oil analytically clean for up
to 25,000 miles of driving, without replacing the element. The by-pass
filter element was changed at 12,500 mile intervals for the duration of
the test.
Following the year-long demonstration, each of the engines was
disassembled, both to determine the levels of sludge, varnish, and rust
that had accumulated inside the engine, and to carefully measure the
amounts of wear experienced on critical engine components. Pictured on
the previous page are representative samples of various components of
the test engines. In the first example, the pistons and intake valves
of the petroleum Control Group (*oil and filter changes every 3,000
miles*), are illustrated. The lower set of photos represent the same
engine components from an Amsoil Group 3 vehicle. Note the
substantially reduced varnish and sludge deposits on the synthetic-oil
lubricated components, and the remarkably good overall condition of the
Amsoil Group 3 piston rings and valves.
To summarize the findings and conclusions, the test facility responsible
for the demonstration submitted this statement: "The data presented in
this report indicates that the Amsoil synthetic SAE 10W-40 passenger-car
motor oil formulation...provided protection of the test engines from
excessive wear and deposit formation, far beyond the normal 3,000-mile
change interval." In fact, the level of protection was such that those
engines in which the original synthetic oil was run for the entire
duration of the (60,000-mile) test showed less wear than did the Control
Group vehicles using premium, 10W-40 petroleum oil and 3,000-mile drain
intervals.
Many users of synthetics have reported that their fuel octane
requirements have been lowered after switching to synthetics. One
possible explanation for this phenomenon is that, because synthetic oils
produce fewer combustion-chamber carbon deposits, due at least in part
to its superior piston-ring-sealing properties, pre-ignition due to such
deposits is correspondingly decreased. Also, at least in theory, spark
plugs and valves should perform better and last longer for these same
reasons.
Renowned race-car driver Bobby Unser stated in an article in The Family
Handyman magazine: "I've had tremendous success with synthetics, both
grease and oil, in all my cars. In several instances where we have
compared petroleum-lubricated engines with those which used synthetics,
the latter were cleaner, with less carbon and sludge. And the engines
produced more horsepower, which meant better mileage and longer life."
Of particular relevance to VW-based kit car owners is a letter received
by NEO oil company from a grateful customer in Paramount, California;
excerpts as follows: "Thought we'd take a moment to write regarding the
performance of you NEO synthetic motor oil...we decided to try you oil
in our shop van, an early VW with a late model 1600cc, dual-port
engine...Our findings, to say the least, are impressive! With
absolutely no changes other than to drain out 2 1/2 quarts of a very
good racing-grade 30-weight oil and the replace it with an equal amount
of your 10W-40 synthetic, we noted *an immediate 50F drop* (emphasis
ours) in average cylinder head temperature (from 350F to 300F), and a
corresponding drop in oil temperature, from (former) highs of 275-290,
now down to 230-240 degrees...Great news for VW owners, since high
operating temperature is probably the number one cause of premature
engine failures...Also significant, we have reduced our oil consumption
from one pint every 300-350 miles (depending on load conditions), down
to NIL. In fact, as of this writing, we've put 6363 miles on the van
and have added only 3 pints! As we stated earlier, we are quite
favorably impressed with your product and are recommending it
wholeheartedly."
Still another letter from a synthetic-oil user reads in part: "...My GM
owner's manual recommends cleaning the PCV filter every 15,000 miles and
replacing the (PCV) valve every 30,000. My odometer now registers well
over 100,000 miles, and both components are still immaculate, like new,
even though I've never had to clean the filter or replace the valve.
Hell, except for a quick inspection prior to writing this letter, I've
long since stopped checking them altogether. These guys have apparently
never heard about Mobil 1..."
Finally, we asked a respected petroleum engineer why auto manufacturers
don't specify synthetic oils for used in their products. His response
was both candid and revealing: "Auto manufacturers must, by necessity,
stick to the 'generic' SAE standards in recommending oil grades and
viscosities...and synthetics are way ahead of SAE standards. The top
SAE motor oil classifications (SD, SE, SF, etc.), rather than being
benchmarks of excellence, are merely 'highest common denominators'. The
highest SAE rating (currently 'SF'), for example, is determined not for
the state-of-the-art performance of the better synthetics, but rather
for the best possible performance of petroleum oils *currently
achievable by a majority of petroleum oil producers* (emphasis ours).
It is not surprising then that synthetics pass these qualifications
effortlessly. What is needed is an entirely additional set of SAE
standards for synthetics. Such a grading system would, in effect, start
where current SAE (petroleum-oriented) specs leave off. If such a
premium grading system were adopted by the Society (SAE), then you'd see
the automakers universally recommending lighter oils in grades and with
recommended drain intervals completely beyond the reach of petroleum
products..."
So, given all of this information, what do we know about the performance
characteristics of synthetic oils? We can say that they have
significant performance and protective advantages over their petroleum
counterparts, across an extremely wide range of operating temperatures.
We have observed that synthetic oils, as a result of their stable
viscosity and low volatility, are capable of providing superior
protection to smaller, higher-RPM engines currently predominating the
automotive market. We have seen that in "real-world" demonstrations,
synthetic oils display extended drain capabilities far in excess of the
recommended drain intervals of conventional petroleum motor oils. And
finally, we have seen that synthetic lubricants demonstrate a
remarkable ability to curtail sludge, varnish, and wear, in any engine.
405HP_Z06
New member
Synthetic Oil: Rx for Long Engine Life by Curt Scott Part V
"But", you say, "if synthetics are so good, why aren't even more
motorists using them?" First and foremost, many folks simply aren't
aware of synthetics. Others who are aware are deterred by the higher
purchase cost, without investigating the advantages. Even many
professional mechanics haven't kept abreast of the advances that have
occurred in the field of synthetic lubricants, and frequently tend to
dismiss them without bothering to check the wealth of current literature
and impressive test results regarding them. Secondly, garages and
dealerships often hesitate to recommend *any* extended-drain lubricant,
perhaps because their livelihood is to a large degree dependent upon
frequent servicing and repairs. We learned of one (probably
commonly-occurring) instance where a dealership mechanic told a
customer: "You can't use synthetic oil in you car...the engine wasn't
designed for it!" Still another reason is that many of the advantages
and cost savings provided by synthetic lubricants are difficult to
quantify, and thus difficult for many consumers to appreciate. For
instance, how does one place a precise value upon such benefits
as..."cleaner engine; longer engine life; fewer repairs; lower operating
temperatures; fewer oil and filter changes; less oil consumption;
lowered octane requirements; longer batter/starter/alternator/spark
plug/turbo unit/PCV component life; increased fuel mileage; the
convenience of exceptional four-season performance with a single motor
oil...and so on." On the other hand, it is quite simple to compare the
*purchase costs* of conventional vs. synthetic, and to ignore the real
cost-and-performance comparisons in actual operation. Do you prefer to
save $12 or $15 per oil change by using a petroleum oil, even knowing
that it should be changed six or seven times as frequently as a premium
synthetic? Or are you more interested in the bigger picture,
irrespective of the fact that many of the very real benefits of
synthetics cannot be precisely quantified in terms of dollars and cents?
All available evidence indicates that synthetic engine oils offer
performance advantages *not achievable with any refined-petroleum
product*.
Does all of this mean that synthetic motor oils are superior to
conventional petroleum oils? If you value your automobile engine and
would like to keep it in peak, trouble-free operating condition year
after year and far beyond its normal expected life, our conclusion is
"Yes, without question."
[We at Specialty Cars would like to extend special thanks to Peter L.
Clark of Amsoil, Earl Kirmser of Earl Kirmser Inc./Mobil Oil, and Paul
Baker of Neo Oil company. Without their unselfish cooperation and
technical assistance, production of this article would not have been
possible.]
Synthetic Motor Oils: Are They For Every Engine?
After reading the accompanying article, many may feel that is is to
their advantage to switch to a synthetic engine lubricant. There are,
however, several things a prospective synthetic user should know in
order to make the proper decision.
First, in order to obtain optimum cost and performance benefits, it is
important that your engine does not consume or leak an excessive amount
of oil. Because of the generally higher purchase cost of synthetics,
constantly replacing lost oil can become expensive. This is not to say
that oil consumption or leakage will *increase* with the use of
synthetics, only that replacement of lost oil is more costly. The view
was once widely held that any high-detergent-action oil would increase
leakage, by dissolving "false seals" formed by engine sludge. Not so,
say most experts, who explain that motor oil detergents and dispersants
are designed only to *prevent or inhibit* sediment formation, and have
little or no effect at all on previously-established crud deposits.
Second, most engine and lubricant manufacturers recommend that synthetic
oil not be used during the "break-in" period of an engine. The reason
for this is that synthetics, possessing extraordinary lubricity and
lubricant film strength, do not permit the metal wear necessary for the
seating of piston rings. A change to synthetic motor oil should wait
until you new or rebuilt engine has completed the break-in period of six
to eight thousand miles.
Warranty-period compliance is a question with many motorists, and there
is currently no *one* answer to cover all contingencies. With the
development of extended-drain motor oils, both synthetic and petroleum,
most of the major automobile manufacturers have relaxed their once-rigid
compliance requirements. On an individual case basis, the usual
procedure is to determine first the cause of engine failure. If the
cause is found to be a factory flaw, warranty compliance is generally
not questioned. In any event, oil-related engine failure during the
warranty period is a rare circumstance indeed. If the failure should be
found to be oil related, most oil producers will stand behind their
product and cover any repair cost. Many extended warranty plans,
however, are offered at new car dealerships, sponsored not by the
manufacturer, but by third-party vendors. There's a Latin phrase to
cover the issue: *Caveat emptor*...Let the buyer beware. In the
worst-case scenario, they may search for *any* excuse to void their
warranty. Our advice is to avoid extra-cost extended warranties. Not
only are they expensive at the outset; pressure is often applied by the
new car dealer for you to have all of your service work done in-house at
dealership rates. Save your bucks and take a cruise.
Finally, if you know that your engine has significant sludge or varnish
buildup, common among petroleum-lubricated engines with higher mileage
or that have had infrequent oil changes, it is sometimes recommended
that it be flushed with an engine cleaner before switching to
synthetics. This process helps to remove those deposits that have
accumulated as a result of the decomposition of the previously-used
petroleum oils, and enables the synthetic oil to better perform the
functions of keeping the engine clean and reducing wear. Since all of
the major synthetic motor oils available today are entirely compatible
with petroleum oils, there is no need to flush a relatively clean engine
in order to switch to a synthetic. Some synthetics producers, however,
do caution against mixing different brands of synthetics with one
another, since their compositional origins may be quite different.
----------------------
[Side bar 2]
How Well Do Oil Filters Match Up to the Performance of Synthetics?
Oil filtration is an essential ingredient in the overall equation of
engine lubrication. The impurities and wear metals circulating in the
oil must be affectively contained to prevent engine wear and
crud-deposit buildup. But all oil filters are not created equal, and
care should be taken to ensure that the oil filter you use provides
proper protection for your engine.
There are three basic types of engine oil filters: pleated-paper spin-on
filters, full-depth spin-on filters, and by-pass (supplementary)
filters. Each is designed for specific filtration tasks.
The original-equipment type pleated paper filter (AC, Fram, Purolator,
et al.), in which a rigid sheet of filtering paper is folded
accordion-style and inserted into a metal housing, is by far the most
common variety of automotive oil filter. Because of the large volume of
oil-decomposition sludge produced by petroleum motor oils, a paper
filter should be changed along with the oil every three or four thousand
miles when using petroleum oil. By using synthetics this change
interval may unquestionably be substantially increased since these
congestive byproducts are greatly reduced, if not entirely eliminated.
Both Mobil and Amoco confidently endorse change intervals of 25,000
miles for both the filter and their synthetic oil. In any event, this
type of filter should be replaced periodically, not exceeding twelve
months. The reason for this recommendation lies not with the filter
clogging, but with the limited life of the paper element itself, since
with both age and use it tends to deteriorate and eventually fail.
Paper-element failure and inferior filtration capabilities are
particularly prevalent in the case of cheap, discount filter brands.
This is no area to scrimp on quality. If you choose to use a paper
filter, stick with a brand whose quality you know you can trust.
The full-depth type, spin-on filter is identical in external appearance
to the pleated-paper filter, and is installed in the same manner. The
filtering medium is a thick "blanket" of fiber, which filters throughout
its entire depth (hence the name), contrasted to the surface filtration
method of a pleated paper filter. Amsoil's depth filter utilizes a
dense, cotton linter element, that according to the company, filters
particles down to roughly 1/6 the size of those allowed to recirculate
through a paper filter.
"But", you say, "if synthetics are so good, why aren't even more
motorists using them?" First and foremost, many folks simply aren't
aware of synthetics. Others who are aware are deterred by the higher
purchase cost, without investigating the advantages. Even many
professional mechanics haven't kept abreast of the advances that have
occurred in the field of synthetic lubricants, and frequently tend to
dismiss them without bothering to check the wealth of current literature
and impressive test results regarding them. Secondly, garages and
dealerships often hesitate to recommend *any* extended-drain lubricant,
perhaps because their livelihood is to a large degree dependent upon
frequent servicing and repairs. We learned of one (probably
commonly-occurring) instance where a dealership mechanic told a
customer: "You can't use synthetic oil in you car...the engine wasn't
designed for it!" Still another reason is that many of the advantages
and cost savings provided by synthetic lubricants are difficult to
quantify, and thus difficult for many consumers to appreciate. For
instance, how does one place a precise value upon such benefits
as..."cleaner engine; longer engine life; fewer repairs; lower operating
temperatures; fewer oil and filter changes; less oil consumption;
lowered octane requirements; longer batter/starter/alternator/spark
plug/turbo unit/PCV component life; increased fuel mileage; the
convenience of exceptional four-season performance with a single motor
oil...and so on." On the other hand, it is quite simple to compare the
*purchase costs* of conventional vs. synthetic, and to ignore the real
cost-and-performance comparisons in actual operation. Do you prefer to
save $12 or $15 per oil change by using a petroleum oil, even knowing
that it should be changed six or seven times as frequently as a premium
synthetic? Or are you more interested in the bigger picture,
irrespective of the fact that many of the very real benefits of
synthetics cannot be precisely quantified in terms of dollars and cents?
All available evidence indicates that synthetic engine oils offer
performance advantages *not achievable with any refined-petroleum
product*.
Does all of this mean that synthetic motor oils are superior to
conventional petroleum oils? If you value your automobile engine and
would like to keep it in peak, trouble-free operating condition year
after year and far beyond its normal expected life, our conclusion is
"Yes, without question."
[We at Specialty Cars would like to extend special thanks to Peter L.
Clark of Amsoil, Earl Kirmser of Earl Kirmser Inc./Mobil Oil, and Paul
Baker of Neo Oil company. Without their unselfish cooperation and
technical assistance, production of this article would not have been
possible.]
Synthetic Motor Oils: Are They For Every Engine?
After reading the accompanying article, many may feel that is is to
their advantage to switch to a synthetic engine lubricant. There are,
however, several things a prospective synthetic user should know in
order to make the proper decision.
First, in order to obtain optimum cost and performance benefits, it is
important that your engine does not consume or leak an excessive amount
of oil. Because of the generally higher purchase cost of synthetics,
constantly replacing lost oil can become expensive. This is not to say
that oil consumption or leakage will *increase* with the use of
synthetics, only that replacement of lost oil is more costly. The view
was once widely held that any high-detergent-action oil would increase
leakage, by dissolving "false seals" formed by engine sludge. Not so,
say most experts, who explain that motor oil detergents and dispersants
are designed only to *prevent or inhibit* sediment formation, and have
little or no effect at all on previously-established crud deposits.
Second, most engine and lubricant manufacturers recommend that synthetic
oil not be used during the "break-in" period of an engine. The reason
for this is that synthetics, possessing extraordinary lubricity and
lubricant film strength, do not permit the metal wear necessary for the
seating of piston rings. A change to synthetic motor oil should wait
until you new or rebuilt engine has completed the break-in period of six
to eight thousand miles.
Warranty-period compliance is a question with many motorists, and there
is currently no *one* answer to cover all contingencies. With the
development of extended-drain motor oils, both synthetic and petroleum,
most of the major automobile manufacturers have relaxed their once-rigid
compliance requirements. On an individual case basis, the usual
procedure is to determine first the cause of engine failure. If the
cause is found to be a factory flaw, warranty compliance is generally
not questioned. In any event, oil-related engine failure during the
warranty period is a rare circumstance indeed. If the failure should be
found to be oil related, most oil producers will stand behind their
product and cover any repair cost. Many extended warranty plans,
however, are offered at new car dealerships, sponsored not by the
manufacturer, but by third-party vendors. There's a Latin phrase to
cover the issue: *Caveat emptor*...Let the buyer beware. In the
worst-case scenario, they may search for *any* excuse to void their
warranty. Our advice is to avoid extra-cost extended warranties. Not
only are they expensive at the outset; pressure is often applied by the
new car dealer for you to have all of your service work done in-house at
dealership rates. Save your bucks and take a cruise.
Finally, if you know that your engine has significant sludge or varnish
buildup, common among petroleum-lubricated engines with higher mileage
or that have had infrequent oil changes, it is sometimes recommended
that it be flushed with an engine cleaner before switching to
synthetics. This process helps to remove those deposits that have
accumulated as a result of the decomposition of the previously-used
petroleum oils, and enables the synthetic oil to better perform the
functions of keeping the engine clean and reducing wear. Since all of
the major synthetic motor oils available today are entirely compatible
with petroleum oils, there is no need to flush a relatively clean engine
in order to switch to a synthetic. Some synthetics producers, however,
do caution against mixing different brands of synthetics with one
another, since their compositional origins may be quite different.
----------------------
[Side bar 2]
How Well Do Oil Filters Match Up to the Performance of Synthetics?
Oil filtration is an essential ingredient in the overall equation of
engine lubrication. The impurities and wear metals circulating in the
oil must be affectively contained to prevent engine wear and
crud-deposit buildup. But all oil filters are not created equal, and
care should be taken to ensure that the oil filter you use provides
proper protection for your engine.
There are three basic types of engine oil filters: pleated-paper spin-on
filters, full-depth spin-on filters, and by-pass (supplementary)
filters. Each is designed for specific filtration tasks.
The original-equipment type pleated paper filter (AC, Fram, Purolator,
et al.), in which a rigid sheet of filtering paper is folded
accordion-style and inserted into a metal housing, is by far the most
common variety of automotive oil filter. Because of the large volume of
oil-decomposition sludge produced by petroleum motor oils, a paper
filter should be changed along with the oil every three or four thousand
miles when using petroleum oil. By using synthetics this change
interval may unquestionably be substantially increased since these
congestive byproducts are greatly reduced, if not entirely eliminated.
Both Mobil and Amoco confidently endorse change intervals of 25,000
miles for both the filter and their synthetic oil. In any event, this
type of filter should be replaced periodically, not exceeding twelve
months. The reason for this recommendation lies not with the filter
clogging, but with the limited life of the paper element itself, since
with both age and use it tends to deteriorate and eventually fail.
Paper-element failure and inferior filtration capabilities are
particularly prevalent in the case of cheap, discount filter brands.
This is no area to scrimp on quality. If you choose to use a paper
filter, stick with a brand whose quality you know you can trust.
The full-depth type, spin-on filter is identical in external appearance
to the pleated-paper filter, and is installed in the same manner. The
filtering medium is a thick "blanket" of fiber, which filters throughout
its entire depth (hence the name), contrasted to the surface filtration
method of a pleated paper filter. Amsoil's depth filter utilizes a
dense, cotton linter element, that according to the company, filters
particles down to roughly 1/6 the size of those allowed to recirculate
through a paper filter.
405HP_Z06
New member
Synthetic Oil: Rx for Long Engine Life by Curt Scott Part VI
The bypass filter is a supplementary filtering system, designed to
"super-filter" from the oil most of the remaining impurities and
particles that have been allowed to pass through the spin-on filter. A
by-pass unit possesses the ability to filter minute contaminants and
particles from the oil, in some cases measuring *down to well under one
micron*, compared to a spin-on (depth-type) filters 4 or 5 microns, or a
spin-on (pleated paper) filter's 25-40 microns. Bear in mind that
virtually all engine/piston ring deposits and a substantive amount of
wear result from minute crud particles that have routinely recirculated
through the full-flow paper filter. A top quality by-pass filter can
virtually eliminate oil-suspended debris, at the same time extending and
enhancing the benefits of synthetic oil. One such unit, the Oberg
Filter, (distributed by Baker Precision Bearing, 2865 Gundry Ave., Long
Beach, CA 90806), employs a reusable, ultra-fine stainless steel
filtering element, and uses an adapter plate for simple and
straightforward installation either in place of, or in addition to, the
spin-on filter. Fram offers an automotive by-pass filter in its product
line that features a pleated-paper element and easy "spin-on"
replacement similar to original-equipment-type units. Ask for the Fram
"PB50" with mounting hardware. Amsoil's by-pass unit is connected to
the oil pressure sending unit and returns oil to the pan, thus requiring
some mechanical ability or the services of your mechanic for the initial
installation. The company states that its by-pass unit, which employs a
user replaceable, pressed-fiber element, refilters all the oil in an
engine every five minutes, and keeps it analytically sparkling clean for
the (recommended maximum) element life of 25,000 miles! It even
extracts and contains any *water* that has (inevitably) condensed into
the oil...which if allowed to remain in circulation will often result in
the formation of corrosive acids. It's a real trip to find clean,
like-new synthetic oil on your dipstick after twenty or twenty-five
thousand miles without an oil change.
It should be noted that optimum filtration is of particularly critical
importance with both Diesel (naturally-aspirated) and turbocharged
(gasoline or Diesel) engine, since their abnormally-high yield of
combustion contaminants, if left to circulate in the lubricant, serve to
adversely affect the performance and service life of any oil. Also,
since the immediate objective of filtration is clean oil, don't overlook
your air filter. A clogged or failed air cleaner can be a major source
of abrasive oil contaminants and engine wear. Choose a good brand,
check it periodically, and replace it promptly when it becomes dirty.
--
First they came for the hackers. But I never did anything
illegal with my computer, so I didn't speak up.
Then they came for the pornographers. But I thought there was
too much smut on the Internet anyway, so I didn't speak up.
Then they came for the anonymous remailers. But a lot of nasty
stuff gets sent from anon.penet.fi, so I didn't speak up.
Then they came for the encryption users. But I could never
figure out how to work PGP anyway, so I didn't speak up.
Then they came for me. And by that time there was no one left
to speak up.
Alara Rogers, Aleph Press
The bypass filter is a supplementary filtering system, designed to
"super-filter" from the oil most of the remaining impurities and
particles that have been allowed to pass through the spin-on filter. A
by-pass unit possesses the ability to filter minute contaminants and
particles from the oil, in some cases measuring *down to well under one
micron*, compared to a spin-on (depth-type) filters 4 or 5 microns, or a
spin-on (pleated paper) filter's 25-40 microns. Bear in mind that
virtually all engine/piston ring deposits and a substantive amount of
wear result from minute crud particles that have routinely recirculated
through the full-flow paper filter. A top quality by-pass filter can
virtually eliminate oil-suspended debris, at the same time extending and
enhancing the benefits of synthetic oil. One such unit, the Oberg
Filter, (distributed by Baker Precision Bearing, 2865 Gundry Ave., Long
Beach, CA 90806), employs a reusable, ultra-fine stainless steel
filtering element, and uses an adapter plate for simple and
straightforward installation either in place of, or in addition to, the
spin-on filter. Fram offers an automotive by-pass filter in its product
line that features a pleated-paper element and easy "spin-on"
replacement similar to original-equipment-type units. Ask for the Fram
"PB50" with mounting hardware. Amsoil's by-pass unit is connected to
the oil pressure sending unit and returns oil to the pan, thus requiring
some mechanical ability or the services of your mechanic for the initial
installation. The company states that its by-pass unit, which employs a
user replaceable, pressed-fiber element, refilters all the oil in an
engine every five minutes, and keeps it analytically sparkling clean for
the (recommended maximum) element life of 25,000 miles! It even
extracts and contains any *water* that has (inevitably) condensed into
the oil...which if allowed to remain in circulation will often result in
the formation of corrosive acids. It's a real trip to find clean,
like-new synthetic oil on your dipstick after twenty or twenty-five
thousand miles without an oil change.
It should be noted that optimum filtration is of particularly critical
importance with both Diesel (naturally-aspirated) and turbocharged
(gasoline or Diesel) engine, since their abnormally-high yield of
combustion contaminants, if left to circulate in the lubricant, serve to
adversely affect the performance and service life of any oil. Also,
since the immediate objective of filtration is clean oil, don't overlook
your air filter. A clogged or failed air cleaner can be a major source
of abrasive oil contaminants and engine wear. Choose a good brand,
check it periodically, and replace it promptly when it becomes dirty.
--
First they came for the hackers. But I never did anything
illegal with my computer, so I didn't speak up.
Then they came for the pornographers. But I thought there was
too much smut on the Internet anyway, so I didn't speak up.
Then they came for the anonymous remailers. But a lot of nasty
stuff gets sent from anon.penet.fi, so I didn't speak up.
Then they came for the encryption users. But I could never
figure out how to work PGP anyway, so I didn't speak up.
Then they came for me. And by that time there was no one left
to speak up.
Alara Rogers, Aleph Press
bulldog-yota
New member
Z06, I dont think it is worth your time to go any further with this thread Hitman thinks he knows everything while he obviously lack a complete understanding of how lubrication and engines work.
First he states syn causes leaks due to "slipperyness ", while in reality it is the detergents that cleans of (for a lack of a better term) "gunk". This is what can cause leaks on older engines.
Second he claims synthetics causes oil to pass by rings in new engines before they are broken in again due to "slipperyness". Again wrong, since synthetics provide better film strength or are less likely to break down they provide better protection to engine internals. This simply put means an engine will take longer to break in when on a syn. Not oil passing by rings due to "slipperyness". SOme engines tend to use more oil during break in, but not all, and some engines use oil all their life. yet most engine manufacturers are switching to syn from factory, including BMW(fact) which I still rate(my opinion) as the best engine manufacturer.
Knowing he is wrong and his complete lack of proof he prefers to play word games, rather than state facts and providing proof. So dont waste your tiem. The only place he points to does not validate his words (or should I say the common known fact), but rather states what has been said. "That you can run syn from day1 in an engine. "
Also he never came back to you on the leak issue and "slipperyness".
Now he is trying to confuse (i.e. play word games) again with friction coficeint vs the actual fact of oil beak down and film strength and what it dioes in an engine.
So Z06, as Koz said dont waste your time.
ANd as to "slipperyness" Hitman are you referring to friction coeficient or visciousity of the oil?? And clarify how these will affect engine leaks and oil going past the rings in the engine?? Go back to your own claims with myself and Z06, and proof those. Or do we need to quote them for you. But alas I think I wasted my time since you willnever admit in a million years you were wrong. Bescause in your own words it seems it is more important not to look silly than it is to learn something.
So instead of giving lessons you should be less arrogant and get some lessons.
First he states syn causes leaks due to "slipperyness ", while in reality it is the detergents that cleans of (for a lack of a better term) "gunk". This is what can cause leaks on older engines.
Second he claims synthetics causes oil to pass by rings in new engines before they are broken in again due to "slipperyness". Again wrong, since synthetics provide better film strength or are less likely to break down they provide better protection to engine internals. This simply put means an engine will take longer to break in when on a syn. Not oil passing by rings due to "slipperyness". SOme engines tend to use more oil during break in, but not all, and some engines use oil all their life. yet most engine manufacturers are switching to syn from factory, including BMW(fact) which I still rate(my opinion) as the best engine manufacturer.
Knowing he is wrong and his complete lack of proof he prefers to play word games, rather than state facts and providing proof. So dont waste your tiem. The only place he points to does not validate his words (or should I say the common known fact), but rather states what has been said. "That you can run syn from day1 in an engine. "
Also he never came back to you on the leak issue and "slipperyness".
Now he is trying to confuse (i.e. play word games) again with friction coficeint vs the actual fact of oil beak down and film strength and what it dioes in an engine.
So Z06, as Koz said dont waste your time.
ANd as to "slipperyness" Hitman are you referring to friction coeficient or visciousity of the oil?? And clarify how these will affect engine leaks and oil going past the rings in the engine?? Go back to your own claims with myself and Z06, and proof those. Or do we need to quote them for you. But alas I think I wasted my time since you willnever admit in a million years you were wrong. Bescause in your own words it seems it is more important not to look silly than it is to learn something.
So instead of giving lessons you should be less arrogant and get some lessons.
I thought this whole discussion was about when/if you needed to use synthetic oil in our 4.7 V8 Toyota engines? Based on UOA from www.bobistheoilguy.com the conclusion is that our 4.7 V8's will go forever on a diet of good API rated dino oil. If you change your oil/filter as recommended by Toyota the engine will not have a lubrication problem and will last "have a usefull life" that is longer than 99.9% of the members will ever keep their 4runners. In this comparison their would not be a statistical advantage to using synthetic oil. There are environmental conditions that could warrant the use of the more expensive synthetic oil. Extreme cold climate and extreme heat. "Death Valley in the summer and Alaska in the winter"
About when to start using synthetic oil, I took this from the information you posted. "Second, most engine and lubricant manufacturers recommend that synthetic oil not be used during the "break-in" period of an engine. The reason for this is that synthetics, possessing extraordinary lubricity and lubricant film strength, do not permit the metal wear necessary for the seating of piston rings. A change to synthetic motor oil should wait until your new or rebuilt engine has completed the break-in period of six to eight thousand miles".
If you let your Toyota engine break in on dino oil to be "safe" and then start using synthetic and recommended change intervals I don't think you can go wrong, but I don't think it will buy you any additional "usefull life" from the Toyota 4.7 V8. JMHO
About when to start using synthetic oil, I took this from the information you posted. "Second, most engine and lubricant manufacturers recommend that synthetic oil not be used during the "break-in" period of an engine. The reason for this is that synthetics, possessing extraordinary lubricity and lubricant film strength, do not permit the metal wear necessary for the seating of piston rings. A change to synthetic motor oil should wait until your new or rebuilt engine has completed the break-in period of six to eight thousand miles".
If you let your Toyota engine break in on dino oil to be "safe" and then start using synthetic and recommended change intervals I don't think you can go wrong, but I don't think it will buy you any additional "usefull life" from the Toyota 4.7 V8. JMHO
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405HP_Z06
New member
Pitbull said:
Pitbull I respectfully disagree with the statement , "Based on UOA from www.bobistheoilguy.com the conclusion is that our 4.7 V8's will go forever on a diet of good API rated dino oil. ". I haven't seen enough UOA's for this engine or the 4.0 V6 to support this. Wear has been low in the UOA's that I have seen and that is very positive, but it does take some time to trend and average an engine.
As far as usefull life, if you make the assumption that lower wear will result in a longer usefull life than I would say that synthetic oil will provide for a longer usefull life than a vehicle with conventional oil. JMHO.
Thanks for the input!
405HP_Z06
New member
Pitbull said:I understand your point and as owners that love to take care of our rides we will use what we think is the best and change the most often, so unless we end up with a defective engine we will not normally have any lubrication related problems. I have a neighbor that has a small block chevy Camero with 280K miles on it, he drives it every day and it still shines like new. He has changed oil every 4-5K miles using Castrol GTX. Now he is the guy that should of used synthetic from the beginning since it looks like he will own this rig forever
Point taken.
bulldog-yota
New member
Pitbull,
For your purposes you are 100% correct. Unfortunately for mine I will have to follow a different method. I'm planning on modifying the vechile substantially for offroad, and therefore will have to keep it a lot longer in terms of years. It will be retired as a DD in a few years, which might actually be worse for it in terms of engine wear.
SO I need to do what I can to make it last as long as possible. Because if the engine or gearbox wears out on one of these it is going to be big $$$$$ to fix. And if you have a lot invested in a vehicle in terms of modifications, like lifts, lockers, bumpers, skids, etc is is no an easy decision to terminate the vechile like a stock one. Besides offroading and towing puts a lot more stress on the engine and complete driveline. And obviously adds to impurities getting in (dirt, water) the mechanical components.
The other thing is that the argument was about things stated by Hitman, that I didn't agree with. Especially the way it was stated and reasons given. I think it is misleading and incorrect, and wil only serve to confuse people in terms of their decision making and understanding of engines and oil.
I know people get exitec about the AMsoil vs M1 discussion, like it gets here on the dino vs syn. To me the AMsoil vs M1 discussion is futile as I doubt it will make a difference to me. SImilar to how you feel about the dino vs syn
:
For your purposes you are 100% correct. Unfortunately for mine I will have to follow a different method. I'm planning on modifying the vechile substantially for offroad, and therefore will have to keep it a lot longer in terms of years. It will be retired as a DD in a few years, which might actually be worse for it in terms of engine wear.
SO I need to do what I can to make it last as long as possible. Because if the engine or gearbox wears out on one of these it is going to be big $$$$$ to fix. And if you have a lot invested in a vehicle in terms of modifications, like lifts, lockers, bumpers, skids, etc is is no an easy decision to terminate the vechile like a stock one. Besides offroading and towing puts a lot more stress on the engine and complete driveline. And obviously adds to impurities getting in (dirt, water) the mechanical components.
The other thing is that the argument was about things stated by Hitman, that I didn't agree with. Especially the way it was stated and reasons given. I think it is misleading and incorrect, and wil only serve to confuse people in terms of their decision making and understanding of engines and oil.
I know people get exitec about the AMsoil vs M1 discussion, like it gets here on the dino vs syn. To me the AMsoil vs M1 discussion is futile as I doubt it will make a difference to me. SImilar to how you feel about the dino vs syn
:
