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LOL - of course you would. However, it does not change the fact that I was able to use not one, but two oils that have never been associated with long drains to achieve long OCIs. Mobil Super 5000 for over 10K miles and Mobil 1 AFE for over 15K miles and could have gone further. @dnewton3 was...

I drove many a mile in a former life traveling while working in construction and maintenance listening to Tom and Ray. I loved a poem they once did (or read) about a vacuum leak. Pure genius.

I did the same on M1 AFE 0W-20 in my 2010 FX4 while towing heavy in all manner of climates and conditions. It depends more on the engine than the oil. Low mechanical shear, low fuel dilution, and good engine design trump the oil itself.

It would depend on how far you go back to define "predecessor" and there are many powerful engines that use or have used the same or similar bearing sizes for years, but your point is taken. I lean more to wider bearings are needed to sustain the load when the MOFT is approaching zero. Amazing...

That was my suspicion simply due to the fact the load has to be dispersed. The other part I am pondering is do wider bearings equal less friction, the same, or indeed more? Theoretically and typically, more surface area equals more friction at the advantage of less load per square "whatever"...

Curious if the bearings in these engines specified for 0W-16 or lower viscosity are wider/larger etc. to carry the same loads over a larger area thereby enabling thinner oils to be used with no increase in wear or increasing odds of failure?

Agree, but again, octane would not play a role in this to any large degree.

Twin turbo and yes, it not only gets better MPG, but also produces more HP. The EcoBoost engines is definitely able to take advantage of premium fuel.

Huh? If "turbo engines under load typically map richer, especially normally lean burn turbos", then octane would be irrelevant. Confused as to why it is "both ways". With that said, anyone running a TGDI consistently experiencing spark knock clearly needs to be running a different octane level...

I agree in principle, but I run premium as do others and still have fuel dilution. Color me skeptical higher octane gasoline has any negligible impact on fuel dilution in engines which are susceptible to it. Diesel engines tend to disprove that theory.

OK, but that would mean they burn richer despite fuel octane choice, right?

Does spark knock equal more fuel dilution?

Agree, but most that have the ability to knock have sensors to retard the timing and stop the knock. It would be a curious finding for premium fuel to stop dilution given the reason that it happens in the first place, but stranger things have happened.

Meh, perhaps only if the engine is knocking due to LSPI (and higher octane helps) and/or the engine is tuned to use premium--otherwise a waste. I run premium 100% of the time in my Bronco, it still has dilution...

Agree for some engines--same old methods apply. Sadly, not all are so fortunate and for those, only the 2 things I noted can help.

Yep; change the oil. While some DI engines have better designs than others, I have not seen anything to actually combat fuel dilution other than increasing the viscosity from the onset (to buy time) and change the oil when the dilution reaches too high of a number. How high can be dependent on...

Well played sir...well played.

For me, if I can take advantage of one more 20% off at O'Reilly's and provided it is the same manufacture date, I just need 5 more jugs to give me enough for a long while.

I always ensure the factory fluid is all used before switching. Perhaps that's why I haven't had any issues.

Same. Started using it in 2010 (the -20°F stuff) and have used it in: 2010 F-150 2014 Explorer 2015 F-250 2018 AMG GLC43 2018 C300 2019 Wrangler 2021 Grand Cherokee L 2023 Bronco No issues.