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Fuel economy and emissions drive the oil spec. The oil GM specs will provide acceptable wear (whatever gm deems acceptable). Again. FE and Emissions are OEMS #1 concern. Wear is not. How much it affects it will be very design dependent.

Diesels have emissions systems more sensitive than gas. As long as you don't have excessive consumption I wouldn't worry. Doc dpf scr

Certainly however I don't turn wrench much anymore so might take a bit. I do more on the Calibration side. I see my fair share of weird failures and engines abused well outside the oe design so I can always post interesting stuff.

Pull the cover on once and you will understand. Hollow cam, underbuilt valvetrain, injectors that last 250k etc. They are OM series from Mercedes.

Overall i would say low percentage. I deal with trucks that generally haul 140-160k or trucks just sold off by fleets. DD anything GHG17 or newer 600-700 is end of life i would say 25-30% ive handled are done. Cummins - it has been an issue since the isx first came out with the mid stop...

DD series and Cummins suffer the worse. DD it hammers the big ends out. Cummins it frets the mid stops on the liners and they drop. Im not talking about S60 or older.engines - im talking about GHG17 and newer stuff. They run 19+:1 compression, peak torque down at 1k, and tall gears to get...

15w40 is fine in a S60 in any power level unless you are making stupid power.

OCI should be based on fuel used and hours not miles. OCI will depend on engine and its emissions strat. Euro based engines focus more on DEF for nox reduction so less egr, American generally favors EGR to control nox over DEF so you will want to reduce OCI on Cummins based engines. (PX series...

Ive ran M1 0w40 in everything from a mild 383 to extreme blown hemis. Most roller but had a 700hp 440 on solid flat tappet and a few on hyd. Cam break in is more important than about anything. After anything off the shelf will do fine with that valve spring. I would run a euro oil and quit...