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Your objection was purely pedantic and didn't address the actual discussion. No one argued GTL isn't API Group III. The point was that the lubricant industry has long used "Group III+" as shorthand for higher-performance Group III base stocks such as GTL. It has, and that's an informal...

SK Yubase 4 (Standard III): VI 122, NOACK 14.2% S-Oil Ultra-S 4 (Standard III): VI 123, NOACK 14.5% Shell Pearl GTL 4: VI 140, NOACK 10.2% https://www.narmaktrade.cz/en/products/base-oils/base-oil-yubase-4 https://www.knowde.com/stores/s-oil/products/ultra-s-4...

Fair enough. GTL sits objectively above standard hydrocracked Group III for these reasons: GTL offers a 15–20+ point higher Viscosity Index (135–145+ vs 120–128). Higher natural VI means less shear-prone VII is needed to hit 0W-16 / 0W-20 targets, which improves shear stability and reduces...

You’ll need to define what “a lot” or “makes much difference” actually means.

Dismissing “Group III+” as marketing is incorrect. You cannot stamp “Group III+” on a retail jug. API EOLCS, SAE J300, and ATIEL force finished-oil labels to say “Full Synthetic” or simply “Group III.” Shell’s own technical literature lists PurePlus/GTL as API Group III for the simple reason...

Eh, technically correct but GTL is often referred to as Group III+ and has been for a very long time. GTL is legitimately a cut above standard hyrocracked Group III.

Source?

I’ll take the Red Line for half price, personally

I agree with your point that under specific, extreme outlier scenarios; such as a dedicated hot-shot duty cycle with consistent highway mileage, extended drain intervals can be acceptable with the right lubrication. My intent wasn't to argue that it's impossible, but rather to highlight that...

Nice try shifting the burden of proof, but that’s not how logic works. You were the one who claimed a 20k-mile drain interval on this platform was safe because "others have documented" it. Your "documentation" was pointing to a completely unrelated Scion inline-4 and your own 8k interval. That...

A sticking LH primary timing chain tensioner causing timing chain slap due to varnish build up on the tensioner piston is a very well documented issue with UR V8s on lackadaisical oil change intervals. Cam phaser feed restrictions are an issue on pretty much every engine with VCT. The UR...

Not unless you want to replace your LH primary timing chain tensioner at relatively low mileages. No DOHC V8 with 4 cam phasers is an ideal long drain candidate, IMO.

I'd wager the copper spike it likely is from a change to a Group V ester-heavy oil and is likely a byproduct of chemical chelation. Just a guess. I'd say the PPM/1000 miles is pretty meaningless except as a spot check for the average joe who runs the same oil for an extended period, making...

The previous 3UR-FE block:

I'm personally not impressed with concept of the all aluminum bedplate of the V35A. I think the assumptions that it's inherently robust are unfounded. Note the commonality here 11,000 HP capable BAE Top fuel billet block: One of the few OEM cast production blocks that have proven to hold...

The V35A doesn't have particularly tight clearances for an aluminum block: Notably larger than the 3UR-FE:

*cousin

They probably don't have 8L/10L issues either, right? The issue is pervasive whether your anecdotes reflect it or not.

I'd to see numbers on this. Got any spreadsheets showing what failed when?