10w-30 vs 5w-40 question

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Originally Posted By: dnewton3
Originally Posted By: 3311



or more than 12,000 UOAs in my database? If so, step and and give your proof!


Purchase and read 2007-01-4133.
Collect and analyze more than 12,000 UOAs.
Don't talk to me about theory of lube properties; show me real world data that proves it matters.

I have asked you this before and have never seen an answer. Do you have your 10,000 now 12,000 UOA data base in a digital sortable data base or spread sheet form? It would certainly support your arguments and be of value for the whole BITOG community. We might be able to collectively add to it and further it's usefulness.

Step up and show us your real world evidence you love to quote so often.
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My evidence you request is in the normalcy article. Have you read it? Many of you still don't understand the concepts of macro and micro data analysis.

What I can do is analyze any sub-set of data desired, and look at the performance range compared/contrasted to other sets.

This wear-rate phenomenon isn't limited to one type of engine or one generation of transmission, etc. This is an overall phenomenon that is seen as a wide ranging generalization. There will always be some obscure odd-ball items that don't conform, but the VAST majority of data exhibits this conditional response; use the lube longer (as long as it's not overtly abused) and the wear rates go down.

I'm sorry let reword it for you so you understand, post your supporting evidence you used to write your article for review.

As you like to state, post up or shut up!! Post the 10,000 UOA's, now 12,000, or stop referring to them to support your assertions. And stop referring to your article as "evidence". It's nothing more than anyone of your interminable posts here without the supporting evidence to back it up.

Sorry for the Dnewtonesque tone but you don't seem capable of a dialogue without snarky condescension.
I fully explain in my article where the data comes from. In fact, in the article, the second bold-Grey header line is actually titled ... wait for it ...
"Where the data comes from".

The data is fully supported by the information I was given from Blackstone. If you doubt the validity of the UOAs, you may call them and ask for Ryan Stark, and he will confirm that he and I collaborated on the transfer of data, and he reviewed my article before I posted it, so that he could make any comments (of which he had only a few) as to the confidentiality of the data. I was never given access to private info such as names and addresses or accounts, etc. I received from them the raw data in excel format form, and then I used my Stat-Pro programs to crunch the data. I have all the data stored. I cannot give it to you, nor post it here, due to the agreement I have with Blackstone. Blackstone essentially "owns" the data; they gave it to me on loan, for a lack of better terms. In addition, I do collect data from several other sources around the 'net, but most are from Blackstone. I own the rights to the data processing work-product and article; it is scheduled to be published formally in the future.

I apologize for the snarkiness, but the source of the data is clearly communicated and discussed in my article.


No - I will not violate my agreement with Blackstone; I value the relationship too much.
No - I will not post my work-product details; I am in the process of being published and it would be foolhardy of me to give away info I own, past what I share in good faith here.

You are welcome to call and ask Ryan to validate my credibility as to my claim of the source of the data. You can find the contact info at their site.



BTW ...

I get a little tired of folks saying I don't post my proof! Just because you don't understand what you read, does not mean I don't know what I'm talking about or have failed to show proof of concept.

For goodness sake, folks, do you expect me to walk to your home, invite myself in, turn on your computer, bring up the webpage, and read it aloud to you as I move your finger over the monitor screen so you can follow along?
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for those who say I don't post data, what is it that you think this is or isn't, as taken DIRECTLY FROM THAT ARTICLE? http://www.bobistheoilguy.com/used-oil-analysis-how-to-decide-what-is-normal/

Oil Miles Vehicle Miles Al Cr Fe Cu Pb
5002 49997 3 1 14 4 3
4976 54973 4 1 13 7 4
4998 59971 3 2 18 6 2
5012 64983 3 1 11 3 6
5003 69986 4 1 15 4 5
5101 75087 5 1 15 3 2
4968 80055 2 1 16 2 6
4899 84954 3 2 18 8 8
5060 90014 4 1 17 5 6
4937 94951 5 1 13 6 3
5014 99965 3 1 15 6 5
5028 104993 3 1 11 3 3
4949 109942 5 1 18 6 7
4993 114935 3 1 15 2 2
5093 120028 4 2 15 5 5
4953 124981 2 2 16 5 4
5001 129982 4 1 14 6 3
5009 134991 3 1 15 2 5
5029 140020 6 1 12 4 2
4920 144940 4 1 17 5 4
4936 149876 3 1 13 4 2
5065 154941 2 3 14 5 6
4956 159897 6 1 13 6 3
4952 164849 3 1 12 8 2
4993 169842 5 1 12 2 5
4927 174769 2 2 14 7 5
5086 179855 4 2 13 5 5
5023 184878 4 1 15 2 3
5001 189879 3 1 18 5 4
5058 194937 3 1 13 3 2
5027 199964 3 2 15 4 4
5019 204983 5 1 13 3 4
4987 209970 6 3 12 4 3
5003 214973 2 1 16 3 5
4989 219962 6 1 15 5 3
4901 224863 5 1 18 2 2
4896 229759 3 1 12 5 6
5023 234782 2 2 18 2 4
4919 239701 4 1 13 4 2
5102 244803 3 2 14 3 3
5014 249817 5 1 11 6 4
5019 254836 2 3 12 2 4
5027 259863 6 2 13 3 5
4966 264829 2 1 14 3 4
4976 269805 5 1 12 3 7
5020 274825 2 1 18 4 3
5030 279855 6 1 15 2 5
4960 284815 3 2 13 6 4
Oil Miles Veh. Miles Al Cr Fe Cu Pb
4996 n/a Avg 3.7 1.4 14.4 4.2 4.0
52 n/a Std Dev 1.3 0.6 2.1 1.7 1.5
5151 n/a UL 7.6 3.2 20.7 9.3 8.6
5102 284815 Max 6.0 3.0 18.0 8.0 8.0
Ppm/1K 0.7 0.3 2.9 0.8 0.8



The reason I was able to post that data is because Blackstone did not own it; I got it from another source and was able to publish it with permission.

The Blackstone data I do not own, and I am under agreement that I won't use it past analytical purposes.

Feel free to call Ryan if you think I'm lying.
[/quote]

Thank you for finally answering the question as to the source and your ability or lack there of to share it.

I did actually think for a brief moment while reading we were not going to see any Dnewton snark.
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If you read any of my posts requesting this data in the past I have never challenged any your assertions in you article but merely asked you to publish your data in a sortable digital form since it would be a valuable tool to the BITOG community and you continually state YOU have it(as implied ownership of 10,000-12,000 uoas) in many of your posts. It's certainly not out of the norm and not meant to offend or call into question one's work when asking to see cited data when one posts a paper/article. Especially internet stuff, which I'm sure you can appreciate.
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Originally Posted By: TiredTrucker
Originally Posted By: 2015_PSD
Originally Posted By: dnewton3
Collect and analyze more than 12,000 UOAs.

Dave, can you answer this one?

Originally Posted By: 2015_PSD
Originally Posted By: dnewton3
Real world proof, my studies of more than 10,000 UOAs, shows this grade topic is an overblown issue.
Out of curiosity, how many of those UOAs are for 2010 or newer diesels which have fully functional DEF, EGR, and DPF/SCR systems on them? I would be interested to learn if there are differences in wear rates between those engines and traditional non-DEF, EGR, and DPF/SCR engines.


Dave didn't, but I did answer it back on page 2. But to reiterate... the DPF/SCR is all downstream of the motor. It has virtually no effect on motor oil. EGR does, and we have had that since 2003 on diesels. Hundreds of commercial trucking fleets with thousands of trucks each, over 2 million commercial trucks running around just the U.S. alone, every day, each year, and the vast majority of them on some level of UOA sampling program. Stacks and stacks of those trucks with over 1 million miles to date. And OEM's factory filling with 10w30, with the a large majority of commercial fleets switching their entire fleet over to 10w30, even trucks built before the OEM's started doing 10w30 factory fills. A large portion of those trucks operating from Canada to the Rio Grande, year round, and grossing upwards of 80,000 lb, doing mountains, deserts, etc. I think there is more than ample data that 10w30 does just fine, especially in the newer emissions motors.
TT - if OTR regens work the same as my PSD, then you may have answered my question. But do they? I was under the impression that OTRs have a separate injector in the exhaust stream to handle regens whereas Ford and I believe Dodge simply dump extra fuel into the cylinders thereby creating a fuel dilution problem. Maybe a non-issue, but then again maybe not. Do OTRs perform regens like my Ford?
 
Originally Posted By: 2015_PSD
TT - if OTR regens work the same as my PSD, then you may have answered my question. But do they? I was under the impression that OTRs have a separate injector in the exhaust stream to handle regens whereas Ford and I believe Dodge simply dump extra fuel into the cylinders thereby creating a fuel dilution problem. Maybe a non-issue, but then again maybe not. Do OTRs perform regens like my Ford?


2015_PSD, as you've pick up, the most simplistic answers tend to be based on simplistic logic.

Here's a paper on fuel dilution with post injection for DPF regeneration

http://www.j-mst.org/On_line/admin/files/25-04152_2526-2533_.pdf
 
Originally Posted By: Shannow
Originally Posted By: 2015_PSD
TT - if OTR regens work the same as my PSD, then you may have answered my question. But do they? I was under the impression that OTRs have a separate injector in the exhaust stream to handle regens whereas Ford and I believe Dodge simply dump extra fuel into the cylinders thereby creating a fuel dilution problem. Maybe a non-issue, but then again maybe not. Do OTRs perform regens like my Ford?


2015_PSD, as you've pick up, the most simplistic answers tend to be based on simplistic logic.

Here's a paper on fuel dilution with post injection for DPF regeneration

http://www.j-mst.org/On_line/admin/files/25-04152_2526-2533_.pdf

Thank you Shannow. I have downloaded it to read.
 
Amsoil says that even having up to 9% fuel dilution in post injection DPF isnt making more engine wear, in oils in general ... Diesel vid on youtube ...
Here is part 2 where Watson says Engines are vaporizing diesel quickly, about 100 to 200 miles, specialy squirted jet under piston equiped engines.

https://youtu.be/QBO5E63iRyw
 
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Originally Posted By: Pontual
Amsoil says that even having up to 9% fuel dilution in post injection DPF isnt making more engine wear, in oils in general ... Diesel vid on youtube ...
Do they post stats or just generalizations?
 
Originally Posted By: Pontual
Also based on UOAs, flash point and metal wear counting.
Meaning what? You cannot check wear rates with a UOA so if they did not perform an engine tear down, as Nate said, worthless...
 
Originally Posted By: Pontual
Mine should be wrong, by the way. So Ive learnt that soot is just the carbonification and its very hard and abrasive to parts.

That's why I was questioning it. Soot has to be dealt with just so.
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Originally Posted By: 2015_PSD
Originally Posted By: Pontual
Also based on UOAs, flash point and metal wear counting.
Meaning what? You cannot check wear rates with a UOA so if they did not perform an engine tear down, as Nate said, worthless...


IMO, one UOA from one engine is worthless. But several of them from a lot of engines, is evedency enough. Maybe not a scientific method, but cant be discarded as useless at all. Im with Dnewton and Amsoil on that one. They did a 4 ball on diluted EO, but I dont have the results. What? There isnt 4 ball in engines? Sure, but better than nothing. The condemnation limit for modern diesel isnt 4% anymore, since at 4% there is no higher wear, at least having 10w30 in the sump, Maybe your using 5w40, then you need to search more and DO UOAS TO KNOW IF THERE IS DILUTION, or live with fear.
 
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Originally Posted By: Pontual
Originally Posted By: 2015_PSD
Originally Posted By: Pontual
Also based on UOAs, flash point and metal wear counting.
Meaning what? You cannot check wear rates with a UOA so if they did not perform an engine tear down, as Nate said, worthless...


IMO, one UOA from one engine is worthless. But several of them from a lot of engines, is evedency enough. Maybe not a scientific method, but cant be discarded as useless at all. Im with Dnewton and Amsoil on that one. They did a 4 ball on diluted EO, but I dont have the results. What? There isnt 4 ball in engines? Sure, but better than nothing. The condemnation limit for modern diesel isnt 4% anymore, since at 4% there is no higher wear, at least having 10w30 in the sump, Maybe your using 5w40, then you need to search more and DO UOAS TO KNOW IF THERE IS DILUTION, or live with fear.
A four ball test for an ICE is indeed worthless and proves nothing--it has been debunked countless times. The fact is, there is fuel dilution in modern diesels--no guessing or fear mongering required and though I realize you are attempting to be helpful, nothing that you or DNewton has said to date has disproved that. Read the paper that Shannow posted, it provides some insight.
 
2015 PSD, what is the major issue with using UOAs to check wear rates? I see differing opinions which I appreciate all for sharing. Great insights...lots to think about.
 
Originally Posted By: Pontual
Amsoil says that even having up to 9% fuel dilution in post injection DPF isnt making more engine wear, in oils in general ... Diesel vid on youtube ...
Here is part 2 where Watson says Engines are vaporizing diesel quickly, about 100 to 200 miles, specialy squirted jet under piston equiped engines.

https://youtu.be/QBO5E63iRyw


Check with Pablo, Amsoil have stated that this guy doesn't speak for, or on behalf of Amsoil.

Pretty scientific with "I feel", I'll bet", and supposition...oh, and let's throw in a 4 ball as well...it's accepted by "all people" ????

Personally, I feel that fuel dilution is or isn't a problem depending on where the engine's lubrication regime is situated. Enough "headroom" on the viscosity, and you don't have to worry too much about (a small amount) of dilution.

As per dnewton's paper...2007-01-4133...the majority of the engine working surfaces are lubricated in the hydrodynamic regime, where viscosity is king.

Anything that reduces the viscosity reduces the separation distance, which is exactly zero difference in wear...until you run out of MOFT...any UOA will show nothing until the "safety margin" is gone.

If you are purposely reducing the headroon by choosing lower viscosity, that's fine, as long as everything else is controlled.

As to that "amsoil" guy's posits re boiling diesel out, and given Pontual's penchant for ethanol, it takes some considerable time to eliminate (and you don't) the ethanol in cooking when used as an ingredient...even at temperatures well above the vaporisation point of ethanol.

I've been planning a thread on fuel dilution for a while, just gathering data ATM
 
And that essay of your is only applicable to a no name 2700 cc 5 cylinders, it seems that no even the authors knew its name, manufacturer etc... Pretty worthless it is! Just applicable to that undestatable engine. And you guys call that scientific? Bahahaha
 
Originally Posted By: Pontual
Amsoil says that even having up to 9% fuel dilution in post injection DPF isnt making more engine wear, in oils in general ... Diesel vid on youtube ...
Here is part 2 where Watson says Engines are vaporizing diesel quickly, about 100 to 200 miles, specialy squirted jet under piston equiped engines.

https://youtu.be/QBO5E63iRyw


One reason why I think the guy in the video doesn't get what he's talking about...here's a distillation curve of #2

distillation-profile.jpg


Yes, SOME of the fuel can likely be boiled out, but there's going to be plenty that's not.

The bit that's left is clearly likely to be the heavy end, so the oil will be shear thinning (VIIs), oxidative thickening, soot thickening, and fuel either thinning or thickening depending on the fuel and the internal engine temperatures
 
With all of this being said about fuel dilution my current truck is a 6.7 PowerStroke with currently 30,000 mi. and I haven't experienced any fuel dilution per UOA. I haven't heard of fuel dilution being an issue with this platform, and if it is then there is an issue with an injector(s) and not related to the diesel after treatment system.
 
Originally Posted By: roadrunner1
With all of this being said about fuel dilution my current truck is a 6.7 PowerStroke with currently 30,000 mi. and I haven't experienced any fuel dilution per UOA. I haven't heard of fuel dilution being an issue with this platform, and if it is then there is an issue with an injector(s) and not related to the diesel after treatment system.
I have read just the opposite and this is totally dependent on usage. If you are putting all highway miles on the truck, then dilution with not be that much of an issue, but if you have more idle time or city miles, you will see more regens and dilution as a consequence. There are no injector issues on the trucks experiencing dilution, just varied usage.
 
Originally Posted By: Pontual
Amsoil says that even having up to 9% fuel dilution in post injection DPF isnt making more engine wear, in oils in general ... Diesel vid on youtube ...
Here is part 2 where Watson says Engines are vaporizing diesel quickly, about 100 to 200 miles, specialy squirted jet under piston equiped engines.

https://youtu.be/QBO5E63iRyw


That is NOT an Amsoil spokesperson. He is a dealer, just as I am. He's not always wrong, but sometimes I think he just likes to hear himself talk.

Originally Posted By: Shannow


One reason why I think the guy in the video doesn't get what he's talking about...here's a distillation curve of #2

distillation-profile.jpg


Yes, SOME of the fuel can likely be boiled out, but there's going to be plenty that's not.

The bit that's left is clearly likely to be the heavy end, so the oil will be shear thinning (VIIs), oxidative thickening, soot thickening, and fuel either thinning or thickening depending on the fuel and the internal engine temperatures


Great post!
 
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