"Even when I left you the opportunity to discover your false conclusions drawn from Taylor's diesel wear model, you failed to either notice it, or you ignored it."
I'm not sure which thread you're referring to but I thought you'd want to avoid bringing any of them up again. Looking at another thread below we find that you seem proud to proclaim that a heavy duty diesel engine 'only' has an additional 0.006 in of wear over 20% of the cylinder liner in 600k miles when using 10w30. It actually appears to be around 1/3rd of the liner, in any case you don't seem to have any comprehension of what that means. You might have thought that 600k miles is a lot, it's not, or that 0.006in is a little, but again it's not. When any engine, diesels specifically, looses the surface finish on the cylinder liner they're considered 'bore polished' and are typically considered worn out, especially if it's 1/3 of the liner. I don't know what the surface finish is supposed to be on a new or broken in engine, but I'll guess Ra values (often only one of several finish parameters) of less than 60 uin (microinches). A microinch is one millionth of an inch, which is a lot less than 0.001 in, obviously with additional wear of 0.001 per 100k miles we'll bore polish the engine in very short order, like after 100k miles. This is why 10w30 isn't used except in cold weather conditions, as it doesn't provide enough wear protection. In fact in a lot of (most ?) high load situations we find heavier oils being used.
Taylor states in his article that is summarizes 15 years of work at Shell, where the models are being used for a wide range of engines. Again, Ford evidently took it to heart as they too use heavier oils where wear is a concern, even in their high output modular engines.
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"Further, and just as important, limits are set for such testing. Just because you can measure wear differences, doesn't automatically imply they are significant enough to effect the life of the engine. Engines parts are going to
wear out or suffer corrosion wear eventually. Entropy insures you're not going to see zero wear.
Referring to Taylor's paper
http://www.iantaylor.org.uk/papers/friction.pdf,
in a 10-Litre Diesel engine @ 2100 rpm , in others words "flat-out" like 6500rpms in ekpolk's 3.5L nissan, he simulates, not measures an additional .0000006"/hr wear depth on %20 of the bore length between a 10w30 and
20w50. The rest of the bore wear is identical.
So what can we conclude from that? If you drive a Big Rig like 10-Litre Diesel engine flat out (note I use flat out, since he gives no loading data) using 10w30 instead of a 20w50 for 10,000hrs, it's predicted you'll have an
additional .006" additional bore wear depth on %20 percent of the cylinder bore length.
Do you think that's an illuminating result for a 10-Litre Diesel engine, at that RPM, for that length of time? 10,000hrs. x 60 mph = 600,000 miles.
I rest my case."
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