You may wish to try Kirkland Synthetic and cut the OCI in half. It could save you money and be better for the engine.
Fuel dilution is pollution in the oil (and is exacerbated by longer OCI) which no oil (expensive or otherwise) can do much with.
Also you may wish to go up a viscosity grade so that when the fuel dilution does occur, the thinning of the oil will still leave you with sufficient HTHS for optimal engine protection.
Sorry if I try to make this all about fuel dilution, but fuel in the oil is “contamination,” or as you call it “pollution.” From there we can go in at least 2 directions: 1) some magical mythical oil which might withstand the contamination better than “regular” oil, or 2) the sooner we change the oil, the less contamination there will be. But I have some UOA data which skews my preference toward #1.
See attached: note, the 2nd OCI (PUP 5w30 SN) after a mere 900 or so miles, was pretty contaminated, and had dropped out of grade (Pennzoil starts out at the thin end of 30 weight, so doesn’t take much to slip below the boundary with 20 weight The 3rd oil (11/2019) was a “foo-foo“ oil (Valvoline Premium Blue
Restore at $75/gal), and you can see it held up much better at over 10x the mileage. By the way, the 1st OCI was PP, which was already GTL (like the PUP), but might have been SN+. Yes, there may have been some “driving style differences,” but no idling, not an abundance of super short trips (mostly 20-25 mi “commutes,” some ~10 mi), though the 1st & 3rd included a cross-country trip or 2…with daily driving once at my destination.
my points are:
1) for OCI #2 (05/2019), at, 900 miles, the fuel was already high. so how short an interval do you need if short intervals are your “solution?” I changed it out that soon because I “enlisted“ help from Terry Dyson. OCI #1 (11/2018) was my very first UOA on this vehicle, and yes, I freaked out, because of the fuel and the lead (source of lead still unknown). I was hoping for 1/2 the wear numbers, and of course, no lead or fuel.
2) the VIPR was a “cleaning oil,” perhaps akin today’s HPL, and I think it handled itself better than the Pennzoils. So maybe uber-premium oils might make a difference??? FYI, per Terry, we had sampled that VIPR at 4,400 miles, and it was already contaminated with 3.1% fuel. At 9,631 miles, I resampled, to both Terry and OA. Terry’s analysis was a partial analysis, which tested fuel and a few other things, but not viscosity or wearmetals. It was cheaper to get that info from OA, and I wanted the comparison. Unfortunately, OA reported 2.6% fuel whereas Terry reported 5.3%. OA retested, and revised fuel downward to 1.5 (
).
***by the way, I have other Dyson UOA’s showing the VIPR holding up reasonably well. And I have an early-22 UOA of QSFS from OA, before refilling with the last of my VIPR. The QSFS at only 2680 miles, showed 3.7% fuel, and had lost KV100 viscosity from 11.3(?) to 9.3. The most recent UOA, on that VIPR, showed 3.0% fuel, and the viscosity was still at 10.8 (down from virgin 11.3)
so, yeah, I think foo-foo oils help.
