Oil film thickness will be larger with more viscosity between the moving parts.
Huh? Only when the piston V=0.
Another 0w16 Post, but....
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Oil film thickness will be larger with more viscosity between the moving parts.
Huh? Only when the piston V=0.
Maybe you meant to reply to the other person?Oil film thickness will be larger with more viscosity between the moving parts.
Huh? Only when the piston V=0.
What kschachn wrote says the 16 has MOFT like the 30 and the 20 does not, so the 20 is not doing what the 16 was doing.EMPIRE said:
Read his reply again. He's basically saying (in a convoluted way) that the order of smaller to larger MOFT is 16>20>30 because MOFT is a function of viscosity.
Another 0w16 Post, but....
20-grade oil does not "protect" anything. It may allow certain ancillary components to work, but it is only because they were purposely designed (and restricted) to work with that grade of oil. There is no inherent advantage to the thinner oils whatsoever except increased fuel economy.
www.bobistheoilguy.com
Empire, all you do is endlessly argue and never listen nor engage in actual dialogue. It ends in locked threads most of the time and like others, it’s not worth my time to repeatedly explain even the most basic of concepts. Is this all just some sort of odd entertainment for you?
Never mind.
So what does the 20 not do that the 16 does?
You're like a broken record - tactic of trollers. If you don't get it by now, you should probably really stop reading and trolling BITOG threads.
Just go run 16 instead of 20, even though your manual says 20 is better for harder vehicle use (ie, really hot ambiet temps would fit that IMO, just like OMs use to show before CAFE got thier hooks into all the manufacures in the USA).
You pretty much answer your own concerns, yet I've never seen anyone flip-flop between logic more, lol.
What's the flip flop part?
Considering the vast amount of people that don't maintain their cars well, I think in say a sample of say 100k cars of a particular engine, requiring 0w20 vs 5w20 or 5w30 will improve the average longevity of theses sample of engines. 2 reasons - cold starts in frigid areas (neglected oil thickens with age) and required synthetic. Combine this with the way most these power trains are designed to stay at low rpm, I think the aggregate additional "wear" for using light oil is a stalemate. Add in CAFE, lightweight is a no brainer for OEMs.
When we in this forum discuss additional wear, we're talking about wear that is only going to be noticeable at 120k +, maybe even more. if you're car is perfectly maintained, you keep the car to very high mileage, and you drive hard there is some benefit to using an oil with a higher HTHS within reason (like one wX grade). But You're car isn't gonna "blow up" if you don't.
When we in this forum discuss additional wear, we're talking about wear that is only going to be noticeable at 120k +, maybe even more. if you're car is perfectly maintained, you keep the car to very high mileage, and you drive hard there is some benefit to using an oil with a higher HTHS within reason (like one wX grade). But You're car isn't gonna "blow up" if you don't.
What's one grade up from a 16?
Xw26, rounded to 30
What happened to Xw20 ?
Only SAE J300 is the official source of engine oil viscosity grade definition. Go for some of that 0W-8 with HTSH of only 1.7 cP. No such thing as xW-26 unless it's frankenbrewed.
SAE J300 - Wikipedia
Motor oil - Wikipedia
SAE J300 | Widman International SRL
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