Dodge Durango 3.6L - HPL CK-4 5w-20 - 10,474 miles on oil - 184,710 miles total

Nope, this is from the same lot # as the previous OCI, which started at ~9.0. The thickening is likely from being blended with the higher viscosity left over oil in the engine and/or lab error, probably both. Arco- I see no report where the viscosity is below 30 grade - even your two initial short intervals.


Too long for what? All evidence I have presented in my previous threads shows that the 34k run caused no problems. Arco- The analysis appears to show severe oxidative thickening up two grades above nominal. Then after this change I do not see wear metals (Fe+Al) returning to their previous levels (1.33 vs. 2.77)


By "VM" do you mean viscosity index modifiers? If so, this 5w-20 HDEO has VIIs. Arco- Interesting and somewhat unexpected


No, the valve covers have never been off. Arco- Excellent, If they all could be this way!

See my response above. Not condemning, just making observations as one might for your average PCMO UOA

- Arco
 
See my response above. Not condemning, just making observations as one might for your average PCMO UOA
I just called the David Stoiber the HPL plant manager and inquired about the virgin viscosity of this 5w-20 HDEO. They have records on every batch they make and this batch started life at cST 8.8. The range for 20wt is 5.60-9.29, so it starts well within the 20wt range.

There was oxidative thickening and the data shows that it caused no harm. Remember that HPL uses a very shear stable VII so oxidative thickening isn't masked by VII shear. In other words, we get to see all of the oxidative thickening.
 
I just called the David Stoiber the HPL plant manager and inquired about the virgin viscosity of this 5w-20 HDEO. They have records on every batch they make and this batch started life at cST 8.8. The range for 20wt is 5.60-9.29, so it starts well within the 20wt range.

There was oxidative thickening and the data shows that it caused no harm. Remember that HPL uses a very shear stable VII so oxidative thickening isn't masked by VII shear. In other words, we get to see all of the oxidative thickening.
I am feeling like a dope, I just saw your link to the New Year's Day OCI, and I am sure I read that thread at the time.

Well, it's somewhat refreshing that my comments here overlap your previous commentary in that thread - but now my chattering feels redundant and pesky. Also I see the 8.8 KV100 from OCI #1. The 9+ cSt seen in early samplings was surely from some long service old oil carryover. Also appreciate your good notice on the shear stable VM (vii) in HPL formula where you would not have permanent shear masking the oxidative thickening. Lastly that 'tough on oil' E85 fuel run was noted.

My personal vehicle (Ford) OCI average a pitiful 2200miles/six months service.
But the vehicle is exclusively short tripped with almost zero highway miles - that with an early implementation of D.I. equals moderate fuel dilution necessitating the low mileage changes. Good data.

- Arco
 
Also changed March 15, 2022.

If this is accurate your oil age miles are off on 5 entries by 1500 miles.

January 1, 2024 at 33,300 (or 31,800 corrected) oil age mi... Was it drained because of 27.1 MPC Oxid or the accelerated rise in Visc and Oxid in 5300 mi despite 0.75 qt of add oil?
 
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If this is accurate your oil age miles are off on 5 entries by 1500 miles.
There was a 1,500 mile gap at the beginning of the OCI where I forgot to take the baseline sample. The stated miles are correct.

January 1, 2024 at 33,300 (or 31,800 corrected) oil age mi... Was it drained because of 27.1 MPC Oxid or the accelerated rise in Visc and Oxid in 5300 mi despite 0.75 qt of add oil?
The oil was changed because of the oxidation, viscosity increase, and some visible agglomerated material in the filter.
 
Did you see the internal pictures I took with my bore scope?

I hadn't seen the other post. I was just trying to figure out if it was the total number or the apparent acceleration in rate that was the primary reason. Sounds like all the factors. Would you lower the condemnation rate to 25 MPC Oxid in the future or are you comfortable with 27 MPC (relative)? I'm just trying to learn. I'm out of my league on passenger car drains of this length.
 
I hadn't seen the other post. I was just trying to figure out if it was the total number or the apparent acceleration in rate that was the primary reason. Sounds like all the factors. Would you lower the condemnation rate to 25 MPC Oxid in the future or are you comfortable with 27 MPC (relative)? I'm just trying to learn. I'm out of my league on passenger car drains of this length.
The oxidation condemnation limit is kinda new territory, as very extended drains are not common here. I kept a very close eye on the cool running areas of the engine I could see with my bore scope. There was never any evidence of varnish anywhere, so I continued to run the oil until I saw some agglomeration in the oil filter. We may have found the limit of this oil in this engine at a normalized oxidation value of 27, but we'll continue to push the drain intervals and see what happens. The ring lands and grooves of this engine have shed a lot of carbonaceous material with the high level of esters and ANs in the HPL, but that has slowed significantly. I don't know if the shed carbon attributed to the oxidation, so it will be interesting as this OCI goes on to see when we reach an oxidation level where I dump the oil. The first OCI with HPL had a normalized oxidation value of 45 and there was no varnish. We won't know until we experiment more. Isn't this fun!?
 
The oxidation condemnation limit is kinda new territory, as very extended drains are not common here. I kept a very close eye on the cool running areas of the engine I could see with my bore scope. There was never any evidence of varnish anywhere, so I continued to run the oil until I saw some agglomeration in the oil filter. We may have found the limit of this oil in this engine at a normalized oxidation value of 27, but we'll continue to push the drain intervals and see what happens. The ring lands and grooves of this engine have shed a lot of carbonaceous material with the high level of esters and ANs in the HPL, but that has slowed significantly. I don't know if the shed carbon attributed to the oxidation, so it will be interesting as this OCI goes on to see when we reach an oxidation level where I dump the oil. The first OCI with HPL had a normalized oxidation value of 45 and there was no varnish. We won't know until we experiment more. Isn't this fun!?
I enjoy your UOA’s and am learning. Least you and others have guts to run product past its limits and test the boundaries. I have 6 Donaldson sample kits so soon I’ll be sending sample of Delvac 1 5w40/HPL NO VII 5w20 in. Then sometime later I’ll do sample of just HPL 5w20 no VII
 
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