yea one engine versus all the cast iron engines... StevieC if it was a chemical reaction you would be able to duplicate it on a fry pan on a stove top if all that was going on was a chemical reaction... This is not the source of FE from the Mobil 1 UOA's ... I'm not going to argue senseless about it I don't have any scientific data nor does anyone else or they would come forward surely however one engine, nor 100 engines will not help any on this issue, it would take repeatable experiments to achieve this for me... Just like I don't take for 100% it's the cam lobes being worn away, I also don't 100% take it's a chemical reaction... but chemical reaction is way down the list for me (hehe not because you said it either) because I with what little science background, testing, documentation that I have done in my life just don't see the variations to show a chemical reaction
Mobil 1 Extended Performance, High Iron UOAs Also?
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Whatever... Let's just agree to disagree. I don't use the stuff anyways so I don't even know why I'm defending it.
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(tongue not firmly in cheek - I'm with StevieC in that I don't use the stuff)
How about this, rclint. The additive package doesn't react as fast as others during the warm up process. The cylinder:ring wear profile/curve is offset a bit as a trade off for some other benefit.
Not a chemical reaction per se~, but a lack of one ..sorta.
How's that? Just pulling stuff out of my behind in plausible explanations.
How does one find plausible (and mostly innocuous) explanations? First one must start out desiring to find them if they exist.
How about this, rclint. The additive package doesn't react as fast as others during the warm up process. The cylinder:ring wear profile/curve is offset a bit as a trade off for some other benefit.
Not a chemical reaction per se~, but a lack of one ..sorta.
How's that? Just pulling stuff out of my behind in plausible explanations.
How does one find plausible (and mostly innocuous) explanations? First one must start out desiring to find them if they exist.
Originally Posted By: Gary Allan
(tongue not firmly in cheek - I'm with StevieC in that I don't use the stuff)
How about this, rclint. The additive package doesn't react as fast as others during the warm up process. The cylinder:ring wear profile/curve is offset a bit as a trade off for some other benefit.
Not a chemical reaction per se~, but a lack of one ..sorta.
How's that? Just pulling stuff out of my behind in plausible explanations.
How does one find plausible (and mostly innocuous) explanations? First one must start out desiring to find them if they exist.
We could just blame it on Aliens,,,,,
(tongue not firmly in cheek - I'm with StevieC in that I don't use the stuff)
How about this, rclint. The additive package doesn't react as fast as others during the warm up process. The cylinder:ring wear profile/curve is offset a bit as a trade off for some other benefit.
Not a chemical reaction per se~, but a lack of one ..sorta.
How's that? Just pulling stuff out of my behind in plausible explanations.
How does one find plausible (and mostly innocuous) explanations? First one must start out desiring to find them if they exist.
We could just blame it on Aliens,,,,,
Take me to your leader!!!!
Teflon.
Originally Posted By: tig1
My UOA results with M1 5-30EP 9200 mile OCI in the Focus.
Alum 2
Chrom 1
Iron 11
Copper 3
Lead 0
Tin 0
Now run 2 oil changes of PP or any other oil and do a UOA. Then the numbers would have more value.
My UOA results with M1 5-30EP 9200 mile OCI in the Focus.
Alum 2
Chrom 1
Iron 11
Copper 3
Lead 0
Tin 0
Now run 2 oil changes of PP or any other oil and do a UOA. Then the numbers would have more value.
Originally Posted By: Bill in Utah
Originally Posted By: tig1
My UOA results with M1 5-30EP 9200 mile OCI in the Focus.
Alum 2
Chrom 1
Iron 11
Copper 3
Lead 0
Tin 0
Now run 2 oil changes of PP or any other oil and do a UOA. Then the numbers would have more value.
Actually this UOA didn't have any real value to me at all. This was done 1 1/2 years ago and was the first UOA and probally the last UOA I will ever do unless a coolant problem comes up that I can't find the source of the leak. As for PP, I would use it if XM goes out of business and cut back to 8K OCIs and still wouldn't spend money on a UOA.
Originally Posted By: tig1
My UOA results with M1 5-30EP 9200 mile OCI in the Focus.
Alum 2
Chrom 1
Iron 11
Copper 3
Lead 0
Tin 0
Now run 2 oil changes of PP or any other oil and do a UOA. Then the numbers would have more value.
Actually this UOA didn't have any real value to me at all. This was done 1 1/2 years ago and was the first UOA and probally the last UOA I will ever do unless a coolant problem comes up that I can't find the source of the leak. As for PP, I would use it if XM goes out of business and cut back to 8K OCIs and still wouldn't spend money on a UOA.
Quote:
What they basically are saying is that the levels of Fe you see for their products fall well within the range of "normal" wear. I'd certainly agree with that, even if the UOA's look average.
What causes most engines to degrade over time is the gradual buildup, of very hard to remove carbon and/or varnish/resin deposits. This is a particular issue with piston ring groove deposits, which are primarily composed of a hard, carbonaceous material, bound in place by resin. This causes a gradual loss of compression & a gradual increase in oil consumption. Turbo charger and intake valve deposits will be the next big issue, as the market sees more 4/6, cylinder, DI turbos.
What they basically are saying is that the levels of Fe you see for their products fall well within the range of "normal" wear. I'd certainly agree with that, even if the UOA's look average.
What causes most engines to degrade over time is the gradual buildup, of very hard to remove carbon and/or varnish/resin deposits. This is a particular issue with piston ring groove deposits, which are primarily composed of a hard, carbonaceous material, bound in place by resin. This causes a gradual loss of compression & a gradual increase in oil consumption. Turbo charger and intake valve deposits will be the next big issue, as the market sees more 4/6, cylinder, DI turbos.
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