I see quite a few failures with the newer engines. Again, EGR works on passenger cars which see intermittent duty. The flow rate on the passenger car EGR systems (mechanical diesel) are typically not a high as the newer engines either. Right now there are 3 6.0L PowerStrokes, 1 VT365, 4 ISX's and 2.5 Series 60's that are in the shop for EGR related failures. EGR is not common on HD diesels. In fact it wasn't until a few years ago that EGR systems started appearing for EPA Tier II. EGR systems on HD diesels have been toyed with for quite a while, and yes, Euro engines have had them for a while but for the most part EGR were relegated to passenger cars since they fall into a different set of emissions standards. Now, with Tier III the EGR has to contend with double, or more, the flow rates that were introduced with Tier II. In addition, soot production is going to increase dramatically as a result of the excessive fuel being introduced into the exhaust as part of the catalyst management program.
I completely agree that non traditional EP additives are proving their worth in the gas engines/oils. GC is a good example. However it doesn't seem that many HDEOs have gone to non-traditional EP additives, they have just reduced the levels of the normal additives. (I haven't studied the additive types and levels at any indepth level however, just what I have gathered during my overview research of new spe'c). It just seems strange all the “hints” that are being dropped about increased wear where the EP additives are in play. Even some introductory information from Lubrizol danced around the issue, at least they did IMO. Our Cummins reps came right out and said they expect shorter life from rockers and crossheads with the '07 engines. We have seen in the past where formulation changes due to emissions are not always beneficial to older engines. SM oils seem to not provide enough protection in older pushrod/flat tappet engines – which I have seen on the fleet level and in Street/Strip type engines. In the case of gas engine oils, the API and the oil manufactures said the new oil is better and can be used in everything. They promptly cut or stopped production of the oil API service oils. I find it interesting that in the case of CI-4 and CJ-4 they did not do that. It cannot be totally customer driven either. From the fleet standpoint I would complain about have to use a more expensive oil in my entire fleet when only the '07+ engines require that oil, but it has never stopped the API or manufactures from forcing me to do this in the past.
I suppose my point is, how can we say that this oil is better than CI-4, and furthermore that it will service CI-4 engines with the same or better performance when the oil is just now being released? I simply cannot take the manufactures word when it comes to my own engines. On the fleet level I'm more than happy to run the CJ-4 oils in those engines that require it. As a test I plan on selecting several older units and running the CJ-4 oil in them. However, since we are getting 650K+ miles out of the current engines on CI-4 it will take a while for the test to run it course. Obviously UOA's are the best way to determine how well an oil, filter and intervals are performing. I really like the increased soot loading ability the new oil is supposed to have and the harder piston deposit tests are a bonus, but the deposit tests aren't as big an issue since most older diesels don't have CCV's. When CJ-4 has been in service in '07 engines and we see how it performs I'll be more willing to try it in other applications. Until that time I'll continue to do what has been working and producing good UOA's, and then you can tell me I told ya so.
JHZR2, I love dieles as well and have several of them. I'm working on swapping a Cummins 4BT into my Ranger pickup. If it doesn't smoke black...Take it back.