QS HM 10w30 3936 miles 2000 Sebring

[oiltard]

MAKE/MODEL:
Chrysler 2.5L V-6
FUEL TYPE:
Gasoline (Unleaded)
ADDITIONAL INFO:


OIL TYPE & GRADE: Quaker State 10w30
OIL USE INTERVAL: 3,936 Miles



High copper and lead point to excess bearing wear in this first sample from your Sebring. The
sodium makes us wonder if a coolant leak is causing the wear, but if that was the case we'd expect to see
potassium also. Sodium could be from a previous oil or additive, so we can't say for sure. The viscosity was
slightly low for 10w30, but not enough to cause any serious problems, and the 1.0% fuel is not a problem
level. Universal averages show typical wear after ~4,300 miles oil use in this type of engine. Watch for a
coolant leak and check back in ~3,000 miles to monitor.

MI/HR on Oil 3,936
MI/HR on Unit 153,485
Sample Date 09/03/11
Make Up Oil Added 0 qts



UNIVERSAL AVERAGES


ALUMINUM 4 4
CHROMIUM 0 1
IRON 3 18
COPPER 81 7
LEAD 37 2
TIN 0 1
MOLYBDENUM 158 43
NICKEL 0 0
MANGANESE 0 1
SILVER 0 0
TITANIUM 0 0
POTASSIUM 0 1
BORON 81 44
SILICON 20 18
SODIUM 31 9
CALCIUM 2586 1618
MAGNESIUM 15 231
PHOSPHORUS 942 707
ZINC 1017 858
BARIUM 0 1


Values Should be*

SUS Viscosity @ 210°F 57.6 58-63
cSt Viscosity @ 100°C 9.52 9.7-11.3
Flashpoint in °F 355 >375
Fuel % 1.0 Antifreeze % ? 0
Water % 0.0 0
Insolubles % .4 TBN
TAN
ISO Code

My first UOA. I have several (probably dumb) questions and I appreciate all your insight in advance.

Is the sodium likely from the engine restorer that I put in 2 oil changes ago? Otherwise, don't understand high sodium with low potassium. Don't think the car is leaking coolant...

Would the viscosity issues explain the bearing wear in absence of obvious piston/block wear? Or am I misinterpreting high copper/lead with low iron?

I thought this oil had better shear stability. This isn't a particularly extended OCI. Any ideas why it's losing viscosity?

Thanks again. I'm excited to read what everyone thinks!

 

[rshaw125]

This isn't a 2.7 sludge monster is it?

 

[oiltard]

I think it's a 2.5. Would sludge account for this analysis? Should I do a flush of any sort?

 

[caravanmike]

he put 2.5L, and that is a mitsubishi design, with a timing belt

 

[oiltard]

Correct. I googled this and now I get the reference, and this is not the engine that was notorious for gelling the oil.

Still confused as to what's causing bearing wear metals but apparently not causing any main engine-component wear metals. Or if I'm misinterpreting this?

Any chance Blackstone is incorrect in their analysis that the copper and lead indicate bearing wear? Can anyone think of alternative explanations for these metals reading so high?

I didn't post it earlier, but this car gets Wix oil filters.

Thanks again for any ideas/explanations!

 

[GMFan]

Have you checked to make sure you don't have oil in your coolant tank?

For the next UOA use a motor oil that doesn't contain sodium...and avoid additives. Pennzoil is a common oil that doesn't contain sodium. If your next UOA shows the same level of sodium or an elevated level you have an issue.

 

[ArtDart]

I am guessing that the Engine Restore additive
is the reason for the skewed numbers, if your
coolant and oil are not mixing. That stuff is
loaded with metallic additives.

 

[Rob Taggs]

Engine Restore has liquid soluable copper in it from what I can gather. Used it in a 2.8 liter chevy motor. Had the motor run before and after adding Engine Restore. The results were shown to me by two mechanics working on the car, brought the engine up to near new compression. The mechanics could not believe how good it worked.

 

[chubbs1]

Fuel is getting in the oil so that is what could be at least in part causing the lower viscosity.

 

[oiltard]

Wow, thanks for all the responses!

I actually used Pennzoil when I did this change. Would it make sense to do 2 shorter OCI's (2500-3000 miles?) before re-testing to flush everything else out and see if that clears things up?

Also, would the Engine Restorer also cause the high lead? Or is there another explanation for that? I hope the copper is just residual from the additive, but where's the lead coming from?

And is 1% of gasoline enough to pull the viscosity out of range? If so, I guess my only reasonable choice short of major engine work is to keep the OCI's short on this car. Am I thinking this through correctly?

 

[oiltard]

Either this isn't an interesting topic or I've stumped all you guys. I'm thinking the former.

So, in the absence of any further expert advice, I'm planning to run a few shorter OCI's with either Pennzoil High Mileage or Valvoline Maxlife, which both seem to be highly regarded here, and re-sample, in hopes that the copper and lead numbers come down, which would indicate that they weren't wear metals in the first place.

If that goes well, I may switch over to Pennzoil Platinum and try another moderate OCI, i.e. 5,000 miles.

As far as the fuel dilution, I've gently suggested to the driver of this car that she take it a little easier on the throttle during warm up. I also think the 5w30 that's in there now will provide better lubrication from start up until the car reaches operating temperature, which is when I'm assuming most of the fuel dilution is occurring, since this car doesn't make short trips.

Once again, thanks to all for the thoughts. I welcome any further ideas/advice/confirmation that I'm thinking this through and taking appropriate action.