Lucky you.
QSUD 5W-40 now at Walmart
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Looking forward to a VOA or your UOA on that one.
Nah, M1 0w40 is king for OTC oils in my opinion. Pretty sure it has more zinc and calcium as well compared to this oil however there is the LSPI issue but I’ve heard pro and con for M1 0w40 regarding that. Both good oils none the less.With BMW Longlife-01 and at that price point, could it unseat M1 0W-40 in BITOG lore?
As for LL ratings. Meh. Don’t care for them as long as I got my Benz and Porsche ratings I’m happy.
edyvw
$50 site donor 2025
If DI engine, I would stay away from M1 0W40.
PP Euro and WSUD are going to be really low on Zinc, probably in 700ppm range.
Why all direct injection engines, I believe the problem with LSPI is on turbo charged small displacement engines, because due to the small bore size and the relatively high quantity of fuel sprayed into the cylinder a lot more fuel hits the cylinder wall and combines with the oil film compared to with a larger N/A motor, to my understanding the primary cause of LSPI is the fuel contaminated oil film getting scraped up during the compression stroke and pooling at the top ring and the piston head and self igniting which when the waves of the second explosion from the spark combine with the LSPI explosion they sort of multiply the force of the LSPI explosion which can damage rings and ring lands if not crack the whole piston around the epicenter of the LSPI explosion.
Those aren’t approvals. Formulated to meet or exceed those approvals.
Low Ca and high content of Mg + Mo and quality gasoline will somewhat mitigate occurrence of LSPI.
Since DI injects fuel directly into combustion chamber under high pressure it has tendency to dilute oil more and causing reduction of surface tension and viscosity. I also think that more frequent oil changes would somewhat help to mitigate LSPI in DI/Turbo engines.
My point was, is LSPI really a problem on N/A DI engines because much less fuel actually combines with the oil film because the cylinders are larger and less fuel is generally being sprayed in, where as a small displacement turbo engine when you lay on it and it gets up to full boost may be spraying enough fuel to equal the same amount of fuel you'd have in a N/A motor twice the size if not larger as a result of that much more hits a concentrated area of the cylinder wall compared to an N/A motor where the fuel will spread out over a larger area and less fuel overall will make it to the cylinder wall since it's farther from the injector, and since an N/A motor will typically run cooler and be under less pressure during the compression stroke the likelihood of the oil fuel vapor flashing is lower, so I don't know if SN+/SP/GF-6A/Dexos1Gen2/etc.. LSPI requirements really matter on an N/A motor.
I thought the same, but in the actuality in the table on its back it says specifically MB approval 229.3 and 229.5
On the VW list.
OVERKILL
$100 Site Donor 2021
No, it's only a problem on turbocharged engines, and, as the name implies, only at low engine speed. DI engines with more "sporty" tunes that don't intentionally lug won't be prone to it, regardless of how the oil is additized. The theory (and testing/results seem to confirm) is that the higher concentration of metallic additives (like calcium) increase the propensity for autoignition to occur under high boost, high load low engine speed.
edyvw
$50 site donor 2025
I did not say anything about LSPI. I said DI engines, and those can be turbo or not.
The reason is very high Sulfated Ash % of M1 0W40 or any other M1 Full-SAPS oil.
I know very well what is LSPI.
Could you please explain when those circumstances happen (highlighted in bold red in your post).
Is this something I can control with certain driving habits to mitigate that or I don't have control over it?
Does high boost/high load happens when I floor gas pedal while in high gear/low speed/low RPM scenario?
This Infineum test results are interesting.
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In a stick, that would be say 2K RPM in 5th gear and flooring it. High load/low gear. So here, you would downshift to say 3rd or 4th. In an auto, it should downshift under those conditions to alleviate the possible detonation issues.
That's what I thought. I do downshift in situations like passing someone or need to get out from certain situation in a hurry.
But I witnessed this as passenger in MT cars where people just floored the gas pedal and there was something not right about the engine sound (heavy knock).
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My Golf has Max. torque 200 lb-ft @1,600 RPM and displacement 110 cu in.
Based on those numbers the BMEP (bar) would be:
150.8x200/110=274.18/14.5=18.9 bar.
Based on those numbers how do I interpret this chart below and what do I take from it?
Based on those numbers the BMEP (bar) would be:
150.8x200/110=274.18/14.5=18.9 bar.
Based on those numbers how do I interpret this chart below and what do I take from it?
OVERKILL
$100 Site Donor 2021
TGDI engines have the ability to produce power significantly lower in the RPM band than their naturally aspirated cousins, which will wind to the moon with similar levels of displacement. OEM's have been programming them to keep RPM low and take advantage of this low-end torque for a better driving experience (an engine not dropping two gears to go up a hill makes one feel that they have more power; results in a better driver experience) but the byproduct of this has been the discovery of LSPI, which occurs under those circumstances. Early TGDI cars from Porsche and Audi, while they had IVD issues, I don't believe were extremely small displacement nor programmed to create significant boost at low RPM so the issue wasn't discovered until later. This was with Japanese and American marques who were looking to exploit that characteristic (lots of torque at low engine speed) advantage of TGDI and "Super knock" showed up to the party.
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I've noticed that significant boost and pull happens at around 3,100 RPM that's when the turbo kicks in. Would driving below that RPM help with LSPI or longevity of the engine?
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