Fuel dilution would probably be more of an issue for short trip driving where the oil never warms up. I still wouldn't totally discount fuel dilution causing some slight loss of viscosity when VII are used. It seems B-S almost never reports fuel dilution while other oil analyzers seem to report it more often. Either way I don't think it is going to be mnuch of an issue with those two oils.
Viscosity spread & VI vs shearing
- Thread starter dparm
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Well my car is also a DD here in downtown Chicago. 300V's high TBN and TAN are supposed to be good at handling fuel dilution. The 11L sump doesn't hurt either...
I'll stick with the 5w30 for this next change and get another used oil analysis to see how it holds up versus the 5w40.
I'll stick with the 5w30 for this next change and get another used oil analysis to see how it holds up versus the 5w40.
Originally Posted By: dparm
Originally Posted By: CATERHAM
Originally Posted By: A_Harman
One thing that struck me as odd when I was looking at the Motul PDS's, was they didn't list HTHS for the 10w40 300V. I took that as meaning it is about the same as the 5w40.
It's 4.19cP and it's listed here:
http://www.motul-canada.com/en/products/...o_10W40_TDS.pdf
But I think that must be a misprint as it's lower than the 5W-40's 4.51cP. I always thought that was way too high for a 176 VI, KV100 13.8cSt oil.
I think the 161 VI 10W-40 has the 4.51cP HTHS and the 5W-40 the 4.19cP HTHS vis'; that makes a lot more sense.
If someone really wants to know, send me a gallon of each and I'll be more than happy to confirm it!
Realistically how much do you need to determine the HTHS?
The difference in HTHS values between Motul 5W-40 and 10W-40 is 0.32cP. That should represent something like a 10 psi oil pressure difference at elevated rev's if the two oils were tested in an OP equipped vehicle.
Having said that, I'm certain the 300V 5W-40 has a HTHS vis no higher than 4.19cP; that's impressive enough for a KV100 13.8cSt oil.
Originally Posted By: CATERHAM
Originally Posted By: A_Harman
One thing that struck me as odd when I was looking at the Motul PDS's, was they didn't list HTHS for the 10w40 300V. I took that as meaning it is about the same as the 5w40.
It's 4.19cP and it's listed here:
http://www.motul-canada.com/en/products/...o_10W40_TDS.pdf
But I think that must be a misprint as it's lower than the 5W-40's 4.51cP. I always thought that was way too high for a 176 VI, KV100 13.8cSt oil.
I think the 161 VI 10W-40 has the 4.51cP HTHS and the 5W-40 the 4.19cP HTHS vis'; that makes a lot more sense.
If someone really wants to know, send me a gallon of each and I'll be more than happy to confirm it!
Realistically how much do you need to determine the HTHS?
The difference in HTHS values between Motul 5W-40 and 10W-40 is 0.32cP. That should represent something like a 10 psi oil pressure difference at elevated rev's if the two oils were tested in an OP equipped vehicle.
Having said that, I'm certain the 300V 5W-40 has a HTHS vis no higher than 4.19cP; that's impressive enough for a KV100 13.8cSt oil.
Originally Posted By: buster
The simplest method is still the best. Divide the kinematic viscosity @100C (in Cst), by the HT/HS viscosity. The lower the number the better.
It's not a bad "blind" predictor of oil shear but simply knowing something of an oil's chemistry and VI level is still the best.
For example Mobil 1 0W-40 has a shear factor of 3.55 (13.5/3.8)and the Toyota 0W-20 has a better shear factor of 3.38 (8.8/2.6).
But the Toyota oil definitely shears more than the Mobil 1 oil.
That's not surprising since the Toyota 0W-20 has a 214 VI and is a GP III based oil.
The simplest method is still the best. Divide the kinematic viscosity @100C (in Cst), by the HT/HS viscosity. The lower the number the better.
It's not a bad "blind" predictor of oil shear but simply knowing something of an oil's chemistry and VI level is still the best.
For example Mobil 1 0W-40 has a shear factor of 3.55 (13.5/3.8)and the Toyota 0W-20 has a better shear factor of 3.38 (8.8/2.6).
But the Toyota oil definitely shears more than the Mobil 1 oil.
That's not surprising since the Toyota 0W-20 has a 214 VI and is a GP III based oil.
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That`s always made me wonder if there would be any benefit using monogrades (an SAE30 in the winter and an SAE40 in the summer)?
Zero benefit in both winter and summer.
Originally Posted By: CATERHAM
Originally Posted By: buster
The simplest method is still the best. Divide the kinematic viscosity @100C (in Cst), by the HT/HS viscosity. The lower the number the better.
It's not a bad "blind" predictor of oil shear but simply knowing something of an oil's chemistry and VI level is still the best.
For example Mobil 1 0W-40 has a shear factor of 3.55 (13.5/3.8)and the Toyota 0W-20 has a better shear factor of 3.38 (8.8/2.6).
But the Toyota oil definitely shears more than the Mobil 1 oil.
That's not surprising since the Toyota 0W-20 has a 214 VI and is a GP III based oil.
I've been doing a more involved calculation to get a feel for the shear resistance of an oil:
1. Plug the KV40 and KV100 numbers into the Widman Operational Viscosity calculator, and calculate a KV150 number.
2. Take the density at 15C, and multiply by 0.9 to get an estimate for density at 150c.
3. Multiply the numbers from steps 1 and 2 to get a dynamic viscosity at 150c.
4. Divide HTHS by the DV150 number from step 3. This gives the fraction of HTHS to the expected dynamic viscosity of an oil at 150C. The higher the better. POE oils such as Redline and Motul are pretty close to 1.0.
Originally Posted By: buster
The simplest method is still the best. Divide the kinematic viscosity @100C (in Cst), by the HT/HS viscosity. The lower the number the better.
It's not a bad "blind" predictor of oil shear but simply knowing something of an oil's chemistry and VI level is still the best.
For example Mobil 1 0W-40 has a shear factor of 3.55 (13.5/3.8)and the Toyota 0W-20 has a better shear factor of 3.38 (8.8/2.6).
But the Toyota oil definitely shears more than the Mobil 1 oil.
That's not surprising since the Toyota 0W-20 has a 214 VI and is a GP III based oil.
I've been doing a more involved calculation to get a feel for the shear resistance of an oil:
1. Plug the KV40 and KV100 numbers into the Widman Operational Viscosity calculator, and calculate a KV150 number.
2. Take the density at 15C, and multiply by 0.9 to get an estimate for density at 150c.
3. Multiply the numbers from steps 1 and 2 to get a dynamic viscosity at 150c.
4. Divide HTHS by the DV150 number from step 3. This gives the fraction of HTHS to the expected dynamic viscosity of an oil at 150C. The higher the better. POE oils such as Redline and Motul are pretty close to 1.0.
Last edited:
<--- Fires up Excel....
It's in Google Docs now!
https://spreadsheets.google.com/ccc?key=...uthkey=CMOmna4P
You might be right about the incorrect 10w40 vs 5w40 HTHS values provided by Motul, CATERHAM. The 10w40 is technically the LEAST shear resistant of all the 300V varieties, according to A Harman's formula.
BTW I threw everyone's favorite, GC, in there for grins. I had to use the estimated HTHS of 3.5 and an approximate density @ 15C of 0.88. Also threw in Mobil 1 0w40 since that's another high-quality OTS oil. Surprisingly, GC and Mobil 1 have almost the same shear resistance. Few some others in there like RLI and Redline, too.
https://spreadsheets.google.com/ccc?key=...uthkey=CMOmna4P
You might be right about the incorrect 10w40 vs 5w40 HTHS values provided by Motul, CATERHAM. The 10w40 is technically the LEAST shear resistant of all the 300V varieties, according to A Harman's formula.
BTW I threw everyone's favorite, GC, in there for grins. I had to use the estimated HTHS of 3.5 and an approximate density @ 15C of 0.88. Also threw in Mobil 1 0w40 since that's another high-quality OTS oil. Surprisingly, GC and Mobil 1 have almost the same shear resistance. Few some others in there like RLI and Redline, too.
Last edited:
Originally Posted By: dparm
Correct, group 5-rich basestocks. Nothing is shear-proof, and everyone here is a bit OCD, right? ;-)
With the various grades of 300V, I seriously doubt you have ANYTHING to worry about, even in a stressed, open tracked, boosted app.
(Like Harman, if it were not sooo prohibitively priced {at ~ $5.00-$8.00/liter MORE THAN what I pay for RL!!}, I would be using it as well.)
Caterham has a point about the high VIs letting you get on it sooner, but warm up can take care of this, and I would rather have a more shear stable, with a guaranteed NO ADDED VIIs, group 5 basestock for anything more than multiple 15 minute open track sessions, myself.
Correct, group 5-rich basestocks. Nothing is shear-proof, and everyone here is a bit OCD, right? ;-)
With the various grades of 300V, I seriously doubt you have ANYTHING to worry about, even in a stressed, open tracked, boosted app.
(Like Harman, if it were not sooo prohibitively priced {at ~ $5.00-$8.00/liter MORE THAN what I pay for RL!!}, I would be using it as well.)
Caterham has a point about the high VIs letting you get on it sooner, but warm up can take care of this, and I would rather have a more shear stable, with a guaranteed NO ADDED VIIs, group 5 basestock for anything more than multiple 15 minute open track sessions, myself.
Actually being able to predict how an oil holds up in service is a rough guide at best; there are so many variables involved and how one oil behaves in one application may differ from another.
One indisputable fact is that the higher the natural VI the better, and the best GP IV & V formulations now have natural VI's over 170 although they are expensive. But the better VII's are making there way into race oils and high performance street oils as the advantages of as high a VI as possible is undeniable.
Technology doesn't stand still and I'm sure VI's over of over 200 will become increasingly more common as time marches on..
One indisputable fact is that the higher the natural VI the better, and the best GP IV & V formulations now have natural VI's over 170 although they are expensive. But the better VII's are making there way into race oils and high performance street oils as the advantages of as high a VI as possible is undeniable.
Technology doesn't stand still and I'm sure VI's over of over 200 will become increasingly more common as time marches on..
Well we have gear oils with VIs of 200+ already. My Motul Gear 300 is 222. Idemitsu has one that's 210.
All the Japanese 0EM 0W-20 have 200+ VI's as does CAM II 0W-20.
Red Line 0W-40 is close at 197, and their are a number of other 190+ VI oils such as ENEOS 0w50 (VI 192) and Red LineI 0w30 (VI 193).
The good news with these modern oils is that they retain at least 90% of their virgin VI in service.
Red Line 0W-40 is close at 197, and their are a number of other 190+ VI oils such as ENEOS 0w50 (VI 192) and Red LineI 0w30 (VI 193).
The good news with these modern oils is that they retain at least 90% of their virgin VI in service.
Originally Posted By: CATERHAM
If someone really wants to know, send me a gallon of each and I'll be more than happy to confirm it!
OK, I get it now, you'll run the Motul in the Caterham calibrated 4-wheel viscometer!
(It only took me 5 days to figure it out.) Good scam to get a couple of $60 oil changes for free!
If someone really wants to know, send me a gallon of each and I'll be more than happy to confirm it!
OK, I get it now, you'll run the Motul in the Caterham calibrated 4-wheel viscometer!
(It only took me 5 days to figure it out.) Good scam to get a couple of $60 oil changes for free!
Originally Posted By: A_Harman
I've been doing a more involved calculation to get a feel for the shear resistance of an oil:
1. Plug the KV40 and KV100 numbers into the Widman Operational Viscosity calculator, and calculate a KV150 number.
2. Take the density at 15C, and multiply by 0.9 to get an estimate for density at 150c.
3. Multiply the numbers from steps 1 and 2 to get a dynamic viscosity at 150c.
4. Divide HTHS by the DV150 number from step 3. This gives the fraction of HTHS to the expected dynamic viscosity of an oil at 150C. The higher the better. POE oils such as Redline and Motul are pretty close to 1.0.
Quoted for the bump !!!
I've been doing a more involved calculation to get a feel for the shear resistance of an oil:
1. Plug the KV40 and KV100 numbers into the Widman Operational Viscosity calculator, and calculate a KV150 number.
2. Take the density at 15C, and multiply by 0.9 to get an estimate for density at 150c.
3. Multiply the numbers from steps 1 and 2 to get a dynamic viscosity at 150c.
4. Divide HTHS by the DV150 number from step 3. This gives the fraction of HTHS to the expected dynamic viscosity of an oil at 150C. The higher the better. POE oils such as Redline and Motul are pretty close to 1.0.
Quoted for the bump !!!
Originally Posted By: Shannow
Originally Posted By: A_Harman
I've been doing a more involved calculation to get a feel for the shear resistance of an oil:
1. Plug the KV40 and KV100 numbers into the Widman Operational Viscosity calculator, and calculate a KV150 number.
2. Take the density at 15C, and multiply by 0.9 to get an estimate for density at 150c.
3. Multiply the numbers from steps 1 and 2 to get a dynamic viscosity at 150c.
4. Divide HTHS by the DV150 number from step 3. This gives the fraction of HTHS to the expected dynamic viscosity of an oil at 150C. The higher the better. POE oils such as Redline and Motul are pretty close to 1.0.
Quoted for the bump !!!
Slight change in the calculation: Use .885 instead of .90 for the density correction from 15C to 150C. This improves the density estimate slightly.
Originally Posted By: A_Harman
I've been doing a more involved calculation to get a feel for the shear resistance of an oil:
1. Plug the KV40 and KV100 numbers into the Widman Operational Viscosity calculator, and calculate a KV150 number.
2. Take the density at 15C, and multiply by 0.9 to get an estimate for density at 150c.
3. Multiply the numbers from steps 1 and 2 to get a dynamic viscosity at 150c.
4. Divide HTHS by the DV150 number from step 3. This gives the fraction of HTHS to the expected dynamic viscosity of an oil at 150C. The higher the better. POE oils such as Redline and Motul are pretty close to 1.0.
Quoted for the bump !!!
Slight change in the calculation: Use .885 instead of .90 for the density correction from 15C to 150C. This improves the density estimate slightly.
Here is an interesting one: Amsoil Briggs & Stratton Synthetic 4T Racing Oil
https://www.amsoil.com/shop/by-product/m...-4t-racing-oil/
KV100: 11.6
KV40: 72.2
Density: 0.9059 (very dense; I think it has a lot of ester and/or PAG)
HTHS: 4.2
KV150: 4.82
Density correction factor: 0.885
Harman Index: 1.02
Compare that one to the two Amsoil oils below.
Amsoil Z-Rod 10w30
https://www.amsoil.com/shop/by-product/motor-oil/gasoline/z-rod-10w-30-synthetic-motor-oil/
11.8
74.9
0.8644
3.6
4.87
0.885
Harman Index: 0.835
Amsoil Signature Series 10w30
https://www.amsoil.com/shop/by-product/m...etic-motor-oil/
10.0
62.3
0.8644
3.11
4.19
0.885
Harman Index: 0.839
Viscosity calculator used: http://www.nimacltd.co.uk/viscosity-calc...wo-temperatures
https://www.amsoil.com/shop/by-product/m...-4t-racing-oil/
KV100: 11.6
KV40: 72.2
Density: 0.9059 (very dense; I think it has a lot of ester and/or PAG)
HTHS: 4.2
KV150: 4.82
Density correction factor: 0.885
Harman Index: 1.02
Compare that one to the two Amsoil oils below.
Amsoil Z-Rod 10w30
https://www.amsoil.com/shop/by-product/motor-oil/gasoline/z-rod-10w-30-synthetic-motor-oil/
11.8
74.9
0.8644
3.6
4.87
0.885
Harman Index: 0.835
Amsoil Signature Series 10w30
https://www.amsoil.com/shop/by-product/m...etic-motor-oil/
10.0
62.3
0.8644
3.11
4.19
0.885
Harman Index: 0.839
Viscosity calculator used: http://www.nimacltd.co.uk/viscosity-calc...wo-temperatures
Originally Posted By: JAG
Here is an interesting one: Amsoil Briggs & Stratton Synthetic 4T Racing Oil
https://www.amsoil.com/shop/by-product/m...-4t-racing-oil/
KV100: 11.6
KV40: 72.2
Density: 0.9059 (very dense; I think it has a lot of ester and/or PAG)
HTHS: 4.2
KV150: 4.82
Density correction factor: 0.885
Harman Index: 1.02
Compare that one to the two Amsoil oils below.
Amsoil Z-Rod 10w30
https://www.amsoil.com/shop/by-product/motor-oil/gasoline/z-rod-10w-30-synthetic-motor-oil/
11.8
74.9
0.8644
3.6
4.87
0.885
Harman Index: 0.835
Amsoil Signature Series 10w30
https://www.amsoil.com/shop/by-product/m...etic-motor-oil/
10.0
62.3
0.8644
3.11
4.19
0.885
Harman Index: 0.839
Viscosity calculator used: http://www.nimacltd.co.uk/viscosity-calc...wo-temperatures
Correcting:
A_Harman index = HTHSV / (KV150 * density @ 15 C * 0.885)
(KV150 is extrapolated using the Widman operational-viscosity calculator or such. The factor 0.885 is for the density extrapolation.)
Amsoil Briggs & Stratton Synthetic 4T Racing Oil
A_Harman index = 1.09
(Since A_Harman index can't be greater than 1, something is obviously wrong here. Assuming that all the data is correct, the culprit would be the viscosity and/or density extrapolation to 150 C.)
Amsoil Z-Rod 10w30
A_Harman index = 0.966
Amsoil Signature Series 10w30
A_Harman index = 0.970
Here is an interesting one: Amsoil Briggs & Stratton Synthetic 4T Racing Oil
https://www.amsoil.com/shop/by-product/m...-4t-racing-oil/
KV100: 11.6
KV40: 72.2
Density: 0.9059 (very dense; I think it has a lot of ester and/or PAG)
HTHS: 4.2
KV150: 4.82
Density correction factor: 0.885
Harman Index: 1.02
Compare that one to the two Amsoil oils below.
Amsoil Z-Rod 10w30
https://www.amsoil.com/shop/by-product/motor-oil/gasoline/z-rod-10w-30-synthetic-motor-oil/
11.8
74.9
0.8644
3.6
4.87
0.885
Harman Index: 0.835
Amsoil Signature Series 10w30
https://www.amsoil.com/shop/by-product/m...etic-motor-oil/
10.0
62.3
0.8644
3.11
4.19
0.885
Harman Index: 0.839
Viscosity calculator used: http://www.nimacltd.co.uk/viscosity-calc...wo-temperatures
Correcting:
A_Harman index = HTHSV / (KV150 * density @ 15 C * 0.885)
(KV150 is extrapolated using the Widman operational-viscosity calculator or such. The factor 0.885 is for the density extrapolation.)
Amsoil Briggs & Stratton Synthetic 4T Racing Oil
A_Harman index = 1.09
(Since A_Harman index can't be greater than 1, something is obviously wrong here. Assuming that all the data is correct, the culprit would be the viscosity and/or density extrapolation to 150 C.)
Amsoil Z-Rod 10w30
A_Harman index = 0.966
Amsoil Signature Series 10w30
A_Harman index = 0.970
Originally Posted By: dparm
Trying to make absolutely certain I understand this correctly.
Oils with large viscosity spreads (5w50, for example) require very good basestocks and/or VIIs. And in general, those VIIs will lead to shearing under extreme conditions, such as sustained WOT. This is because the VIIs breakdown under load.
Conversely, oils with small viscosity spreads (5w20, for example) do not require as good of a basestock and/or fewer VIIs. Since there is less reliance on VIIs, the oil is generally more shear stable.
Correct?
Trying to get clarity as the weather warms here and racing season begins for my DD. Thinking a move to 10w40 might be more prudent now, and leave the 5w30/5w40 for the winter. HTHS is a very important number for racing conditions, but shearing is still a concern.
The 10w40 I am considering has a slightly lower HTHS and VI than the 5w40 (4.19 vs 4.51, and 161 vs 196, respectively), but I would assume it is much more shear stable oil and better suited to racing.
The viscosity-index improver (VII), viscosity index (VI) of the base oil, and A_Harman index are back!
Below is a table for some A_Harman indexes I calculated. Note that A_Harman index only measures the temporary high-shear-viscosity loss resulting from the temporary VII shear (in high shear regions of the engine such as the bearings) and not the permanent viscosity loss from permanent VII shear and/or total VII content (unsheared + temporarily sheared + permanently sheared).
In summary, PAO and GTL do best in the A_Harman index.
For your racing application, I recommend Pennzoil Platinum Euro with PurePlus 5W-40. It should have a good A_Harman index and a high HTHSV. Of course, you can always upgrade to Amsoil if you like.
A_Harman index = HTHSV / (KV150 * density @ 15 C * 0.885)
(KV150 is extrapolated using the Widman operational-viscosity calculator or such. The factor 0.885 is for the density extrapolation.)
Here is the Excel file (link) for the table.
Code:
Oil Density KV40 KV100 KV150 HTHSV VI DV150 A_Harman index
Delvac 15w40 CK-4/SN 0.874 109.00 14.10 5.32 4.10 4.11 0.996
Mobil 1 Annual Protection 5W-20 0.850 48.88 8.20 3.53 2.60 141 2.66 0.979
Pennzoil Platinum PurePlus 10w30 0.841 60.50 10.10 4.29 3.10 151 3.19 0.971
Mobil 1 High Mileage 5w20 0.856 50.00 8.60 3.72 2.70 150 2.82 0.958
Shell Rotella T4 15w40 0.878 113.72 14.84 5.68 4.20 4.41 0.952
Mobil 1 Extended Performance 0w20 0.839 44.90 8.60 3.85 2.70 173 2.86 0.944
Pennzoil Platinum PurePlus 5w30 dexos1 Gen 2 0.839 53.90 9.80 4.28 3.00 170 3.18 0.944
Pennzoil Platinum PurePlus 5w30 0.839 53.90 9.80 4.28 3.00 170 3.18 0.944
Mobil 1 5W-20 0.852 49.80 8.90 3.89 2.75 160 2.93 0.938
Mobil 1 Extended Performance 5w20 0.850 49.60 8.90 3.90 2.75 161 2.93 0.937
AMSOIL Signature Series 5w30 0.855 59.70 10.30 4.41 3.11 3.34 0.932
Mobil 1 0W-20 0.841 44.80 8.70 3.91 2.70 177 2.91 0.928
Mobil 1 High Mileage 10w30 0.861 78.00 12.10 4.96 3.50 3.78 0.926
Amsoil XL 5w30 0.855 62.90 11.10 4.77 3.30 3.61 0.914
Mobil 1 Annual Protection 0W-20 0.840 45.69 8.70 3.89 2.60 172 2.89 0.899
Pennzoil Ultra Platinum PurePlus 5w30 0.841 56.30 10.30 4.50 3.00 173 3.35 0.896
Mobil 1 Extended Performance 5w30 0.851 59.80 10.60 4.57 3.00 169 3.44 0.872
Pennzoil High Mileage 10w30 0.871 78.80 11.80 4.79 3.20 144 3.69 0.867
Mobil 1 FS 0W-40 0.846 70.80 12.90 5.56 3.60 185 4.16 0.865
Rotella T6 5W-40 CJ-4 0.858 86.94 14.09 5.80 3.80 4.40 0.863
Mobil 1 5w30 0.855 61.70 11.00 4.75 3.10 172 3.59 0.862
Mobil 1 ESP Formula 0W-40 0.841 69.00 12.90 5.61 3.53 191 4.18 0.845
TGMO 0W-20 SN MSDS 0.851 36.10 8.50 4.09 2.60 225 3.08 0.844
Mobil 1 Annual Protection 5w30 0.851 67.52 11.24 4.74 3.00 160 3.57 0.840
TGMO 0W-20 SN VOA 0.851 36.16 8.79 4.27 2.60 236 3.22 0.808
Mobil 1 High Mileage 10w40 0.860 107.00 16.00 6.37 3.90 4.85 0.804
Mobil 1 High Mileage 5w30 0.856 72.00 12.10 5.09 3.10 151 3.86 0.804
Mobil 1 High Mileage 5w30 0.856 72.00 12.10 5.09 3.10 166 3.86 0.804
Trying to make absolutely certain I understand this correctly.
Oils with large viscosity spreads (5w50, for example) require very good basestocks and/or VIIs. And in general, those VIIs will lead to shearing under extreme conditions, such as sustained WOT. This is because the VIIs breakdown under load.
Conversely, oils with small viscosity spreads (5w20, for example) do not require as good of a basestock and/or fewer VIIs. Since there is less reliance on VIIs, the oil is generally more shear stable.
Correct?
Trying to get clarity as the weather warms here and racing season begins for my DD. Thinking a move to 10w40 might be more prudent now, and leave the 5w30/5w40 for the winter. HTHS is a very important number for racing conditions, but shearing is still a concern.
The 10w40 I am considering has a slightly lower HTHS and VI than the 5w40 (4.19 vs 4.51, and 161 vs 196, respectively), but I would assume it is much more shear stable oil and better suited to racing.
The viscosity-index improver (VII), viscosity index (VI) of the base oil, and A_Harman index are back!
Below is a table for some A_Harman indexes I calculated. Note that A_Harman index only measures the temporary high-shear-viscosity loss resulting from the temporary VII shear (in high shear regions of the engine such as the bearings) and not the permanent viscosity loss from permanent VII shear and/or total VII content (unsheared + temporarily sheared + permanently sheared).
In summary, PAO and GTL do best in the A_Harman index.
For your racing application, I recommend Pennzoil Platinum Euro with PurePlus 5W-40. It should have a good A_Harman index and a high HTHSV. Of course, you can always upgrade to Amsoil if you like.
A_Harman index = HTHSV / (KV150 * density @ 15 C * 0.885)
(KV150 is extrapolated using the Widman operational-viscosity calculator or such. The factor 0.885 is for the density extrapolation.)
Here is the Excel file (link) for the table.
Code:
Oil Density KV40 KV100 KV150 HTHSV VI DV150 A_Harman index
Delvac 15w40 CK-4/SN 0.874 109.00 14.10 5.32 4.10 4.11 0.996
Mobil 1 Annual Protection 5W-20 0.850 48.88 8.20 3.53 2.60 141 2.66 0.979
Pennzoil Platinum PurePlus 10w30 0.841 60.50 10.10 4.29 3.10 151 3.19 0.971
Mobil 1 High Mileage 5w20 0.856 50.00 8.60 3.72 2.70 150 2.82 0.958
Shell Rotella T4 15w40 0.878 113.72 14.84 5.68 4.20 4.41 0.952
Mobil 1 Extended Performance 0w20 0.839 44.90 8.60 3.85 2.70 173 2.86 0.944
Pennzoil Platinum PurePlus 5w30 dexos1 Gen 2 0.839 53.90 9.80 4.28 3.00 170 3.18 0.944
Pennzoil Platinum PurePlus 5w30 0.839 53.90 9.80 4.28 3.00 170 3.18 0.944
Mobil 1 5W-20 0.852 49.80 8.90 3.89 2.75 160 2.93 0.938
Mobil 1 Extended Performance 5w20 0.850 49.60 8.90 3.90 2.75 161 2.93 0.937
AMSOIL Signature Series 5w30 0.855 59.70 10.30 4.41 3.11 3.34 0.932
Mobil 1 0W-20 0.841 44.80 8.70 3.91 2.70 177 2.91 0.928
Mobil 1 High Mileage 10w30 0.861 78.00 12.10 4.96 3.50 3.78 0.926
Amsoil XL 5w30 0.855 62.90 11.10 4.77 3.30 3.61 0.914
Mobil 1 Annual Protection 0W-20 0.840 45.69 8.70 3.89 2.60 172 2.89 0.899
Pennzoil Ultra Platinum PurePlus 5w30 0.841 56.30 10.30 4.50 3.00 173 3.35 0.896
Mobil 1 Extended Performance 5w30 0.851 59.80 10.60 4.57 3.00 169 3.44 0.872
Pennzoil High Mileage 10w30 0.871 78.80 11.80 4.79 3.20 144 3.69 0.867
Mobil 1 FS 0W-40 0.846 70.80 12.90 5.56 3.60 185 4.16 0.865
Rotella T6 5W-40 CJ-4 0.858 86.94 14.09 5.80 3.80 4.40 0.863
Mobil 1 5w30 0.855 61.70 11.00 4.75 3.10 172 3.59 0.862
Mobil 1 ESP Formula 0W-40 0.841 69.00 12.90 5.61 3.53 191 4.18 0.845
TGMO 0W-20 SN MSDS 0.851 36.10 8.50 4.09 2.60 225 3.08 0.844
Mobil 1 Annual Protection 5w30 0.851 67.52 11.24 4.74 3.00 160 3.57 0.840
TGMO 0W-20 SN VOA 0.851 36.16 8.79 4.27 2.60 236 3.22 0.808
Mobil 1 High Mileage 10w40 0.860 107.00 16.00 6.37 3.90 4.85 0.804
Mobil 1 High Mileage 5w30 0.856 72.00 12.10 5.09 3.10 151 3.86 0.804
Mobil 1 High Mileage 5w30 0.856 72.00 12.10 5.09 3.10 166 3.86 0.804
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