Older cars and the need for Zinc
So we see more and more applications having "issues" such as cams in the hemi, bearings in the eco deisel, rocker arms failing due to oil pressure in some applications, and I'm sure there are more and more examples of this that I am unaware of. And to back up what I am saying every mechanic with an internet presence say the same thing because they deal with it first hand. And to back that up many of these applications are extremely high wear engines proven by many uoa's. And to back that up, manu's often change viscosity to try and correct the issue like fca has, they have also been known to spit of newer specs such as Ford, or even develop newer oils to deal with issues like Nissan (admititedly not their best effort), or partner up with oil manu's to make a high moly thick oil like fca did with srt oil. Despite all of the evidence, it seams many people just poopoo it and say nah just run spec oil you will be fine. But they are lumping everyone into the same boat with modern specs especially gf-5 and upcomng 6 and variants as in sn+. So at some point do we stop telling people to buy whatever API spec oil is the cheapest on the shelf, or try and solve these issues by either finding oils that choose to be stout with additives for aging engines or trying and solve some of these known and proven short comings by adjusting viscoisty, is there more reason to consider after market additives then ever before? Does one size fit all really fit all? Is a lspi friendly low saps oil really the best choice for a hemi because fca says so? Is an oil that is perfect for a high effecient 4 banger the best choice for a 8 cylinder just because they add vvt or cylinder deactivation devices? Same weight same low additives just dandy no matter what the application is?
So we see more and more applications having "issues" such as cams in the hemi, bearings in the eco deisel, rocker arms failing due to oil pressure in some applications, and I'm sure there are more and more examples of this that I am unaware of. And to back up what I am saying every mechanic with an internet presence say the same thing because they deal with it first hand. And to back that up many of these applications are extremely high wear engines proven by many uoa's. And to back that up, manu's often change viscosity to try and correct the issue like fca has, they have also been known to spit of newer specs such as Ford, or even develop newer oils to deal with issues like Nissan (admititedly not their best effort), or partner up with oil manu's to make a high moly thick oil like fca did with srt oil. Despite all of the evidence, it seams many people just poopoo it and say nah just run spec oil you will be fine. But they are lumping everyone into the same boat with modern specs especially gf-5 and upcomng 6 and variants as in sn+. So at some point do we stop telling people to buy whatever API spec oil is the cheapest on the shelf, or try and solve these issues by either finding oils that choose to be stout with additives for aging engines or trying and solve some of these known and proven short comings by adjusting viscoisty, is there more reason to consider after market additives then ever before? Does one size fit all really fit all? Is a lspi friendly low saps oil really the best choice for a hemi because fca says so? Is an oil that is perfect for a high effecient 4 banger the best choice for a 8 cylinder just because they add vvt or cylinder deactivation devices? Same weight same low additives just dandy no matter what the application is?