Originally Posted By: Jeffs2006EvoIX
What I have read allot on this site is higher the VI The better to some degree. So is it possible those additives to create such may contribute to the crud build up?
VI isn't an additive, it's a measure. VIIs are an additive. There are base stocks that have a naturally high VI. In fact, the definition of a Group III oil is based upon VI.
Your mention of SAPS is important, too. Red Line thinks it's an issue, and so do various European automakers.
There are all kinds of theories being tossed around. Some in the know suggest that OCIs must not be too short, that it's good to allow the volatile compounds to cook off and leave it that way for a time. Then, as mentioned, automakers are looking for new approaches at keeping valves clean.
DI engines are a case where I wouldn't necessarily go with the "oil is oil" view. Fuel dilution always has bugged me, so I certainly see the value in wanting a low NOACK lube that doesn't shear and (in the DI case) doesn't have excessive SAPS level.
What I have read allot on this site is higher the VI The better to some degree. So is it possible those additives to create such may contribute to the crud build up?
VI isn't an additive, it's a measure. VIIs are an additive. There are base stocks that have a naturally high VI. In fact, the definition of a Group III oil is based upon VI.
Your mention of SAPS is important, too. Red Line thinks it's an issue, and so do various European automakers.
There are all kinds of theories being tossed around. Some in the know suggest that OCIs must not be too short, that it's good to allow the volatile compounds to cook off and leave it that way for a time. Then, as mentioned, automakers are looking for new approaches at keeping valves clean.
DI engines are a case where I wouldn't necessarily go with the "oil is oil" view. Fuel dilution always has bugged me, so I certainly see the value in wanting a low NOACK lube that doesn't shear and (in the DI case) doesn't have excessive SAPS level.