BlueFireIce Fourth gear | Join Date: Apr 2013 Location: Houston, Texas Posts: 1,532 |
BlueFireIce
Fourth gear
Join Date: Apr 2013
Location: Houston, Texas
Posts: 1,532
Quote:
Originally Posted by silver arrow
If you look at the top 20 oils, 15, 18 and 19 are the only 0wXX oils and they're are higher dollar specialty oils. The first 0w20 is at number 42. 0w20 oils are designed for fuel mileage, not necessarily to be the best at protecting your engine.
0wXX oils only make sense for someone that drives frequent short trips and even then only if the cold viscosity is lower. See the Royal Purple specs I posted in the other thread for an example of how weight on the bottle doesn't necessarily translate to the true viscosity.
A highly rated 5wXX or 10wXX are the best choice for a FI set up or tracked car, with tracked vehicles getting an oil change with every event.
This would be my choice.
8. 5W30 Quaker State Ultimate Durability, API SN, GM dexos 1 approved, synthetic (gold bottle) = 113,377 psi
zinc = TBD
phos = TBD
moly = TBD
This was the latest current version of this oil when tested at the end of 2015. The psi value of this oil, which came from testing it at the normal operating test temperature of 230*F, put it in the INCREDIBLE Wear Protection Category.
However, I went on to also test this oil at the much higher temperature of 275*F. At that elevated temperature, any hotter and thinner oil is expected to experience a drop in Wear Protection Capability. But, this oil only had a very small 3.7% drop in capability. And even at that elevated temperature, it produced an extremely impressive 109,211 psi, which still kept this much hotter and thinner oil in the INCREDIBLE Wear Protection Category. This is the best performing motor oil I have ever tested, with regard to maintaining its wear protection capability in the INCREDIBLE Wear Protection Category, at such a high temperature. No other oil in my testing has been able to achieve that.
There isn't much left to say.
Top 20 oils from/for what?
Again, 0Wxx is not for fuel economy, rather this is an internet myth, straight from the SAE papers I linked in the other thread that is clear you have not read:
"as we previously reported that simple reduction of viscosity grade is not a solution to improve fuel economy performance in the Sequence VID test."
The grade (not weight, please do some research) that is listed on the bottle is correct, your understanding of the SAE rating system however is not correct.
The fact you are only taking about W grades for an engine at load and higher temps is so dumb founding I don't even know how to respond to it.
The page you are qouting from is not even doing proper testing, he does not state the type of machine being used, but from his description sounds to be a pressure roller ball setup, which is no relation to a hydrodynamic bearing, because he is measuring metal contact, which does not happen in normal engines, most wear is caused from fatigue peeling of oil film pressure.
Straight from the papers I linked from SAE:
"When minimum oil film thickness is small, there is a concern for metal to metal contact in areas with rough surfaces, and when maximum oil film pressure is large, there is a concern for fatigue peeling of sliding parts. Figure 13 shows the minimum oil film thickness and maximum oil film pressure for the oils of different viscosity levels. Compared to other oils, the low-viscosity engine oil (Oil K) experiences a slight increase in the minimum oil film thickness and a significant increase in the maximum oil film pressure. The reason for this is that, when oil film thickness is small and becomes even slightly smaller, the reaction effect to try to hold the oil film becomes larger."
Yes, you read that right, thinner grades actually protect better, mostly because of smaller and more uniform oil molecules that when under load actually have a thicker minimum film thickness and higher pressure load.
Another quote from another SAE paper on low viscosity engine oils relating to engine wear and performance:
"Figure 14 shows the amounts of wear observed on the connecting rod big end bearing after the engine durability test. Figure 15 shows the amounts of Fe and Al in the engine oils, as obtained by an inductively-coupled plasma (TCP) analysis (ASTM D5185), before and after the durability test. Figure 14 shows oils N and M have equal bearing wear resistance in this test even thought Oil M has a lower viscosity than Oil N. Additionally, no significant wear due to lower viscosity was observed in sliding parts other than the connecting rod big end bearing, either. This can also be confirmed, as shown in Figure 15, by the fact that there was no significant increase in Fe or Al in the oils due to reduced viscosity. That is, sliding friction is not affected by reducing the high-temperature viscosity of an engine oil to a level lower than the current SAE viscosity standard, as long as the oil film pressure that is generated is about equal."
Links here:
Study of Low-Viscosity Engine Oil on Fuel Economy and Engine Reliability
More:
Prediction of Viscosity-Shear Properties for VI Improved Crankcase Oils
Effect of Low Viscosity Passenger Car Motor Oils on Fuel Economy Engine Tests
And even more:
This was with a high performance track bike, you want to talk about high load and high power per liter? The test was also done under track conditions, high load high rpm for extended periods, their findings? Power gain, less friction and heat generated and after engine tear down, showed the same wear as the reference 10W-40 oil.
The Development of a Low Viscosity, Highly Efficient Lubricant for Sport Motorcycle Applications
All test data has shown that grade type at temperature has little effect on wear, but higher grades can result in higher bearing temperatures and power loss. Higher W grades have been shown across the board to increase engine wear, to quote SAE yet again:
"During testing of the most viscous oil, a 5W/30 with a Kinematic Viscosity @ 100°C of 12.5 mm₂/s, more than 23 seconds elapsed before normal oil pressure was reached. This could lead to premature engine component wear"
You are linking and holding faith in random online blogs, while I am linking to peer reviewed white papers from SAE that conform to ASTM testing standards. Yet you just ignore them... 
Run what you like, the facts are there for the people who want the truth, I will not waste more time trying to combat the mass of internet blogs and myths about oil.
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Ohlins DFV by Inertia Lab, RPF1 17x9, Progress Sways, OSGiken LSD, Built 2.5L, Fab9 Turbo
