My first uoa ever.
Saab 900 turbo 16,model year 1985. Engine code: B202L. 551219km which equals 342512 miles.
Engine rebuild at 241000km/254700mi due to defective LH-jet (did not enrich enough under full boost).
Code:
OIL Mobil1 0w-40 new life
MILES IN USE 5385 (8667km), 3 months
MILES 342512 (551219km)
SAMPLE TAKEN 15/09/01
wear metals (mg/kg)
IRON 11
CHROME 0
TIN 0
ALUMINUM 1
NICKEL 0
COPPER 7
LEAD 1
MANGANESE 0
pollution (mg/kg)
SILICON 4
POTASSIUM 1
SODIUM 5
WATER (%)
IR-GLYKOL negative
FUEL (%) 0.93
Additives (mg/kg)
CALCIUM 2546
MAGNESIUM 12
BORON 139
ZINC 989
PHOSPHORUS 788
BARIUM 0
MOLYBDENUM 58
SULPHUR 2095
state of oil:
visc. @40°C (mm2/s) 71.84
visc. @100°C (mm2/s) 13.20
VI 188
OXYDATION (A/cm) 2
NITRATION (A/cm) 0
SULFATION (A/cm) 0
dispergency* (%) 99
SOOT INDEX**
BN 11.69
* the german word was "Schmutztragevermögen", hope I translated that right.
** the lab has introduced the "Rußindex", an in-house tool to check for soot in
gasoline oil, as soot from direct-injection engines will not show correctly in the
standard test for diesel oils
Here is the original:
I wrote a short article on my reasons to do the uoa on my blog, which can be found here:
https://turboseize.wordpress.com/2015/09/07/vertrauen-ist-gut-kontrolle-ist-besser/
It's in german, but perhaps google translate might help. If not, feel free to ask me any question...
Copper and lead point to bearing wear, don't they? My usual driving is long-distance commuting (2x580km each weekend) at moderate speeds (120-130km/h) with only some short trips in between. I tend to shift up early and give the engine high load even at low speeds.
But during each OCI, the car usually sees one or two weekends of very hard use (read: full throttle all the way from Berlin to Munich...
So what do you think?
Saab 900 turbo 16,model year 1985. Engine code: B202L. 551219km which equals 342512 miles.
Engine rebuild at 241000km/254700mi due to defective LH-jet (did not enrich enough under full boost).
Code:
OIL Mobil1 0w-40 new life
MILES IN USE 5385 (8667km), 3 months
MILES 342512 (551219km)
SAMPLE TAKEN 15/09/01
wear metals (mg/kg)
IRON 11
CHROME 0
TIN 0
ALUMINUM 1
NICKEL 0
COPPER 7
LEAD 1
MANGANESE 0
pollution (mg/kg)
SILICON 4
POTASSIUM 1
SODIUM 5
WATER (%)
IR-GLYKOL negative
FUEL (%) 0.93
Additives (mg/kg)
CALCIUM 2546
MAGNESIUM 12
BORON 139
ZINC 989
PHOSPHORUS 788
BARIUM 0
MOLYBDENUM 58
SULPHUR 2095
state of oil:
visc. @40°C (mm2/s) 71.84
visc. @100°C (mm2/s) 13.20
VI 188
OXYDATION (A/cm) 2
NITRATION (A/cm) 0
SULFATION (A/cm) 0
dispergency* (%) 99
SOOT INDEX**
BN 11.69
* the german word was "Schmutztragevermögen", hope I translated that right.
** the lab has introduced the "Rußindex", an in-house tool to check for soot in
gasoline oil, as soot from direct-injection engines will not show correctly in the
standard test for diesel oils
Here is the original:
I wrote a short article on my reasons to do the uoa on my blog, which can be found here:
https://turboseize.wordpress.com/2015/09/07/vertrauen-ist-gut-kontrolle-ist-besser/
It's in german, but perhaps google translate might help. If not, feel free to ask me any question...
Copper and lead point to bearing wear, don't they? My usual driving is long-distance commuting (2x580km each weekend) at moderate speeds (120-130km/h) with only some short trips in between. I tend to shift up early and give the engine high load even at low speeds.
But during each OCI, the car usually sees one or two weekends of very hard use (read: full throttle all the way from Berlin to Munich...
So what do you think?
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