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There's a big difference between increased wear rates discerned from oil samples, and actual increased engine functional failures. That's what I was referring to. Big picture data on vehicles tells us at least in the US, vehicles are running longer than ever so the combination of lubes...

It's academically interesting, and might be able to generate some oil marketing claims, but how relevant is this to actual vehicle life?

It reminds me of when America's highway shoulders were lined with broken cars due to the Fram (edit - MOD).

My 2004 GM 3.6 had 260hp and averaged about 18 mpg. My 2023 with DI has 310hp and averages 23 mpg. I realize there have been other improvements but the DI along with added compression it allows is the big one.

Wisdom.

That seems reasonable, and for most folks you wouldn't really have the results for a couple years. I wish they would have had this stuff to evaluate back in the days of the Saturn 1.9 engine which would have been a good case study.

I'll let the test drive tell me if there's an operational problem.

Biggest factor on overfill is the typical old school inline trans had a valve body on the bottom of the main case and then the main case itself. So you had a linear fill amount vs oil level for the first part of the pan volume, then it goes quickly non-linear as volume is taken up by valve...

If your state/locality doesn't have emissions inspection, one option is to just keep driving. The cat efficiency calculation doesn't effect the actual air/fuel mixture closed loop operation, that comes from the upstream sensor. BTW congrats on keeping your oil level topped up and your engine...

Shelf space for lubes and coolants shrank significantly when my local WM got the "Store of the Future" remodel. I wonder if the DIY market is fading away?

I would expect it to be like running Dex III in a newer Dex VI trans. If it's a robust brand it should be as good or better for durability. (I understand why every mfgr wants lower viscosity for efficiency.)

Our favorite YT teardown guy did one of these last week if you want to see the internals. It's a pretty good looking motor.

I'm surprised at this because I don't understand where the heat energy comes from to oxidize the fluid so quickly. I've got a 9T65 and with the steep first gear for launch it runs in lockup nearly all the time, and all the shifts are low energy because the steps with a 9 speed are so small.

Feb 4 order arrived today April 10.

Yes as I remember RGT was way more about marketing than any breakthroughs in chemistry or value for the price. Surprised they discontinued it after a pretty short time in the lineup.

Sometimes you never know about these vintage motors. My 67 Chevy 250 six had 39,000 miles (validated by decades of records) and the cylinder bores were worn 12 thousandths oversize but the pistons, bearings, cam and lifters looked perfect. I think the foundry got the alloy mix wrong on that...

Pretty sure that one uses a Hydramatic 6 speed so Dex VI. If you plan to keep the car a long time and never want to change fluid again, you could use an Allison TES-295/668 spec.

That engine is costing Ford a lot of money in warranty. My buddy has a 2019 that had excessive oil consumption. The first round they put on new cylinder head assemblies, the second time he got a complete new engine. And the dealer removed the entire cab to do the repairs. The service mgr told...

It would be interesting to have stats on cause of death for vehicles. I assume the big ones are crash/rust/transmission/engine. I've recently read that "headlights" may become a reason in the future as they are priced at stunning levels.

That's a fine looking old girl! If it's not getting real hot (over 230f sump), any old Dex III or 30W engine oil will work just fine. If the fluid looks pretty red and the rig runs fine, maybe no need to change it at all. How many miles do you expect to get on this truck?