0/20 spec really?
- Thread starter dblshock
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That is a nice looking car OP.
BTW I too would have no problem running a good synthetic 5w30 in a Honda engine. You know it's not going to hurt anything.
I believe M1 5W30 still carries the Honda Turbo HTO-06 spec.
BTW I too would have no problem running a good synthetic 5w30 in a Honda engine. You know it's not going to hurt anything.
I believe M1 5W30 still carries the Honda Turbo HTO-06 spec.
Originally Posted By: Doog
Originally Posted By: dblshock
is there a down side to a 5/30? I can't think of any other than efficiency.
Initial start up wear.....
Bollocks
Originally Posted By: dblshock
is there a down side to a 5/30? I can't think of any other than efficiency.
Initial start up wear.....
Bollocks
That's a beautiful car. Too bad the salt roads are gonna eat it alive.
Originally Posted By: Merkava_4
That's a beautiful car. Too bad the salt roads are gonna eat it alive.
They must have either changed the salt or the cars cause it isn't like the old days, my Highlander has zero rust after 10 years here.
this little Honda is amazing to get that fuel efficiency from a responsive engine represents a true leap in automotives.
That's a beautiful car. Too bad the salt roads are gonna eat it alive.
They must have either changed the salt or the cars cause it isn't like the old days, my Highlander has zero rust after 10 years here.
this little Honda is amazing to get that fuel efficiency from a responsive engine represents a true leap in automotives.
Going back to the OP's original question, there is one legitimate reason for going to a heavier viscosity with a DI/turbo engine: fuel dilution. Fuel dilution seems inevitable in DI engines and each engine/driving style seems to have its own, unique tendency.
While I've come to the realization that UOAs can be counter-productive, I believe one at the end of the OP's second oil change may be instructive as to the oil's viscosity. The 100C cSt standard for a 20 weight oil is 6.9-9.3. Looking through UOAs here, it's not unusual to see DI 0w-20s viscsosities perilously close to or below the bottom of this range. And maybe this is only after oil begins to oxidize and thIcken as miles accumulate.
Engine manufacturers likely anticipate below-grade viscosity, but to me running at or below the viscosity range seems a bad idea. In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
While I've come to the realization that UOAs can be counter-productive, I believe one at the end of the OP's second oil change may be instructive as to the oil's viscosity. The 100C cSt standard for a 20 weight oil is 6.9-9.3. Looking through UOAs here, it's not unusual to see DI 0w-20s viscsosities perilously close to or below the bottom of this range. And maybe this is only after oil begins to oxidize and thIcken as miles accumulate.
Engine manufacturers likely anticipate below-grade viscosity, but to me running at or below the viscosity range seems a bad idea. In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
Originally Posted By: Danh
In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
That's really a [censored] shoot though, at least according to the oil companies, and some of the more knowledgeable members here. The problem is you really don't know what the outcome of the blend is going to be. It has been discussed as well as argued here. If the OP is really concerned with fuel dilution or it's flagged on a UOA bumping up a grade to a 0W30 or 5W30 isn't going hurt, in fact it might help. A UOA would settle any doubt about it too.
In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
That's really a [censored] shoot though, at least according to the oil companies, and some of the more knowledgeable members here. The problem is you really don't know what the outcome of the blend is going to be. It has been discussed as well as argued here. If the OP is really concerned with fuel dilution or it's flagged on a UOA bumping up a grade to a 0W30 or 5W30 isn't going hurt, in fact it might help. A UOA would settle any doubt about it too.
Originally Posted By: demarpaint
Originally Posted By: Danh
In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
That's really a [censored] shoot though, at least according to the oil companies, and some of the more knowledgeable members here. The problem is you really don't know what the outcome of the blend is going to be. It has been discussed as well as argued here. If the OP is really concerned with fuel dilution or it's flagged on a UOA bumping up a grade to a 0W30 or 5W30 isn't going hurt, in fact it might help. A UOA would settle any doubt about it too.
True, but blending Mobil1 0w-20 and 0w-30, for example, should be a low risk proposition as would PPPP 0w-20 and 5w30. Agree blending different brands or product lines isn't the best idea; even the Widman calculator offers this caution.
Originally Posted By: Danh
In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
That's really a [censored] shoot though, at least according to the oil companies, and some of the more knowledgeable members here. The problem is you really don't know what the outcome of the blend is going to be. It has been discussed as well as argued here. If the OP is really concerned with fuel dilution or it's flagged on a UOA bumping up a grade to a 0W30 or 5W30 isn't going hurt, in fact it might help. A UOA would settle any doubt about it too.
True, but blending Mobil1 0w-20 and 0w-30, for example, should be a low risk proposition as would PPPP 0w-20 and 5w30. Agree blending different brands or product lines isn't the best idea; even the Widman calculator offers this caution.
Originally Posted By: Danh
Going back to the OP's original question, there is one legitimate reason for going to a heavier viscosity with a DI/turbo engine: fuel dilution. Fuel dilution seems inevitable in DI engines and each engine/driving style seems to have its own, unique tendency.
While I've come to the realization that UOAs can be counter-productive, I believe one at the end of the OP's second oil change may be instructive as to the oil's viscosity. The 100C cSt standard for a 20 weight oil is 6.9-9.3. Looking through UOAs here, it's not unusual to see DI 0w-20s viscsosities perilously close to or below the bottom of this range. And maybe this is only after oil begins to oxidize and thIcken as miles accumulate.
Engine manufacturers likely anticipate below-grade viscosity, but to me running at or below the viscosity range seems a bad idea. In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
+1 Whoa, dude you killed it.
Going back to the OP's original question, there is one legitimate reason for going to a heavier viscosity with a DI/turbo engine: fuel dilution. Fuel dilution seems inevitable in DI engines and each engine/driving style seems to have its own, unique tendency.
While I've come to the realization that UOAs can be counter-productive, I believe one at the end of the OP's second oil change may be instructive as to the oil's viscosity. The 100C cSt standard for a 20 weight oil is 6.9-9.3. Looking through UOAs here, it's not unusual to see DI 0w-20s viscsosities perilously close to or below the bottom of this range. And maybe this is only after oil begins to oxidize and thIcken as miles accumulate.
Engine manufacturers likely anticipate below-grade viscosity, but to me running at or below the viscosity range seems a bad idea. In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
+1 Whoa, dude you killed it.
Originally Posted By: tig1
Blending of oils today is silly. Not necessary. Changing oil wt from summer to winter(I did that in the 60s) is also useless.
So, if you have a fuel diluter with consistently low viscosity and you don't want to be obviously using a non-recommended weight in case of a warranty claim, what do you do?
I know the theory that a manufacturer would have to "prove" a heavier weight caused the failure, but they have a few more resources than we.
Blending of oils today is silly. Not necessary. Changing oil wt from summer to winter(I did that in the 60s) is also useless.
So, if you have a fuel diluter with consistently low viscosity and you don't want to be obviously using a non-recommended weight in case of a warranty claim, what do you do?
I know the theory that a manufacturer would have to "prove" a heavier weight caused the failure, but they have a few more resources than we.
Originally Posted By: Danh
So, if you have a fuel diluter with consistently low viscosity and you don't want to be obviously using a non-recommended weight in case of a warranty claim, what do you do?
I know the theory that a manufacturer would have to "prove" a heavier weight caused the failure, but they have a few more resources than we.
Obviously to whom? Who exactly is looking over your shoulder as you are putting oil in your car?
Are they only there during subsequent top-off addition or were they just looking elsewhere when you blended it in the first place?
So, if you have a fuel diluter with consistently low viscosity and you don't want to be obviously using a non-recommended weight in case of a warranty claim, what do you do?
I know the theory that a manufacturer would have to "prove" a heavier weight caused the failure, but they have a few more resources than we.
Obviously to whom? Who exactly is looking over your shoulder as you are putting oil in your car?
Are they only there during subsequent top-off addition or were they just looking elsewhere when you blended it in the first place?
Originally Posted By: Danh
Originally Posted By: demarpaint
Originally Posted By: Danh
In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
That's really a [censored] shoot though, at least according to the oil companies, and some of the more knowledgeable members here. The problem is you really don't know what the outcome of the blend is going to be. It has been discussed as well as argued here. If the OP is really concerned with fuel dilution or it's flagged on a UOA bumping up a grade to a 0W30 or 5W30 isn't going hurt, in fact it might help. A UOA would settle any doubt about it too.
True, but blending Mobil1 0w-20 and 0w-30, for example, should be a low risk proposition as would PPPP 0w-20 and 5w30. Agree blending different brands or product lines isn't the best idea; even the Widman calculator offers this caution.
It should be, but if you call them and ask they'll advise against it. Yes even mixing PYB with PYB, PP with PP, and PU with PU. And if you call XOM they'll tell you the exact same thing. They'll tell you to use one grade or the other. While the oils will mix the end result of the blend is a [censored] shoot, and they will not guarantee results. I went through the bother to call and ask.
Originally Posted By: demarpaint
Originally Posted By: Danh
In the OP's case, if the UOA shows low viscosity considering a blend of 0w-20 and 0/5w30 to provide a viscosity cushion seems prudent. The Widman viscosity calucator can help determine the right proportions.
That's really a [censored] shoot though, at least according to the oil companies, and some of the more knowledgeable members here. The problem is you really don't know what the outcome of the blend is going to be. It has been discussed as well as argued here. If the OP is really concerned with fuel dilution or it's flagged on a UOA bumping up a grade to a 0W30 or 5W30 isn't going hurt, in fact it might help. A UOA would settle any doubt about it too.
True, but blending Mobil1 0w-20 and 0w-30, for example, should be a low risk proposition as would PPPP 0w-20 and 5w30. Agree blending different brands or product lines isn't the best idea; even the Widman calculator offers this caution.
It should be, but if you call them and ask they'll advise against it. Yes even mixing PYB with PYB, PP with PP, and PU with PU. And if you call XOM they'll tell you the exact same thing. They'll tell you to use one grade or the other. While the oils will mix the end result of the blend is a [censored] shoot, and they will not guarantee results. I went through the bother to call and ask.
at 3k it would appear that it has not used any oil and the fuel mileage is right there with the best of this model so I'm satisfied the break in if any has occured, could do an oci anytime now in hope of maintaining this performace level.
Originally Posted By: kschachn
Originally Posted By: Danh
So, if you have a fuel diluter with consistently low viscosity and you don't want to be obviously using a non-recommended weight in case of a warranty claim, what do you do?
I know the theory that a manufacturer would have to "prove" a heavier weight caused the failure, but they have a few more resources than we.
Obviously to whom? Who exactly is looking over your shoulder as you are putting oil in your car?
Are they only there during subsequent top-off addition or were they just looking elsewhere when you blended it in the first place?
In the event of an engine failure the dealer/manufacturer could send the oil to a lab for analysis. If your car is spec'd for 0w-20 and the 100C viscosity came back at 11.0 cSt, they could make it an issue. I realize this scenario is unlikely but not impossible, especially with a $5,000 warranty claim is on the line.
Originally Posted By: Danh
So, if you have a fuel diluter with consistently low viscosity and you don't want to be obviously using a non-recommended weight in case of a warranty claim, what do you do?
I know the theory that a manufacturer would have to "prove" a heavier weight caused the failure, but they have a few more resources than we.
Obviously to whom? Who exactly is looking over your shoulder as you are putting oil in your car?
Are they only there during subsequent top-off addition or were they just looking elsewhere when you blended it in the first place?
In the event of an engine failure the dealer/manufacturer could send the oil to a lab for analysis. If your car is spec'd for 0w-20 and the 100C viscosity came back at 11.0 cSt, they could make it an issue. I realize this scenario is unlikely but not impossible, especially with a $5,000 warranty claim is on the line.
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