I just went back to my other computer and pulled up my files on this engine series ... I have 663 unique UOAs on this engine series now.
While this is the first UOA for my one engine, I pretty much understand how these engines respond in the overall marco-market, with all it's variation of brands/grades/ambient conditions/drivers/etc.
- Fe wear at 3k mile intervals; 2.2ppm / 1k miles
- Fe wear at 5k mile intervals; 2.0ppm / 1k miles
- Fe wear at 7.5k mile intervals; 1.6ppm / 1k miles
- Fe wear at 10k mile intervals; 1.6ppm / 1k miles
- Fe wear of my unique sample at 11.8k miles .... 0.8ppm/1k miles. (this data is my sample only; the others above are from the 663 samples)
Let's further consider the following for those who care about oil health:
- The vis was fine.
- The contamination was low.
- The insolubles were very low.
- The FP is fine.
- The under-valve-cover view is good through the fill port. (I'm not pulling a valve cover at 30k veh miles just to risk contaminants getting in)
- There's no evidence of coolant disappearing from the degas bottle, nor any trace of coolant in the oil.
Because the insolubles and other contamination was very low, we can conclude that the vis is still in grade because things are clean. Sometimes when a thin oil gets thinner early in an OCI, it will then thicken later from oxidative thickening. But because insolubles are so low, even after almost 12k miles, it's reasonable to conclude that the oil didn't thin then thicken; it simply stayed in grade from decent filtration and a clean combustion process. The 663 UOAs I have show that this engine is clean running; the insoluble average after 10k mile OCIs is still only 2.4 !!! It means the combustion process is clean and the oil doesn't get too hot, even for a lowly conventional oil. But none of that really matters ovearll.
WEAR RATES are what matters. And when wear rates are continuing down, all is good.
I'm confident I'm making an informed, well-considered decision to extend my OCIs.
While this is the first UOA for my one engine, I pretty much understand how these engines respond in the overall marco-market, with all it's variation of brands/grades/ambient conditions/drivers/etc.
- Fe wear at 3k mile intervals; 2.2ppm / 1k miles
- Fe wear at 5k mile intervals; 2.0ppm / 1k miles
- Fe wear at 7.5k mile intervals; 1.6ppm / 1k miles
- Fe wear at 10k mile intervals; 1.6ppm / 1k miles
- Fe wear of my unique sample at 11.8k miles .... 0.8ppm/1k miles. (this data is my sample only; the others above are from the 663 samples)
Let's further consider the following for those who care about oil health:
- The vis was fine.
- The contamination was low.
- The insolubles were very low.
- The FP is fine.
- The under-valve-cover view is good through the fill port. (I'm not pulling a valve cover at 30k veh miles just to risk contaminants getting in)
- There's no evidence of coolant disappearing from the degas bottle, nor any trace of coolant in the oil.
Because the insolubles and other contamination was very low, we can conclude that the vis is still in grade because things are clean. Sometimes when a thin oil gets thinner early in an OCI, it will then thicken later from oxidative thickening. But because insolubles are so low, even after almost 12k miles, it's reasonable to conclude that the oil didn't thin then thicken; it simply stayed in grade from decent filtration and a clean combustion process. The 663 UOAs I have show that this engine is clean running; the insoluble average after 10k mile OCIs is still only 2.4 !!! It means the combustion process is clean and the oil doesn't get too hot, even for a lowly conventional oil. But none of that really matters ovearll.
WEAR RATES are what matters. And when wear rates are continuing down, all is good.
I'm confident I'm making an informed, well-considered decision to extend my OCIs.
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