Reference previous UOA at 5800 miles:
http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=2906981&page=2
I did decide to extend the oil change to interval to 8000 miles, and here are the results:
From Polaris Labs.
Wear Metals
(Element, Virgin, 5800mi, 8000mi)
Fe, 1, 29, 103
Al, 0, 8, 16
Cu, 1, 26, 34
Pb, 0, 4, 24
Sn, 0, 2, 5
Contaminant Metals
Si, 15, 24, 21
Na, 11, 19, 20
Multi-source Metals
Mo, 670, 743, 535
Sb, 0, 6, 0
B, 120, 47, 27
Additive Metals
Mg, 14, 55, 105
Ca, 2469, 2741, 2464
P, 1221, 1204, 1076
Zn, 1504, 1480, 1403
Fuel dilution Soot Water
KV100: 10.5 virgin, 11.6 @ 5800, 12.2 @ 8000
TBN: 8.55 virgin, 2.64 @ 5800, 2.44 @ 8000
Oxidation: 108 virgin, 109 @ 5800, 101 @ 8000
Nitration: 8 virgin, 15 @ 5800, 18 @ 8000
8000 miles on oil, 193k miles on vehicle
Polaris Comments:
Lube oxidation may be increasing; However, in order to properly evaluate oxidation for synthetic ois, we need LUBEMFR, LUBE TYPE AND GRADE; Base Number is moderately low. Iron is at a minor level, bearing metal is at a minor level; Abrasives (silicon/dirt) are at a minor level; In order to properly compare data to the right standards, we need manufacturer and model of the component, and the manufacturer, product name, and viscosity grade of the fluid, Lubricant and filter change acknowledged.
Once again, Polaris' comments are ignoring data they have on hand. I provided all the required data on the lube analysis form when I sent in the sample, and they have a VOA of the Redline oil from last year.
But anyway, the main reason I extended the OCI was to see how the TBN would behave once it was in the 2.XX range. I'm pleased to see that it didn't continue to drop like a rock as it did in the first 5800 miles. It only dropped from 2.64 to 2.44 in the last 2200 miles, which was all daily-driver duty during the winter. The only hard running it got was 6 standing-mile runs at the Michigan Mile.
The items of concern are the big spikes in Iron and Lead, with significant increases in Aluminum and Copper. Polaris is calling the increases minor, but I think that a 250% increase in Iron in only 2200 miles is more than minor.
A significant event that may be effecting this UOA occurred when I took it in to have the transmission rebuilt. The garage took the car apart in early March, then pushed it outside, where it sat for 3 months. I'm wondering if a film of rust could have formed on the iron and steel surfaces while it was sitting outside, and that is effecting the Iron reading.
I'll definitely be monitoring the wear metals on the new OCI with Joe Gibbs LS30.
http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=2906981&page=2
I did decide to extend the oil change to interval to 8000 miles, and here are the results:
From Polaris Labs.
Wear Metals
(Element, Virgin, 5800mi, 8000mi)
Fe, 1, 29, 103
Al, 0, 8, 16
Cu, 1, 26, 34
Pb, 0, 4, 24
Sn, 0, 2, 5
Contaminant Metals
Si, 15, 24, 21
Na, 11, 19, 20
Multi-source Metals
Mo, 670, 743, 535
Sb, 0, 6, 0
B, 120, 47, 27
Additive Metals
Mg, 14, 55, 105
Ca, 2469, 2741, 2464
P, 1221, 1204, 1076
Zn, 1504, 1480, 1403
Fuel dilution Soot Water
KV100: 10.5 virgin, 11.6 @ 5800, 12.2 @ 8000
TBN: 8.55 virgin, 2.64 @ 5800, 2.44 @ 8000
Oxidation: 108 virgin, 109 @ 5800, 101 @ 8000
Nitration: 8 virgin, 15 @ 5800, 18 @ 8000
8000 miles on oil, 193k miles on vehicle
Polaris Comments:
Lube oxidation may be increasing; However, in order to properly evaluate oxidation for synthetic ois, we need LUBEMFR, LUBE TYPE AND GRADE; Base Number is moderately low. Iron is at a minor level, bearing metal is at a minor level; Abrasives (silicon/dirt) are at a minor level; In order to properly compare data to the right standards, we need manufacturer and model of the component, and the manufacturer, product name, and viscosity grade of the fluid, Lubricant and filter change acknowledged.
Once again, Polaris' comments are ignoring data they have on hand. I provided all the required data on the lube analysis form when I sent in the sample, and they have a VOA of the Redline oil from last year.
But anyway, the main reason I extended the OCI was to see how the TBN would behave once it was in the 2.XX range. I'm pleased to see that it didn't continue to drop like a rock as it did in the first 5800 miles. It only dropped from 2.64 to 2.44 in the last 2200 miles, which was all daily-driver duty during the winter. The only hard running it got was 6 standing-mile runs at the Michigan Mile.
The items of concern are the big spikes in Iron and Lead, with significant increases in Aluminum and Copper. Polaris is calling the increases minor, but I think that a 250% increase in Iron in only 2200 miles is more than minor.
A significant event that may be effecting this UOA occurred when I took it in to have the transmission rebuilt. The garage took the car apart in early March, then pushed it outside, where it sat for 3 months. I'm wondering if a film of rust could have formed on the iron and steel surfaces while it was sitting outside, and that is effecting the Iron reading.
I'll definitely be monitoring the wear metals on the new OCI with Joe Gibbs LS30.