dnewton3
Staff member
Oh, the horror!
Well, not really. Not when you understand the use and the conditions ...
This most recent UOA has 11.5k miles on it, but the last 2.5k miles were heavy loading. We just got back from an camping/biking vacation trip out west; IN to SD and back. The first day was good travel; averaged over 12+ mpg pulling the RV, and also had the Victory touring bike in the bed. Then ... headwinds; hard, strong and sustained, for the rest of the trip. How bad? Let me show you:
day 1 = 12.2 mpg
day 2 = 9.2 mpg
day 3 = 8.9 mpg
day 4 = 9.3 mpg
The engine was running around 1200-1300 deg F on the pyrometer constantly, indicating that the load was heavy for hours on end. The max EGT for safe sustained running is 1350F per GM. We tried slowing down a bit, but it really didn't make much difference. Whether you're doing 65mph or 70mph is kind of moot when you're driving into 20+mph constant headwinds, literally all day. So the last 2500 miles of this UOA were essentially near max EGT, meaning that the engine was working HARD for 10+ hours per day. And yet the Fe/1k miles only rose less than 1ppm above macro data averages! My point? The uptick in Fe was not due to the longer OCI; it was load related. In fact, I'd say this is yet more evidence that the Dmax is a very good wearing engine, even under extreme loads. All the other wear metals are a non-issue; always have been, probably always will be.
The engine lube was topped off prior to the trip. The engine is now about 2 qts low; near the bottom on the dipstick. So it consumed about 2 qrts over the 2400 miles. That's right in line with GMs oil consumption statement; 1 qrt per 100 gallons under heavy loading. This is based on the overall fuel average of 9.9 mpg applied against 2400 miles; 242 gallons of fuel used. So anything up to 2.4 qrts would be "normal" for oil consumption; I was a tad under that consumption rate. I did not top off prior to this UOA upon our return, so in theory I could have "thinned" the Fe down a little, but chose not to do so.
I am debating whether to ride out another year on this OCI; I could "top off" that 2 qrts and run another year. I might FCI, only because the filter is showing signs of significant rust on the exterior; not due to fear of loading the media. Even after 11.5k miles, the insolubles are very low, at .3.
Enjoy the data!
Html:
2006 Duramas LBZ
UOA # 7 6 5 4 3 n/a 1 Univ Avg
Date 2017 2014 2013 2012 2011 2010 2009
grade (dino) 10w-30 10w-30 10W-30 10w-30 10w-30 15w-40 10w-30
Brand Rot TP Rot TP Rot TP Rot TP Rot TP Dlv1300 Rot TP
Oil Mileage 11.5k 9.0k 6.5K 3.5k 6.5k 6.5k 6.0k 6.6k
Truck mileage 53.5k 42.0k 39.5 36.5 33.0k 26.5k 20k
Filter Wix Wix Wix PureOne Wix Wix
OCI at UOA? N Y N N Y Y Y
Al 3 2 2 1 2 n/a 3 3
Cr 1 1 0 0 1 n/a 0 0
Fe 32 17 12 7 14 n/a 10 14
Cu 4 4 3 2 3 n/a 5 13
Pb 3 2 2 1 5 n/a 2 3
Tn 2 2 0 1 0 n/a 1 1
Molyb 9 3 3 2 14 n/a 2 38
Ni 0 0 0 0 1 n/a 0 0
Manganese 0 0 0 0 0 n/a 0 0
Silv 0 0 0 0 0 n/a 0 0
Ti 4 0 0 0 0 n/a 0 0
Potas 10 8 9 6 11 n/a 13 4
Boron 19 23 25 27 35 n/a 24 105
Silicon 12 13 11 9 11 n/a 11 10
Sodium 5 5 4 5 7 n/a 2 4
Calcium 2330 2409 2326 2232 2336 n/a 2358 2094
Magnesium 156 30 29 26 133 n/a 10 416
Phos 1131 1059 1069 951 1115 n/a 1001 1090
Zn 1319 1183 1205 11831069 1314 n/a 1201 1270
Barium 0 0 0 0 0 n/a 0 0
SUS @ 210F 67.7 65.0 66.1 64.7 67.6 n/a 72.5 58-69
cSt @ 100C 12.35 11.61 11.90 11.54 12.31 n/a 13.6 10-12.5
FP 460 435 425 410 415 n/a 425 >425
Fuel a 0 < 2
Antifreeze 0 0 0 0 0 n/a 0 0
Water 0 0 0 0 0 n/a 0 < .5
Insolubles .3 .2 .3 0.2 0.2 n/a 0.3 < .6
TBN n/a 7.5 6.7 8.1 n/a n/a n/a n/a
TAN n/a 4.9 3.0 n/a n/a n/a n/a n/a
Well, not really. Not when you understand the use and the conditions ...
This most recent UOA has 11.5k miles on it, but the last 2.5k miles were heavy loading. We just got back from an camping/biking vacation trip out west; IN to SD and back. The first day was good travel; averaged over 12+ mpg pulling the RV, and also had the Victory touring bike in the bed. Then ... headwinds; hard, strong and sustained, for the rest of the trip. How bad? Let me show you:
day 1 = 12.2 mpg
day 2 = 9.2 mpg
day 3 = 8.9 mpg
day 4 = 9.3 mpg
The engine was running around 1200-1300 deg F on the pyrometer constantly, indicating that the load was heavy for hours on end. The max EGT for safe sustained running is 1350F per GM. We tried slowing down a bit, but it really didn't make much difference. Whether you're doing 65mph or 70mph is kind of moot when you're driving into 20+mph constant headwinds, literally all day. So the last 2500 miles of this UOA were essentially near max EGT, meaning that the engine was working HARD for 10+ hours per day. And yet the Fe/1k miles only rose less than 1ppm above macro data averages! My point? The uptick in Fe was not due to the longer OCI; it was load related. In fact, I'd say this is yet more evidence that the Dmax is a very good wearing engine, even under extreme loads. All the other wear metals are a non-issue; always have been, probably always will be.
The engine lube was topped off prior to the trip. The engine is now about 2 qts low; near the bottom on the dipstick. So it consumed about 2 qrts over the 2400 miles. That's right in line with GMs oil consumption statement; 1 qrt per 100 gallons under heavy loading. This is based on the overall fuel average of 9.9 mpg applied against 2400 miles; 242 gallons of fuel used. So anything up to 2.4 qrts would be "normal" for oil consumption; I was a tad under that consumption rate. I did not top off prior to this UOA upon our return, so in theory I could have "thinned" the Fe down a little, but chose not to do so.
I am debating whether to ride out another year on this OCI; I could "top off" that 2 qrts and run another year. I might FCI, only because the filter is showing signs of significant rust on the exterior; not due to fear of loading the media. Even after 11.5k miles, the insolubles are very low, at .3.
Enjoy the data!
Html:
2006 Duramas LBZ
UOA # 7 6 5 4 3 n/a 1 Univ Avg
Date 2017 2014 2013 2012 2011 2010 2009
grade (dino) 10w-30 10w-30 10W-30 10w-30 10w-30 15w-40 10w-30
Brand Rot TP Rot TP Rot TP Rot TP Rot TP Dlv1300 Rot TP
Oil Mileage 11.5k 9.0k 6.5K 3.5k 6.5k 6.5k 6.0k 6.6k
Truck mileage 53.5k 42.0k 39.5 36.5 33.0k 26.5k 20k
Filter Wix Wix Wix PureOne Wix Wix
OCI at UOA? N Y N N Y Y Y
Al 3 2 2 1 2 n/a 3 3
Cr 1 1 0 0 1 n/a 0 0
Fe 32 17 12 7 14 n/a 10 14
Cu 4 4 3 2 3 n/a 5 13
Pb 3 2 2 1 5 n/a 2 3
Tn 2 2 0 1 0 n/a 1 1
Molyb 9 3 3 2 14 n/a 2 38
Ni 0 0 0 0 1 n/a 0 0
Manganese 0 0 0 0 0 n/a 0 0
Silv 0 0 0 0 0 n/a 0 0
Ti 4 0 0 0 0 n/a 0 0
Potas 10 8 9 6 11 n/a 13 4
Boron 19 23 25 27 35 n/a 24 105
Silicon 12 13 11 9 11 n/a 11 10
Sodium 5 5 4 5 7 n/a 2 4
Calcium 2330 2409 2326 2232 2336 n/a 2358 2094
Magnesium 156 30 29 26 133 n/a 10 416
Phos 1131 1059 1069 951 1115 n/a 1001 1090
Zn 1319 1183 1205 11831069 1314 n/a 1201 1270
Barium 0 0 0 0 0 n/a 0 0
SUS @ 210F 67.7 65.0 66.1 64.7 67.6 n/a 72.5 58-69
cSt @ 100C 12.35 11.61 11.90 11.54 12.31 n/a 13.6 10-12.5
FP 460 435 425 410 415 n/a 425 >425
Fuel a 0 < 2
Antifreeze 0 0 0 0 0 n/a 0 0
Water 0 0 0 0 0 n/a 0 < .5
Insolubles .3 .2 .3 0.2 0.2 n/a 0.3 < .6
TBN n/a 7.5 6.7 8.1 n/a n/a n/a n/a
TAN n/a 4.9 3.0 n/a n/a n/a n/a n/a
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