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 Post subject: John Deere Plus-50 0W-40 Synthetic Engine Oil
PostPosted: Sun Jul 30, 2006 12:20 am 
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Hey all, I've been looking around at many different engine oils as of late that I could use in my CRD. I stumbled across this John Deere oil in a google search, I have great faith in anything JD produces and figure that if its good enough to be used in a farm tractor engine... its better than great for my CRD :D

I don't know if anyone has used this specific oil or anything from the JD line in the CRD or any other vehicles. Being from "Farm Country Illinois" I'll tell you that I know MANY farmers who run their equipment through the ringer harder than any of us will most likely run our CRD's or any other vehicle. This oil seems like a sure bet for our Jeeps :wink:

http://www.deere.com/en_US/parts/partsi ... _0w40.html


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PostPosted: Sun Jul 30, 2006 1:52 am 
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If you want to use an inferior oil to what is currently available, that is your business. It doesn't meet a CI-4+ API rating which is better for your engine.


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PostPosted: Sun Jul 30, 2006 9:09 am 
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Drewd wrote:
If you want to use an inferior oil to what is currently available, that is your business. It doesn't meet a CI-4+ API rating which is better for your engine.
I seem to remember someone posting on the VW TDI forum that it was Shell Rotella T packaged under Deer name, but it looks like Mobil 1 0w-40. Kind of like Cat uses Mobil Delvac 1 packaged under the Cat name for it's house oil along with other Mobil products. But you are correct it is better to have the CI-+4 oil but the CH-4 will still be a fine oil and would not hurt the engine in anyway and still get many 100k miles of use.

Drewd what exactlly is the difference in CH-4 and CI-+4 oil any way?

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PostPosted: Sun Jul 30, 2006 9:22 am 
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I would be very carful with that...... i have a farm and seven tractors all john deere diesels and they range from my biggest tractor (2006 6000 series 100hp) to my oldest one (1975 400 series 40hp) and even the brand new tractor is not a common rail injection system..... plus the turbo's use a diffirent type of oiling system that this oil is specifically designed fore... they also use a diffirent type of oiling system in the block....

I have used JD plus-50 for a very long time in all of my tractors but like i said that oil is specifically made for that application....

I personally wouldent use anything other then moble 1 0-40 in my crd... that is what the engineers call for then that is what you should use.... and in my oppinon mobil 1 full synthetic is the best oil on market...

just my 2 cents :wink:

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PostPosted: Sun Jul 30, 2006 9:37 am 
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Some research I just did:

ENGINE OILS: Adding a Plus

BY SEAN KILCARR, SENIOR EDITOR Fleetowner.com

Sep 1, 2004 12:00 PM


While “plus” often reflects marketing hype rather than any real extra capability, that is not the case for CI-4 PLUS. The latest engine oil classification enhancement from the American Petroleum Institute (API), CI-4 PLUS closes a small but very real gap between the expected conditions of 2002 low-emission engines and what's actually taking place in the real world.

“Originally, the '02 engines were scheduled to be introduced in ‘04, but the EPA consent decree moved the date up a full two years,” explains Gary Parsons, commercial automotive business unit manager for ChevronTexaco. As a result, both engine makers and lubricant developers had to alter their product development timelines dramatically, he adds. The CI-4 category was established in December 2001, a mere 10 months before the introduction of '02 low-emission engines.

According to Mark Betner, manager of heavy-duty products for Citgo Petroleum, that created a situation where ‘02 engines were being designed and developed parallel to the oil, rather than in sequence.

“CI-4 was the first oil we developed where we didn't have engines in the field to do the testing that we would have liked,” points out Dan Arcy, technical product marketing manager for Shell Lubricants. “We're usually given more time to field-test prototypes in the real world, to see how they performed, and then formulate the oil accordingly.”

Although CI-4 proved to be very good, says Arcy, lubricant makers and engine OEMs found that in some cases the soot being generated by cooled EGR was much higher than expected. In addition, it was almost a different kind of soot, one that thickened the oil much more rapidly. “So we needed to adjust the oil to handle what was happening out in the field,” he adds.

ENGINE ISSUES


Mack discovered that its ASET internal-EGR engine, designed for vocational applications, needed more soot dispersion capability and better shear stability than that required by CI-4, so it introduced the Mack EO-N Premium Plus '03 spec.

“To meet the requirements of EGR engines, most lubricant formulators were moving towards higher ash oils with more base reserve, helping to improve oxidation resistance, improve acid neutralization capacity and improve soot dispersion performance,” explains Parsons.

However, Caterpillar, which uses ACERT (Advanced Combustion Emission Reduction Technology) rather than EGR to meet the stricter emissions requirements, grew concerned that higher ash oil formulations would lead to higher piston deposit levels, so they introduced the Cat ECF-1 spec to put a “cap” on the total base number (TBN) for CI-4 oils.

Companies making engines equipped with EGR then responded with oil specs designed to make sure the TBN didn't drop below a certain level, which might rob the oil of critical protective properties their engines needed.

“Cummins, for example, revised their CES 2008 specification to place a lower limit on the base reserve in the oil to assure proper acid neutralization capacity,” says Parsons. “Every six months, it seemed, we were getting new and different OEM oil specs.”

These different specs made the lubricant developers' job increasingly difficult, since meeting each spec required additional dollars to be spent on testing and certification — money desperately needed to fund development of the PC-10 oils needed for engine and aftertreatment systems designed to meet much stricter emission rules in 2007 and 2010.

The real issue with PC-10 oils is that they will not only be costly to develop, but costly to test as well. Parsons says the development costs for a new oil formulation average roughly $1-million and must pass 15 tests to meet the current CI-4 oil standard. For PC-10 oil, however, testing costs alone may rise to between $110,000 and $150,000 per test because of the new demands placed on oil for use in '07-compliant engines.

“We're looking at trying to reach ash levels of about 1% and having a TBN of about 8, compared to the 11 TBN standard we work with now,” Parson explains. “That's going to change things significantly.”

UNITED FRONT


Rather than open the door to an endless proliferation of engine model- and brand-specific oil specs, engine makers and lubricant developers came together last year and asked API for an enhancement to its CI-4 category. CI-4 PLUS is the result.

“Let me stress that CI-4 PLUS isn't a new category; it doesn't mean that CI-4 is going away or is being changed,” says Kevin Ferrick, API's manager of engine oil programs. “It's an enhancement designed to meet a specific set of engine conditions.”

Creating an industry performance standard using API's classification system also forged a gentlemen's agreement of sorts among all the engine manufacturers. In essence, they agreed that the CI-4 PLUS spec would be the last formal addition to API's classification list until 2007, says Parsons. “That will allow us to focus on the final lap of developing oils for 2007 and beyond,” he adds.

Ferrick noted that the speed at which CI-4 PLUS came into being — just shy of 12 months, compared to a more typical two- to three-year timeframe — underscores how important all the industry participants considered this enhancement to be.

“We didn't have to go through the regular testing cycles because Mack gave us the data from its T-11 engine oil test to form the basis of CI-4 PLUS,” says Shell's Arcy. “That's why we were able to ‘bolt on' an enhancement or supplement to CI-4 so quickly; if we'd had to go through the regular process it would have taken much more time.”

It's extremely expensive to bolt on supplements to current industry oil specs, so the goal is still to get it right the first time. But “it allows us to move quickly to handle an unforeseen or unexpected occurrence,” Arcy points out. “We developed the fast-track process just in case we're faced with something similar in 2007. I think that's very unlikely, though, as we [expect] to have more field-testing opportunities with '07 technology.”

LONGER DRAINS


Another benefit to CI-4 PLUS oil is that it's designed to handle potentially longer drain intervals, according to Alex Bolkhovsky, commercial vehicle technical advisor for ExxonMobil.

“This oil is designed to offer more viscosity control, greater soot loading capability, and better shear stability,” he says. “Shear stability and soot handling are the real benefits to a fleet trying to go to extended drains post-'02, as well as giving them a little more peace of mind that the oil can handle the EGR environment.”

The key, says Chevron's Parsons, is that oils meeting the CI-4 PLUS spec will provide extended drain capabilities in ‘02-compliant engines as well as older models. This, combined with improved soot dispersion, means that the oil can stay in the engine for a longer period of time.

ExxonMobil's Bolkhovsky emphasizes that since CI-4 PLUS is fully backward-compatible with other specs and earlier generations of engines, “both older and newer engines will benefit from its use.”

CI-4 PLUS will particularly benefit those fleets that have soot or shearing issues in their older trucks, he says. “It's going to offer better wear control, particularly in guarding against wear at startup, which is where most engine wear occurs,” Bolkhovsky points out. “Older trucks will definitely see a benefit. And it could help extend drain intervals since CI-4 PLUS has greater soot handing capability.”

In terms of cost, deciding whether to stock two different oils or use only CI-4 PLUS oils will depend on a fleet's engine makeup and wear concerns.

“Most fleets prefer to stock only one oil; it makes greater sense from an inventory perspective,” says Bolkhovsky. “However, fleets that have well-controlled maintenance operations and [use] only a few of the engines CI-4 PLUS is designed for may decide to stock two different oils. It all depends on their operational needs.”

What's the difference?


How is CI-4 PLUS different from CI-4? Here are the highlights:


The CI-4 PLUS designation is located at the bottom of the donut, which is not where most fleets will expect to find it. “The top of the donut typically refers to the oil's performance category; the middle relates to its SAE viscosity grade, [and] the bottom is usually reserved for the passenger car market to denote energy conservation properties,” says Shell's Dan Arcy. “But it was too complex to try and fit CI-4 PLUS in the top part of the donut; we ran out of space. Having it in the bottom will make it easier to see.”

Test data used to set the CI-4 PLUS standard comes from a single OEM — Mack Trucks and its T-11 engine test — rather than a program developed and sponsored by the industry as a whole.

The key additional benchmarks for CI-4 PLUS are a thickening test, i.e., how much soot the oil can handle before turning into sludge; and a shear-stability test that now runs for 90 cycles, rather than the 30 cycles required by CI-4 standard.


Is it worth it?


As CI-4 PLUS oil officially becomes available on the market this month, it's most likely going to cost more than its CI-4 predecessor. But Reginald Dias, director of commercial products for ConocoPhillips Lubricants, says choosing a particular oil formulation solely on price isn't always the best way to go.

“The cost vs. benefits evaluation cannot be made strictly on the purchase price alone,” he notes in terms of selecting CI-4 PLUS vs. CI-4. “For an operator, the total lubrication cost includes the purchase price and the life-cycle cost: the cost of maintenance and downtime.”

Dias adds that getting more capability out of a particular grade of oil — in terms of longer oil drain intervals, for example — can more than offset the higher initial purchase price.

“CI-4 PLUS oil provides added protection and performance benefits not afforded by the previous generation oils,” he says. “Though the cost and benefits may not be specific or will vary depending on the equipment and type of service, [higher] pricing is often offset by the added value that comes with a higher performance product.

Decision time


Do your ‘02-compliant engines need CI-4 PLUS? That's a question many fleets may be asking themselves this month as the new category “enhancement” is rolled out.

Citgo Petroleum's Mark Betner wants to emphasize a critical point as the debate over whether a fleet does or does not need CI-4 PLUS oil heats up: Don't guess.

“This is not a broad-brush oil spec change; CI-4 PLUS is designed to deal with a certain set of conditions,” he explains. “The only way to truly know if you need this oil is to analyze the oil. The oil analysis process is the only way you'll get — with 100% certainty — the information you need to make that decision.”

Betner says CI-4 PLUS is only going to benefit a limited percentage of the market, which is why fleets need to decide for themselves whether or not they need it. “Have your lubricant supplier help you conduct an oil analysis,” he advises. “Don't make the decision… based on guesswork and hearsay.”

From Mobil's website.

Can you explain the difference between API service categories CD, CD II, CE, CF, CF-2, CF-4, CG-4 and CH-4?

The American Petroleum Institute (API) has developed a two-letter code to describe quality levels in both gasoline and diesel engine oils. These codes are used by the engine manufacturers in their owner's manuals to identify the appropriate quality of oil to use in their specific engines. The codes can typically be found on the bottle labels for quarts or gallons of engine oil. The C codes are for compression-fired diesel engines. The S codes are for spark-ignited gasoline engines.

Oil quality levels are developed through broad industry agreement involving the oil suppliers and the engine manufacturers. Over the past decade, changes in diesel engine oil quality levels have been primarily driven by restrictions on diesel engine emissions. The Environmental Protection Agency (EPA) upgraded Clean Air Act (CAA) regulations in 1988, 1991 and 1994. Oil quality (and engine technology) changed in response to these regulations. The most recent implementation date for CAA regulations was in 1998 and the API has established API CH-4 performance levels to address the lubrication needs of engines designed to meet the new EPA emission requirements. In October 2002, most diesel engines will require API CI-4 oil to address the demands of this lower emissions configuration.

Here is a short description of the diesel engine categories, starting with the most current:
CI-4 has been developed to establish a standard for oils that are intended for EGR equipped engines as well as satisfying the needs of engines requiring CH_4, CG-4, CF engine oils. This new CI-4 engine oil category establishes the highest level of oxidation resistance, total base number (TBN) retention and soot dispersancy ever set for an API category.

CH-4 has been developed to address engine design changes required to meet new 1998 EPA emission standards. The performance requirements include handling even higher soot loading than CG-4 rated oils and passing a series of new engine test protocols.

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 Post subject: Great info!
PostPosted: Sun Jul 30, 2006 2:35 pm 
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Great info OldNavy. Interested in combining some of the threads into a FAQ on oil?

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 Post subject: Re: Great info!
PostPosted: Sun Jul 30, 2006 5:23 pm 
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MoLibertyCRD wrote:
Great info OldNavy. Interested in combining some of the threads into a FAQ on oil?
That does sound like a good idea, maybe we could eliminate the oil wars that has at times gotten out of hand on the TDI forum.

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 Post subject: Re: Great info!
PostPosted: Sun Jul 30, 2006 6:06 pm 
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oldnavy wrote:
MoLibertyCRD wrote:
Great info OldNavy. Interested in combining some of the threads into a FAQ on oil?
That does sound like a good idea, maybe we could eliminate the oil wars that has at times gotten out of hand on the TDI forum.

Was curious about the oil wars on the TDI forums. Isn't much of this because WV asks for a weird oil spec that is difficult to match from common sources in the US? Owners get referred to WV dealers for a product in their own bottle to be sold at usurious prices. Starting to sound familliar??? Maybe that's what Dr. Z means by "It a German thing, you wouldn't understand."

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 Post subject: Re: Great info!
PostPosted: Sun Jul 30, 2006 6:30 pm 
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RFCRD wrote:
oldnavy wrote:
MoLibertyCRD wrote:
Great info OldNavy. Interested in combining some of the threads into a FAQ on oil?
That does sound like a good idea, maybe we could eliminate the oil wars that has at times gotten out of hand on the TDI forum.

Was curious about the oil wars on the TDI forums. Isn't much of this because WV asks for a weird oil spec that is difficult to match from common sources in the US? Owners get referred to WV dealers for a product in their own bottle to be sold at usurious prices. Starting to sound familliar??? Maybe that's what Dr. Z means by "It a German thing, you wouldn't understand."
They have had type, viscosity, oil change periods, and brands for wars, it hasn't been pretty. :shock:

I think the latest is about Amsoil use and API/ACEA testing or lack of testing. :roll:

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PostPosted: Sun Jul 30, 2006 8:35 pm 
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Thanks for the info, oldnavy. Now, a question: I'm at 1,200 miles and was planning an oil change to clear out any production debris, etc. Shell has released Rotella CJ-4 as a mineral oil and should have the synthetic equivalent out soon. Should I change it now to Rotella T CI-4+ or wait for the CJ-4 synthetic?

Shell Lubricants Announces Shell ROTELLA® T Meets API CJ-4 Standards
Jun 21, 2006, 22:20

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Shell Lubricants has announced the development of a new formulation of Shell ROTELLA® T motor oil.
The new formulation meets all of the specification criteria for the new API CJ-4 service category for diesel motor oil, as well as the requirements of the low emissions engines of leading diesel engine original equipment manufacturers (OEMs). In addition, Shell Rotella® T motor oil has already met the specification requirements for Caterpillar ECF-3, Detroit Diesel 93K218.

CJ-4 Online Resources
CJ-4 Frequently-Asked Questions

Understanding CJ-4

ROTELLA Answer Columns



In addition Shell ROTELLA® T motor oil has gained Cummins CES 20081, Mack EO-O Premium Plus 2007 and Volvo VDS-4 approvals. The new API CJ-4 Shell ROTELLA®T motor oil can also provide performance benefits when used in engines built prior to 2007.
The API CJ-4 Shell ROTELLA®T motor oil will initially be available in bulk and drums beginning July 1st and in quart, gallon and pail packages beginning October 15th. Shell plans to continue to have its API CI-4 Plus Shell ROTELLA T motor oils available in bulk and drums beyond the introduction of the new API CJ-4 motor oils to meet customer demand.


""Shell ROTELLA®T motor oil, which meets or exceeds the API CJ-4 specification, will serve the diverse needs of fleets, owner/operators, industries and the light duty truck market, providing additional performance and benefits in wear reduction, soot handling and oxidation resistance. It also helps maximize the durability of Diesel Particulate Filters (DPFs)," says Dan Arcy, Technical Marketing Manager, for Shell Lubricants.

"With the successful development of this new formulation, Shell maintains its position as an industry leader actively involved in the development of new performance categories and developing motor oils that meet or exceed the latest specifications."

As part of the Shell portfolio of heavy-duty diesel motor oils, a new brand, Shell Rimula® Super will soon be introduced to meet the new API CJ-4 specification, specifically targeting the needs of fleet operators. More details on this introduction will be forthcoming.

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PostPosted: Sun Jul 30, 2006 9:08 pm 
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Quote:
Thanks for the info, oldnavy. Now, a question: I'm at 1,200 miles and was planning an oil change to clear out any production debris, etc. Shell has released Rotella CJ-4 as a mineral oil and should have the synthetic equivalent out soon. Should I change it now to Rotella T CI-4+ or wait for the CJ-4 synthetic?
You have production debris in your engine???? That is not normal and rare, have you documented this with D/C? If not you need to do so before you change the oil.

If you are doing this change out because you think all engines have this "debris" and that the oil should be changed as early as possible, then you are mistaken. If this is the case then just wait till about 3,000 to 4,000 miles and change over to at least a CI-4 Plus oil. The CJ-4 is basiclly about reducing some type of contamination of the particulate filters that will be on '07 models. So in a nutshell, all other things being equal, the CJ-4 oil probably means nothing for your non particulate trap diesel. However if you want at a later date to switch to CJ-4 oil, as we propably all will due to phase out of oils that don't have this rating, then do so as it will not hurt anything.

Have I made any sense here? Has this help or confused you? Anyone want to correct me for something I didn't catch or left out, feel free to do so. I would expect/want to have any mistake corrected.

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PostPosted: Sun Jul 30, 2006 9:58 pm 
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You got it right, OldNavy. The CJ4 oils are the new formula to meet the '07 engines. A person could use it and eventually all of us will when the others phased out.

Soot contol seems to be the primary reason for the CI-4, CI-4+, and CJ-4 formulas. the higher formulations supercede the previous and are backward compatible.

For the CRD, this is all accademic. A CI-4, be it Mobil, Rotella, etc, is adequate and all formulations coming down the pike will work.

My only bewilderment, is that there seems to be sooooo much confusion. The lastest formulations are well documented and if an owner purchases an oil with the lastest specs, can't go wrong. That leaves only the brand arguments, and that I don't want to get involved in. Like religion and politics.

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PostPosted: Sun Jul 30, 2006 10:21 pm 
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Cowpie1 wrote:
You got it right, OldNavy. The CJ4 oils are the new formula to meet the '07 engines. A person could use it and eventually all of us will when the others phased out.

Soot contol seems to be the primary reason for the CI-4, CI-4+, and CJ-4 formulas. the higher formulations supercede the previous and are backward compatible.

For the CRD, this is all accademic. A CI-4, be it Mobil, Rotella, etc, is adequate and all formulations coming down the pike will work.

My only bewilderment, is that there seems to be sooooo much confusion. The lastest formulations are well documented and if an owner purchases an oil with the lastest specs, can't go wrong. That leaves only the brand arguments, and that I don't want to get involved in. Like religion and politics.

:lol:
One thing I did leave out was the high temp high shear capabilities required for a lot of newer diesel engines like the MB V6 CDI with a chain driven DOHC engine. This was probably the reason that Mobil 1 0w-40 was recommended for the 5 cylinder MB diesel and it just got carried over to the CRD because it was DOHC engine even though it belt driven and doesn't reqire the shear factor. I look forward to the new spec as I will be able to use it in the Magnum which is a chain driven DOHC engine which runs a rather high head temp compared to a lot of engines.

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oldnavy wrote:
AZ CRD
Quote:
Thanks for the info, oldnavy. Now, a question: I'm at 1,200 miles and was planning an oil change to clear out any production debris, etc. Shell has released Rotella CJ-4 as a mineral oil and should have the synthetic equivalent out soon. Should I change it now to Rotella T CI-4+ or wait for the CJ-4 synthetic?
You have production debris in your engine???? That is not normal and rare, have you documented this with D/C? If not you need to do so before you change the oil.

If you are doing this change out because you think all engines have this "debris" and that the oil should be changed as early as possible, then you are mistaken. If this is the case then just wait till about 3,000 to 4,000 miles and change over to at least a CI-4 Plus oil. The CJ-4 is basiclly about reducing some type of contamination of the particulate filters that will be on '07 models. So in a nutshell, all other things being equal, the CJ-4 oil probably means nothing for your non particulate trap diesel. However if you want at a later date to switch to CJ-4 oil, as we propably all will due to phase out of oils that don't have this rating, then do so as it will not hurt anything.

Have I made any sense here? Has this help or confused you? Anyone want to correct me for something I didn't catch or left out, feel free to do so. I would expect/want to have any mistake corrected.


Ummm, he's not really going to know if he's got any grit/casting sand/leftover debris in the oil sump until he DOES drain the oil, I would think. :roll:

Remember me? Grit in the oil sump AND the cooling system?

Heck, for $50 it's cheap insurance and peace of mind. He can save a sample of the oil and the old filter so if he does find something that shouldn't be there he'll have physical evidence, that's what I did.

And if he doesn't find anything but oil, then at least that imaginary booger under the bed has been put to rest, and he can drive on without worrying about it.

Just because it's rare doesn't mean it doesn't happen. Better to find out at 1500 miles than at 6500 that the QC Inspector at the factory screwed you over. DC's quality control just hasn't filled me with confidence of late.

Bottom line, it's your vehicle, your money, and your call. If you feel the need to do it just to make certain there's nothing in there, or feel comfortable just letting it ride till the first scheduled change, do what you feel is right and will give you peace of mind.

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PostPosted: Sun Jul 30, 2006 11:07 pm 
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I was, perhaps, unclear. I have no evidence there is anything in my oil other than what should be there. Changing the oil at about 1K miles on a new engine was just a matter of course when I was young and building gas engines. May be no valid reason behind it.

But, like retmil46, I think I'll buy the peace of mind.


Thanks for the discussion.

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PostPosted: Sun Jul 30, 2006 11:37 pm 
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AZ CRD wrote:
Thanks for the discussion.
That is the important thing. :wink:

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PostPosted: Mon Jul 31, 2006 10:51 am 
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Here is a VOA of the John Deere oil:
http://theoildrop.server101.com/cgi/ult ... 1;t=000064

It is marketed as a synthetic, is a 0w40, has a pretty stout additive package. So, I don't see it as an inferior oil.
Some low volume sale oils just don't pay the licensing for all the newer specs.

From what I remember, CI4+ required blending updates on the mineral oils. Most synthetic 40wt's, like RotellaT for example, jumped the specs by only needed new bottle labeling to climb from CH-4 to CI-4 and to CI4+ since they were blended better than the available specs using basestocks that exceeding the requirements.
CJ-4 forces an additive reblend for most oils since it will require a enviro-happy AW/EP package. TBN isn't an issue if fuel has no sulfur. Warning, TBN is something to worry about if you switch to CJ-4 oils and continue to use offroad higher sulfur fuel.

Also, a simple back to back UOA comparison will let you know if ANY oil you are using is working regardless of the label specs.

And, Mobil1 0w40 has several UOAs that shows it shearing into a 30wt oil. I don't see the Mobil1 as a shear stable oil. And, it just doesn't seem to have a robust AW/EP diesel engine additve package. So, IMO, thats 2 strikes toward the Mobil1 0w40. Use the 5w40 Rotella or Delvac1 instead.

Valvoline has a 5w40 HDEO also. Valvoline premium extreme blue 5w40 is available at some of the Napas around here. http://www.valvoline.com/pages/products ... roduct=113

And, for you Canadians or those of you living next to that northern border, the Esso XD3 0w40 synthetic is an oil to try!
http://www.imperialoil.ca/Canada-Englis ... _extra.pdf
http://theoildrop.server101.com/cgi/ult ... 1;t=000173

And, concerning the break in wear and MFG debris, get a job assembling engines or machining engine parts. Nothing is squeaky clean. We don't wear Tyvec or white clean suits.
Also, UOAs that were posted on the CRD were nothing to brag about. I think that the 12500 recommended OCI is foolish without installing a bypass. The stock filter is just too small to be effective.


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PostPosted: Mon Jul 31, 2006 12:23 pm 
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Joined: Tue Oct 18, 2005 10:12 pm
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Location: SwampEast MO
deadrx7conv wrote:
Here is a VOA of the John Deere oil:
http://theoildrop.server101.com/cgi/ult ... 1;t=000064

It is marketed as a synthetic, is a 0w40, has a pretty stout additive package. So, I don't see it as an inferior oil.
Some low volume sale oils just don't pay the licensing for all the newer specs.

From what I remember, CI4+ required blending updates on the mineral oils. Most synthetic 40wt's, like RotellaT for example, jumped the specs by only needed new bottle labeling to climb from CH-4 to CI-4 and to CI4+ since they were blended better than the available specs using basestocks that exceeding the requirements.
CJ-4 forces an additive reblend for most oils since it will require a enviro-happy AW/EP package. TBN isn't an issue if fuel has no sulfur. Warning, TBN is something to worry about if you switch to CJ-4 oils and continue to use offroad higher sulfur fuel.

Also, a simple back to back UOA comparison will let you know if ANY oil you are using is working regardless of the label specs.

And, Mobil1 0w40 has several UOAs that shows it shearing into a 30wt oil. I don't see the Mobil1 as a shear stable oil. And, it just doesn't seem to have a robust AW/EP diesel engine additve package. So, IMO, thats 2 strikes toward the Mobil1 0w40. Use the 5w40 Rotella or Delvac1 instead.

Valvoline has a 5w40 HDEO also. Valvoline premium extreme blue 5w40 is available at some of the Napas around here. http://www.valvoline.com/pages/products ... roduct=113

And, for you Canadians or those of you living next to that northern border, the Esso XD3 0w40 synthetic is an oil to try!
http://www.imperialoil.ca/Canada-Englis ... _extra.pdf
http://theoildrop.server101.com/cgi/ult ... 1;t=000173

And, concerning the break in wear and MFG debris, get a job assembling engines or machining engine parts. Nothing is squeaky clean. We don't wear Tyvec or white clean suits.
Also, UOAs that were posted on the CRD were nothing to brag about. I think that the 12500 recommended OCI is foolish without installing a bypass. The stock filter is just too small to be effective.
Mobil 1 0w-40 just barely makes the A3 high temp shear standard of 3.5 by comming in at 3.6, what is amazing is there are a lot of oils, both Group IV full synthetic oils and Group II and III oils that don't either. It is all in the additive package. Except for Amsoil, just about all high temp shear strength oils required for chain/gear driven valve trains among some other reasons, will have the ACEA A3, B3/B4 listing on the bottle.

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