First Take: Mobil 1 0W-20 Advanced Fuel Economy engine oil

danoid · **Posted:** Fri Jul 11, 2008 8:05 am

I've always used this stuff year round...

http://avlube.com/fonfacsizcol.html

Now if I can get off my duff and do something about the CCV gook in the intake, it'll stay clean.

dieselenthusiast · **Posted:** Fri Jul 11, 2008 4:29 pm

DarbyWalters wrote:

I used the Amsoil Series 3000 (5W-30) and it returned worse numbers than the AME 15-40 Heavy Duty Diesel and Marine. I am sticking with the 15W-40

In what part of the analysis did the 15W-40 outperform the 5W-30? Not that I don’t believe you, but many people misinterpret their spectrochemical analysis. The 5W30 has a much higher additive package, therefore you are going to see higher numbers of zinc and copper. What was the TBN number between the two different oils?

I use the Amsoil 5W30 on my Cummins with the by-pass. It's amazing what the by-pass will do. I have no soot at all. My analysis comes back good every time and suitable for continued use with regular intervals. I typically change my oil once a year even though my oil analysis comes back good.

JJsTJ · **Posted:** Fri Jul 11, 2008 4:41 pm

dieselenthusiast wrote:

DarbyWalters wrote:

I used the Amsoil Series 3000 (5W-30) and it returned worse numbers than the AME 15-40 Heavy Duty Diesel and Marine. I am sticking with the 15W-40

In what part of the analysis did the 15W-40 outperform the 5W-30? Not that I don’t believe you, but many people misinterpret their spectrochemical analysis. The 5W30 has a much higher additive package, therefore you are going to see higher numbers of zinc and copper. What was the TBN number between the two different oils?

I use the Amsoil 5W30 on my Cummins with the by-pass. It's amazing what the by-pass will do. I have no soot at all. My analysis comes back good every time and suitable for continued use with regular intervals. I typically change my oil once a year even though my oil analysis comes back good.

Once a year w/ how many miles?

dieselenthusiast · **Posted:** Fri Jul 11, 2008 4:51 pm

JJsKJ wrote:

dieselenthusiast wrote:

DarbyWalters wrote:

I used the Amsoil Series 3000 (5W-30) and it returned worse numbers than the AME 15-40 Heavy Duty Diesel and Marine. I am sticking with the 15W-40

In what part of the analysis did the 15W-40 outperform the 5W-30? Not that I don’t believe you, but many people misinterpret their spectrochemical analysis. The 5W30 has a much higher additive package, therefore you are going to see higher numbers of zinc and copper. What was the TBN number between the two different oils?

I use the Amsoil 5W30 on my Cummins with the by-pass. It's amazing what the by-pass will do. I have no soot at all. My analysis comes back good every time and suitable for continued use with regular intervals. I typically change my oil once a year even though my oil analysis comes back good.

Once a year w/ how many miles?

Here's your answer. http://www.lostjeeps.com/forum/phpBB3/vie ... 503#354503

Ripple · **Posted:** Fri Jul 11, 2008 7:32 pm

after 1 tank my real mileage when up by ~2MPGs, ~26 to 28.5.

once I have 6k on this oil I will send in a sample. it will be my first sample so there will not be any history, but I will send a new oil sample too, so to compare with eachother.

dieselenthusiast · **Posted:** Fri Jul 11, 2008 8:19 pm

Ripple wrote:

after 1 tank my real mileage when up by ~2MPGs, ~26 to 28.5.

once I have 6k on this oil I will send in a sample. it will be my first sample so there will not be any history, but I will send a new oil sample too, so to compare with eachother.

That's pretty impressive that you have seen a significant fuel economy improvement. Keep us posted on the analysis. There's been a few on this forum who have reached 30 mpg on a regular basis, sounds like you are on the right track. With a few modifications, you can be right there with them.

nursecosmo · **Posted:** Fri Jul 11, 2008 9:47 pm

One thing to remember about modern oils is that the viscosity has very little to do with engine wear because of the crazy high film strength of Synthetics. In the past the only way to prevent metal to metal contact was with a thick oil which acted more as a cushion than a film. The bigger problem is the acid buffering and antioxidant additives of the oil. Modern oils excel here as well but they can wear out given enough time. The reason that I change my oil as often as I do (12000 miles)is because of the drop in mpg caused by the increased soot loading in the oil. One final comment which I'd also like to share is about the soot in oil. Contrary to what the oil production companies would like to have everyone believe, soot is not out enemy. The molecular properties of soot are very similar to graphite which happens to be one of the slickest substances known. Soot's drawback is that it increases viscosity thereby increasing pumping loss. Here is a nice link to a study on the lubricity of soot. http://www.encyclopedia.com/doc/1P3-287933911.html

Cowpie1 · **Posted:** Fri Jul 11, 2008 11:06 pm

geordi wrote:

typical of German design - VERY highly engineered and technically demanding.

Don't try to sell that concept to semi truck drivers with the Mercedes MBE engine in their trucks. You will either be laughed down at best or run over by them at worst. The Mercedes MBE engines in class 8 trucks have not proven themselves well. Guess that is why they are being dropped from Freightliner's option of engines. Someone took a long coffee break during the "highly engineering" process at Mercedes with that engine. Stop by the local truck stop and ask a few drivers in the driver's lounge what they think about the Mercedes engine.

dieselenthusiast · **Posted:** Sat Jul 12, 2008 3:05 am

nursecosmo wrote:

One thing to remember about modern oils is that the viscosity has very little to do with engine wear because of the crazy high film strength of Synthetics. In the past the only way to prevent metal to metal contact was with a thick oil which acted more as a cushion than a film. The bigger problem is the acid buffering and antioxidant additives of the oil. Modern oils excel here as well but they can wear out given enough time. The reason that I change my oil as often as I do (12000 miles)is because of the drop in mpg caused by the increased soot loading in the oil. One final comment which I'd also like to share is about the soot in oil. Contrary to what the oil production companies would like to have everyone believe, soot is not out enemy. The molecular properties of soot are very similar to graphite which happens to be one of the slickest substances known. Soot's drawback is that it increases viscosity thereby increasing pumping loss. Here is a nice link to a study on the lubricity of soot. http://www.encyclopedia.com/doc/1P3-287933911.html

Nicely said……………………………….......
So when are you going to add a by-pass? The by-pass will take out your soot. :wink:

nursecosmo · **Posted:** Sat Jul 12, 2008 3:23 am

dieselenthusiast wrote:

So when are you going to add a by-pass? The by-pass will take out your soot. :wink:

If I were going to add anything at all it would be a spincraft or similar centrifuge, then I would never have to change a cartrige and the particle removal is even finer than can be achived with a bypass filter. But I dont drive enough to justify the cost. I'll keep changeing my oil at regular intervals and use the old stuff for fuel.

Threeweight · **Joined:** Mon May 14, 2007 5:57 pm **Posts:** 679

Cowpie1 wrote:

geordi wrote:

typical of German design - VERY highly engineered and technically demanding.

Don't try to sell that concept to semi truck drivers with the Mercedes MBE engine in their trucks.

I suspect he's referring to the smaller passenger car engines, like the new 2.0 Pump Duse TDI in the 2009 Jettas. They require a very specific additive package in the oil, and running oils that are out of spec is a good way to ruin a cam (and a lot of other pricey stuff).

nursecosmo · **Posted:** Fri Jul 18, 2008 2:42 am

Threeweight wrote:

Cowpie1 wrote:

geordi wrote:

typical of German design - VERY highly engineered and technically demanding.

Don't try to sell that concept to semi truck drivers with the Mercedes MBE engine in their trucks.

I suspect he's referring to the smaller passenger car engines, like the new 2.0 Pump Duse TDI in the 2009 Jettas. They require a very specific additive package in the oil, and running oils that are out of spec is a good way to ruin a cam (and a lot of other pricey stuff).

The 2009 VW TDI is common rail not pump duse. They finally gave in and followed the rest of the engine manufactures and adopted the superior common rail technology which will allow them to meet US emission requirements, Now they have to pay Bosch for the fuel system again.

First Take: Mobil 1 0W-20 Advanced Fuel Economy engine oil

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