p*********e
发帖数: 32207 | 1 ☆─────────────────────────────────────☆
yeemartin (猪头) 于 (Mon Aug 17 05:10:38 2009, 美东) 提到:
看了一篇的文章
有解释为啥Shell Rotella T、Mobil Delvac这些heavy duty diesel oil的Used oil
analysis结果都很突出的原因，普通engine oil是S certification，例如SJ、SM。商
用truck engine oil是C certification， 目前是CI、CJ。C的additive package比S的
牛x很多，但有可能会不兼容乘用车上的catalytic converter。
我的G35目前就在用Shell Rotella T，摩托车下次换油也准备用这个。mobil的
synthetic motorcycle oil 1 quart 12刀，受不了。
Commercial (Diesel) Oil
The additive packages for C (commercial) certification are designed to
promote engine life. The additive packages for C rated oils contain extra
buffers and detergents to keep the engine clean and free of acids. C rated
oils are far better than S oils at holding and dispersing combustion
byproducts and other contaminants, and at not becoming acidic. Traditionally
these oils are primarily used in diesel motors, which are very expensive
and are expected to last a million miles or more. When an engine rebuild
costs $10,000 - $15,000 and puts you out of work for a week or three, you
don't mind paying a bit more for your oil. The C certification tests have
been largely developed by Mack, Caterpillar, Detroit and Cummins to provide
the additives necessary to keep these engines running a long time. The
latest commercial certification is CI-4 Plus, which includes extra
protection for high temperature high revving motors. Since it's designed for
diesel motors, they don't care about no stinkin' catalytic thingies, and
CAFE is a place where you get a cup of joe and a donut. CI-4 Plus differs
from CI-4 with higher detergent requirements and better sheer stability. The
shear stability is exactly what motorcycles need due to running the engine
oil through the transmission.
Although C standards are changed every few years, the older standards are
enhanced, not superceded. So, newer higher rated C oils are simply better
than older lower rated oils.
Although few car owners test their oil regularly, most large trucking
companies routinely do oil analysis on their diesel trucks. Used oils are
checked for viscosity breakdown, for detergent and dispersant function, and
for metal contamination that would indicate engine wear. C oils that don't
measure up are quickly run off the market place. To prevent engine wear, the
best strategy is to keep deposits off the pistons, rings, and bearings.
Therefore, diesel oils typically contain half again more detergents, double
the dispersants, and a much more expensive and robust VII package than S
type oils. If you go to an auto parts store, convenience store, or grocery
store, you'll see that there are dozens of brands of automotive oils, all
claiming to be the best. If you look at truck stops, you'll see there are
only a very few diesel oils sold, typically Rotella, Delo, and Delvac.
Trucking companies find what works for them and won't switch. They're not
interested in saving a dollar a gallon on some unknown oil.
The C certified oils are all also S certified, just as some S certified oils
are also C certified. The best C certified oils are SG, usually SH,
sometimes SJ. I don't know of a C certified oil which is SL. The best S
certified oils are CF, which is a relatively old and obsolete C standard,
and does not include the tests for high speed high temperature engines that
CG, CH, and CI have. In fact, CF oil does not meet the current factory
standards for Volkswagen or Mercedes diesel passenger cars.
The API charges serious money to test an oil and certify it. If the API
really tested the oil in their independent lab, and the oil company pays
their royalties on time, the oil company gets to display the API seal on
their product. Some smaller companies don't pay the API to test their oils
and certify them. In these cases, you won't see the API seal, instead you'll
see some words like "Meets or exceeds all manufacturers warranty
requirements. API Service SJ, SL, CF." It's up to you to decide if you trust
this manufacturer to actually test their oil themselves and tell you the
truth about the results.
文章在：
http://motorcycleinfo.calsci.com/Oils1.html
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DoomIII (HammerHeart) 于 (Mon Aug 17 08:13:57 2009, 美东) 提到:
多加S, P， Zn, Mo就是了
但是cata-converter受的了么？
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tandg (Forsaken Crabba in Arctic) 于 (Mon Aug 17 13:47:58 2009, 美东) 提到:
Been using HDEO for months. I wish I learned it earlier so that I wouldn't
waste so much on M1.
It's one of those which you want to do but won't feel much direct difference
, and IMO it's more appropriate for turbo cars which produce plenty of heat
and pressure.
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yeemartin (猪头) 于 (Mon Aug 17 14:32:37 2009, 美东) 提到:
Rotella T也有SM certification的，是完全符合gas engine标准的。所以cat的问题应该不大。
Shell ROTELLA® T I5W-40 with Triple ProtectionTM meets the requirements of:
API CJ-4, CI-4 PLUS, CH-4, CG-4, CF-4, SM, SL; ACEA E7; Caterpillar ECF-3, ECF-1; Cummins CES 20081; Detroit Diesel*; Mack EO-O Premium Plus 07; Volvo VDS-4
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TopHuang (Top+Gun) 于 (Mon Aug 17 15:06:30 2009, 美东) 提到:
http://www.lnengineering.com/oil.html
What motor oil is best for my aircooled Porsche?
(or any high performance engine)
by Charles Navarro
Last Updated 11/11/08
The purpose of proper lubrication is to provide a physical barrier (oil film
) that separates moving parts reducing wear and friction, but there are many
surfaces within an engine that operate with metal-to-metal contact, again
popular belief, that are very highly dependant on a strong and robust anti-
wear film. The top piston ring operating in sliding contact with the bore
operates in a mixed lubrication regime consisting of both boundary (metal-to
-metal direct contact) as well as hydrodynamic (oil film between moving
surfaces) lubrication. The majority of non-corrosive wear occurs where
boundary lubrication exists, especially at cam lobes, tappets, cam follower/
buckets, and rockers. Oils contain dispersants, friction modifiers,
viscosity modifiers, anti-foam, anti-corrosion, antioxidant and anti-wear
additives, all of which can affect the strength and durability of anti-wear
films. The focus of this study is on the levels of zinc and phosphorus
found in motor oils and their interactions with other additives, more
exactly, the zinc (Zn) and phosphorus (P) that makes up the anti-wear
additive ZDDP, zinc dialkyl dithiosphosphate, as the ZDDP level is causing
concern for all older engines, including aircooled Porsches, with modern
oils.
What general characteristics make motor oils specifically well suited to an
aircooled or other high performance engine? Aside from recommendations
issued by Porsche, what makes a good oil? These oils must be thermally
stable, having a very high flashpoint, low noack volatility, and must “
maintain proper lubrication and protect vital engine components under the
extreme pressure and the high temperature conditions” found in aircooled
Porsches. Porsche recommends and uses Mobil 1 0w40 as a factory fill in new
vehicles and their 15w50 has been a popular choice used by many in the
aftermarket in aircooled models. What was once considered a 'safe' oil is no
longer as many of these lubricants have been reformulated for many reasons,
not limited to allow for protection of emissions controls and for longer
drain intervals.
Even prior to the introduction of the API's SM standard, there was concern
that current API SL standards from back in 2003 may inhibit the backwards
compatibility of motor oils, specifically referring to the limitation of
ZDDP, which is "the most effective combined anti-wear and anti-oxidant
additives currently available." SAE 2003-01-1957, Effect of Oil Drain
Interval on Crankcase Lubricant Quality, Shell Global Solutions. The authors
continue to state that oils are required to provide longer protection in
severe operation but that an oils performance is "limited by environmental
considerations." Furthermore, they state that it is hard to predict the
effects of these reformulated oils in just a single oil change and may only
be evident over an engine's lifetime. It is hard to know the full extent of
the potential damage these new SM oils will have on our performance engines
so chose your lubricants carefully.
Porsche’s recommendation in hand, our initial analysis from 2005 and 2006
and from virgin oil analyses going back to the 1990s, we found that then
recent SH/SJ formulations of Mobil lubricants tested, including Mobil 1,
have had higher Zn and P content than SL or current SM formulations. Even
current "re-introduced" formulations are not the original formulations many
shops and owners were used to. Aside from reduced Zn and P levels (now
restored in certain products), many products with "adequate" Zn and P still
use high levels of Ca detergents, well documented in various SAE
publications as known for causing more wear than Ca/Mg or Ca/Mg/Na
detergents, as previously used in oils like Mobil 1 15w50, back when it was
API SH/SJ rated and prior to reformulation. This confirms the industry wide
trend of the reduction of Zn and P from motor oils and switch to Ca-based
detergents, with the eventual reduction to 0.06-0.08% or even worse, the
elimination of these additives, which are essential to an aircooled Porsche
engine's longevity.
Many Porsche repair shops have acknowledged that these newest SM and CJ-4
motor oils are not sufficient for protecting any Porsche engine. With
longevity and the protection of vital engine components in mind, many shops
are recommending non-approved motorcycle or racing oils, or the addition of
oil supplements at every oil change, for their higher levels of protection.
Oil companies have been cutting back on the use of Zn and P as anti-wear
additives and switching to alternative zinc-free (ZF) additives and ash-less
dispersants in their new low SAPS oils since Zn, P, and sulfated ash have
been found to be bad for catalytic converters. One such ZF dispersant/anti-
wear additive is boron, which does not foul the catalysts in the particulate
emissions filters or catalytic converters. For most owners, the reduction
in longevity of a catalytic converter is a small price to pay considering
the many thousands of dollars it costs to properly rebuild a Porsche engine.
It is worth noting that most Porsches have lived the majority of their
lives with high Zn and P oils as found in API SG-SJ oils as late as 2004,
and we never hear of problems with their catalytic converters.
In addition to protecting emissions controls, there are many other design
considerations in formulating engine lubricants, which include improving
fuel economy and longer drain intervals. Many believe that the EPA has
banned zinc and phosphorus in motor oils. This is not true. In response to
modern engine design and longer emission control warranties which are
required by the EPA, manufacturers have turned to reformulation of oils to
do this, as well as to improve fuel economy by reducing fiction. High
friction can result in areas with boundary lubrication or where high viscous
friction forces and drag may occur with hydrodynamic lubrication in
bearings. The use of friction modifiers, such as moly (there are many
different species of Mo-based friction modifiers, help to reduce friction in
metal-to-metal contact with the formation of tribofilms characterized with
their glassy, slippery surfaces. Lower viscosity motor oils are key to
increasing fuel economy by their reduction in drag where high viscous
friction occurs in hydrodynamic lubrication. While lower viscosities improve
fuel economy greatly, they also reduce the hydrodynamic film strength and
high temperature high shear viscosity of the motor oil, factors both of
which are key to protecting high performance engines, especially aircooled
ones.
However, it is worth noting that these new API guidelines do not need apply
to “racing,” “severe duty,” or any motor oils that do not carry an API
“starburst” seal or clearly state for off-road-use only. Motor oils
meeting “Energy Conserving I or II” standards should be avoided as well as
those with an API SM or ILSAC GF-4 classifications. The European ACEA A3/B3
"mid-SAPS" classifications, which place a cap on P levels at 0.10-0.12% but
allow for higher Zn levels, to be better in taking into consideration wear
and engine longevity, setting much lower wear limits, while still limiting
emissions and protecting emissions control devices. It is common to find API
SJ rated oils, particularly those meeting Volkswagen's stringent 505.01
standard for PD TDI engines, to also meet ACEA A3/B3 requirements. The
current ACEA A3/B3 classifications require higher high-temperature high-
shear (HTHS) viscosities, stay in grade sheer stability, and tighter limits
on evaporative loss (noack volatility), high temperature oxidation, and
piston varnish. This makes oils meeting these ACEA standards that much
better for your Porsche, especially since wear limits are much more
stringent for valve train wear, 1/6th to 1/4th the wear allowed in the
sequences for API's newest SM or CJ-4 standards. Of particular interest is
the upcoming ACEA E9 standard to supersede the API CJ-4 standard in Europe,
creating a classification for low ash oils that are low detergent and are
very effective in controlling wear in legacy engines.
Failure to use the right oil, use proper filtration, or observe proper
changing intervals can affect the performance of even the best motor oil.
This also includes changing the oil too often (needlessly bad for the
environment and your wallet) or not often enough. Against conventional
wisdom, engine wear decreases as oil ages to a certain extent, which means
that changing your oil more frequently actually causes engine wear; these
findings were substantiated by studies conducted by the auto manufacturers
and petroleum companies, leading to drain intervals increased from 3,000mi/3
months to 5,000-7,500mi/6 months in most domestic vehicles, using mostly
non-synthetic oils. Based off of extremely long drain intervals recommended
by most European manufacturers, some in excess of two years and 20,000 mi,
some users have found it best to reduce those intervals by half or even a
quarter. Porsche for the 2008MY has reduced their extended drain intervals
significantly to one year/12,000 mi, which is actually less miles than
Porsche recommended back in the 1990s with 964 and 993 based aircooled 911s.
Based on UOAs provided to us by our customers, new Porsche owners should
consider reducing their drain intervals further to no more than 9,000 mi or
one year and some shops recommend changes every 5,000-6,000 mi or six months.
Vehicles with track time or sustained high oil temperatures or RPMs should
have their oil changed after every event (or every other event). This
translates to a total of about 10 hours max, with vehicles with 12 qt or
higher oil capacities- engines with smaller capacities must be changed more
often. Vehicles subjected to very short drives or sustained operation in
heavy traffic should indeed be serviced more often. Likewise, vehicles not
driven often but driven hard a few times a year can probably go a year
between oil changes, but that doesn't mean you shouldn't use a good oil!
Regular used oil analysis is the best way to determine ideal drain intervals
for your driving habits - one good rule of thumb I have seen quoted is to
change the oil with the TBN (total base number) is reduced by 50% of the
original total (requiring you to also know your oil's virgin TBN). Another
common recommendation is to change the oil once it's TAN (total acid number)
equals the TBN. Other factors to consider are fuel dilution and shearing
out of grade when determining your drain interval. With this knowledge in
hand, using a quality motor oil with proper filtration and regular service
is the best thing to do for your engine and to protect your investment.
Any information you may receive related to this web site is provided merely
as friendly suggestions, not as expert opinion, testimony or advice. Neither
LN Engineering nor Charles Navarro endorses or sponsors any information,
products or methodologies you may find herein.
Biography for Charles Navarro
Charles Navarro is one of the founders of LN Engineering, which was started
in 2002 as a manufacturer of high performance Porsche and VW components,
including their Nickies line of billet aluminum nickel silicon carbide (NSC)
cylinders. LN Engineering also offers custom ARP hardware, JE Pistons, and
R&R Pro Connecting Rods and is partnered with Jake Raby of Aircooled
Technology for their efforts in research and development. This also includes
years of joint testing in the field of lubricants as well as flat tappet
cams and lifters in an effort to resolve years of unexplained cam and lifter
failures that coincidently started around the time the API SL standard was
introduced. Rather than considering that it was a lubricant related issue,
we focused on the lifters themselves and in partnership with Schubeck Racing
, developed ceramic composite lifters which were excellent in eliminated cam
and lifter failures and wear entirely. Not until Schubeck Racing went out
of business and the supply of lifters disappeared, did we return to
evaluating conventional lifters and cams. To learn more about the ceramic
composite lifters we one sold, click here. Through careful evaluation of
material, surface finish, and cam and lifter radius and taper was Aircooled
Technology able to find an adequate solution. Not outright failure, but high
wear was still a big problem using a popular 20w50. Not until we started
evaluating lubricants, did we find that the oil used was just as important
as all the other considerations made. For Aircooled Technology, Brad Penn
was the wear solution and is required for all their engine kits and turnkey
engines, right from the start. LN Engineering and Aircooled Technology have
since tested many lubricants for their real-world as well as on-the-dyno
performance for both wear and horsepower. Brad Penn still remains Aircooled
Technology’s #1 choice in lubricant for their customers.
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yeemartin (猪头) 于 (Mon Aug 17 15:14:29 2009, 美东) 提到:
新的SM、SL标准机油在high performance engine上的效果不如90年代的SH、SL机油。
环保原因，新标准里zinc之类的添加剂少了很多。
film
many
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TopHuang (Top+Gun) 于 (Mon Aug 17 15:23:25 2009, 美东) 提到:
Quoted:
"Can I use a diesel oil like Rotella to break in my engine?
Many cam manufacturers have recommended Rotella T in the past for cam break
in. Remember, this was the CI-4 Rotella T some manufacturers were
recommending, not the new CJ-4 Rotella. Be advised that we do not recommend
the continued use of the new CJ-4 Rotella T for cam break-in or any other CJ
-4 oil for this purpose. Additionally in support of this position, magazines
such as Fleet Equipment, in one such article "Focusing on Oil," stated that
CJ-4 oils should only be used in 2007 and later diesel engines and that
earlier diesel or mixed fleet engines should remain on CI-4 oils. "
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TopHuang (Top+Gun) 于 (Mon Aug 17 15:24:01 2009, 美东) 提到:
"
The more detergent an oil is, the more anti-wear additives are needed. That
means the correct amount of Zn and P in any given oil is a moving target.
More recently, in the development of the IIIG sequence, developers went so
far as to say that there was no need for the VD and VE sequences for testing
of OHV (overhead valve) engines because these engines are not commercially
available as new anymore and do not reflect the needs of more modern engines
. In a SAE paper titled "How Much ZDP is Enough?" from 2004, the resulting
trend of decreasing phosphorus is as a direct result of observations that
modern engines, with lower spring pressures and lighter vavletrain,
including multiple intake and exhaust valves, seems to require only .03% Ph
to prevent wear. It was further documented that by increasing to 180 lbs of
spring pressure with a .03% ZDP resulted in 267 mil of wear where with .05%
ZDP concentration tests resulted in 26 mil of wear. That same .05% oil with
just 205 lbs of pressure resulted in 153 mil of wear, requiring .095% ZDP to
reduce wear, resulting in just 16 mil. The ZDP requirements of a motor oil
are directly proportional to valvetrain spring pressure. Most older SOHC and
pushrod aircooled Porsche engines have significantly more pressure, as a
stock street pushrod Porsche 356 or 912 engine exceeds these levels of
spring pressure compared to the levels of pressure on modern engines, for
which oils are tested for.
Newer oils will continue this trend, leaving older engines with fewer and
fewer choices for motor oils compliant with the requirements of these older
valvetrain, hence our recommendations for using oils with higher levels of
ZDDPs as substantiated by earlier testing sequences and the results on
engines similar to our older aircooled Porsches.
What motor oils had the 0.12% levels of zinc and phosphorus recommended?
The current API standard is SM, and calls for 0.06-0.08% Zn and P.
Here are the running averages for all the oils tested thus far, listed by
their API rating:
API P (ppm) Zn (ppm) B (ppm) Mo (ppm) Ca (ppm) Mg (
ppm) Na (ppm) Total Detergents
SE-SJ 1301 1280 151 357 1936 293 214 2443
CI-4 1150 1374 83 80 2642 199 2840
SL 994 1182 133 273 2347 109 22 2479
CJ-4 819 1014 26 2075 7 2082
SM 770 939 127 122 2135 13 139 2287
I do not recommend the use of any SM or CJ-4 motor oils in any aircooled
Porsche, or any vehicle that can benefit from the added anti-wear additives
such as pre-ODBII vehicles. If your vehicle is designed to use these newer
oils or if your vehicle requires a manufacturer approved oil and is still
under warranty, always follow your manufacturer's recommendations! "
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TopHuang (Top+Gun) 于 (Mon Aug 17 15:25:06 2009, 美东) 提到:
more in the post
"
Can I use a diesel motor oil in a car?
The newest CJ-4 formulations are now limited in the amounts of Zn and P
allowed, compared to the CI-4 formations most users are familiar with. If
the oil says CJ-4 or LE or "Low Emissions", even if it also lists CI-4 or
CI-4+, more than likely it conforms to the new, lower levels, and should be
avoided unless you have a 2007 and later diesel which requires these oils.
The verdict is still out in my opinion on the performance of a CJ-4 oil in
our application. If you choose to use a diesel or mixed fleet oil, stick to
an a CI-4 rated oil. Nowhere should the oil say for emission system
protection or for use in engines equipped with particulate emissions filters
. Swepco 306 15w40 is one such example of an extraordinary diesel oil we use
in our performance engines. Swepco 306 has a healthy dose of boron and moly
also for additional ant-wear response. Although difficult to find, earlier
CF-4 or CH-4 rated diesel oils have similarly high levels of Zn and P but
are less detergent.
Worth noting, CI-4 diesel motor oils tend to have more detergents, and it
has been determined in the SAE paper "Oil Development for Nascar" that
overly detergent motor oils can block or "clean" the anti-wear films off of
engine parts, that is one reason that these oils usually have high levels of
anti-wear additives. SAE Technical Paper Series 2007-01-3999, Modern Heavy
Duty Engine Oils with Lower TBN Showing Excellent Performance, also show
that low detergent packages increase the effectiveness of film formation,
just as in racing oils tend to have less aggressive detergent packages,
which is another reason many be to consider a racing oil versus a diesel oil
for your engine. The new ACEA E9 specification will be for a low Zn and P (
ash) oil with low TBN, building upon this relationship to ensure that wear
protection is not sacrificed for improved detergency or longer drain
intervals."
...
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TopHuang (Top+Gun) 于 (Mon Aug 17 15:32:48 2009, 美东) 提到:
符合SM的基本就是被和谐过的，好处不大，呵呵
应该不大。
requirements of:
ECF-1; Cummins CES 20081; Detroit Diesel*; Mack EO-O Premium Plus 07; Volvo
VDS-4
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yeemartin (猪头) 于 (Mon Aug 17 15:41:20 2009, 美东) 提到:
source很多，wiki上说Rotella T 的zinc、P浓度比SM标准高。
Shell也宣称CJ-4的油比原来CI-4的油抗磨性能好，即使zinc、P浓度降低了。
Both the multigrade conventional oil (10W-30 and 15W-40) and the synthetic
SAE 5W-40 meet the newest API certification of CJ-4/SM.
Shell is marketing their new CJ-4/SM oil as "Triple Protection," meaning it
provides enhanced qualities for engine wear, soot control and engine
cleanliness. Shell's Rotella website indicates that on-road testing confirms
the new Triple Protection technology produces better anti-wear
characteristics than their existing CI-4+ rated Rotella oil. This is
achieved despite a lower zinc and phosphorus additive level as called for by
the API CJ-4 specification. (The 15W-40 Rotella T with Triple Protection
oil has approximately 1200 ppm of zinc and 1100 ppm phosphorus at the time
of manufacture.)
Volvo
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yeemartin (猪头) 于 (Mon Aug 17 16:04:44 2009, 美东) 提到:
貌似SM标准给的是zinc、P的最低值，高于这个值好像也是可以的。
找到了一个source：
I e-mailed Shell and asked what the levels of zinc and phosphorus are for
the 15W-40 Rotella T with Triple Protection. The answer:
"Shell Rotella T Multigrade Oil SAE 15W-40 with Triple Protection Technology
, our API CJ-4/SM specification product, typically contains about 1200 ppm
zinc and 1100 ppm phosphorous as manufactured."
Here are the running averages for all the oils tested thus far, listed by
their API rating:
API .... P (ppm)...........Zn (ppm)
SE-SJ... 1301 ..............1280
CI-4 ... 1150 ..............1374
SL............ 994.................1182
CJ-4 .... 819 ................1014
SM ..... 770 ................939
即使标SM的rotella T，zinc、p的含量还是相当的高（比旧CI-4标准低不了多少），比
普通SM的机油高50%以上了。
Volvo
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TopHuang (Top+Gun) 于 (Mon Aug 17 18:33:19 2009, 美东) 提到:
这个文章稍微有点旧，文中提到的CI-4和SL其实都挺不错的
不过现在新的CJ-4和SM表中都提高了环保要求，影响了润滑功效
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TopHuang (Top+Gun) 于 (Mon Aug 17 18:35:38 2009, 美东) 提到:
如果真是这样，那是挺不错的
不过好像很多老美很推崇Amsoil的油，我自己没用过
it
confirms
by
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snowslope (雪坡) 于 (Mon Aug 17 21:34:06 2009, 美东) 提到:
除了贵，好像没看出好在哪儿的
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snowslope (雪坡) 于 (Mon Aug 17 21:39:42 2009, 美东) 提到:
看风格像bobistheoilguy上的，说实话我觉得passenger car真没必要worry这些，人
diesel truck都开几百万mile的，普通的passenger car上20万都屈指可数，买菜车用
最便宜的dino, performance car用HTHS符合厂家标准的就足够了。
我有一段时间特别爱看BITOG，后来觉得他们就像走火入魔一样，搞那么多的UOA，VOA
，结果究竟怎么解释，跟本没有权威的说法。唯一可以确定的受益人就是black stone
lab, 肯定多接了不少单子。
摩托rev比较高，可能区别会很大，这个我不清楚
Technology
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yeemartin (猪头) 于 (Mon Aug 17 21:43:48 2009, 美东) 提到:
恩，其实喜欢车的都有一定的偏执症了。
VOA
stone
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TopHuang (Top+Gun) 于 (Mon Aug 17 23:30:52 2009, 美东) 提到:
呵呵，看了这么多决定从M1 0w40跳到Castrol Syntec 5w40，符合SL(不符合SM), 润滑
好，porsche approved, 不损cat.虽然Walmart没有，但是autozone有货
"Possible choices for Porsche-approved lubricants readily available in the
US that are still API SL rated as of July 2008 are Kendall GT-1 5w40 Full
Synthetic and Castrol Syntec 5w40; both oils have similar flashpoints to
Mobil 1 and have higher HTHS viscosities than M1 0w40 because of their being
5w40 oils. There are other approved oils made by other European lubricant
manufacturers that are of excellent quality, but can't be found at your
FLAPS like the two listed above."
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weatherx (贫农--砖头党，金牌小密探) 于 (Tue Aug 18 00:48:41 2009, 美东) 提到:
in my experience amsoil does have very good cleaning capability.
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yeemartin (猪头) 于 (Tue Aug 18 04:19:38 2009, 美东) 提到:
5w-40的机油都很好。因为要达到这么稳定的粘度，肯定大部分成分是高价的group IV
的base oil。
再加上40的粘度，油膜强度也高，HTHS牛。
being
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TopHuang (Top+Gun) 于 (Tue Aug 18 18:56:58 2009, 美东) 提到:
a bit more info
http://www.turboflatsix.com/oil-recommendations-our-t71p9.html
quoted
"
Hi,
KPG - Kevin, Delvac 1 ESP 5W-40 is the lastest version - it IS what you want!
It is a Group 4/5 lubricant
Shell's Rotella T synthetic 5W-40 is an excellent product too
It is a Group 3 lubricant
Of the two and IMHO the Delvac 1 ESP lubricant will likely perform the best
in real terms but both are excellent!"
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yeemartin (猪头) 于 (Tue Aug 18 19:45:53 2009, 美东) 提到:
source太多乐，呵呵。
want!
best
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TopHuang (Top+Gun) 于 (Tue Aug 18 23:15:22 2009, 美东) 提到:
hoho, i had enough, so much for engine oil
that's it, Castrol Syntech 5w40 for my ctt, M1 high mileage full syn 10w30
for my tj
http://www.lnengineering.com/oil.html
"Another popular oil highly recommended on the Rennlist forums has been the
Mobil 1 Truck and Diesel 5w40 that was an excellent choice up until May 2008
, when it was "reformulated" to meet the standards of new diesel engines and
hence, is not an API SM/CJ-4 rated oil. As I have stated previously, I don'
t have the same faith in backwards compatibility of these reformulated
products because there just is not the evidence that they will do the same
job over the long haul. To this effect, many fleet service related
publications still recommend using SL/CI-4 oils in vehicles without
particulate emissions filters, leaving the new reformulated oils only for
those engines absolutely requiring these low Zn/P oils." |
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