Sorry guys, I know it's been like a broken record, but now that some time gone by has anybody got comments on using newer stuff with less zinc and phosphor on older engines. I've been running amsoil (1400 ppm zink) for few years now and don't have any problems with it other than price and the way you got to get it if you want a half a.. deal on it. Plus I don't put enough miles on it a year to justify it anymore. Called Cummins and they use Valvoline Premium Blue in just about anything and it replaces all of the older stuff. Guy said it had 1200 ppm of zinc in it and was plenty for flat tappets, price at cummins was $14.50 a gallon. Then I called Delo and talked with their support guy and was told that their Delo 400le 15w40 is one of the best and they have billions of miles to prove it. Zinc was 1300 ppm, and price is $29 for 2.5gal at Walmart. I hear some guys run ether oil and put some zddp additive also, but not sure if it's even needed if both places told me their oil is fine the way it is. I was thinking I can still run amsoil bypass filter and change it once every 2 years and use fleet guard LF16035 for full flow. Also there is a fleet guard LF9028 that has full flow and bypass in one if I decide to get rid of amsoil bypass. Let the steam roll. Thank you all.

Edited September 22, 20159 yr by Dieselfuture

cSt at 100°C should be very close as they are both 40 weight oils when hot.

T6 is rated at 14.2 and AME at 14.5... Seems about right on the UOA.

At 40°C the T6 is 87 to AME's 98.4 so we are starting to see the 5w vs 15w spread.

Because they are a 5w vs a 15w the cold tests are 10° C off, but at -30°C the T6 is a bit thicker than the AME at -20°C. The pour point on the T6 is 2°C colder than the AME at -40°C. Both will do well in the subzero temps. 15w conventional oil will not do well subzero.

Bet the AME is loaded with PAO or a group 4 base stock?

Group IV.

Just put this Altorfer oil in my truck with new Donaldson full flow and overfilled oil a bit and then flushed my year old bypass filter, still flowing good oil. Took about 2 quarts to flush it half way clean, called it good. Truck seems to run fine and if anything it seems quieter. I'll drive it for a month or so and do another sample, see if TAN goes down like they said it should.

Just put this Altorfer oil in my truck with new Donaldson full flow and overfilled oil a bit and then flushed my year old bypass filter, still flowing good oil. Took about 2 quarts to flush it half way clean, called it good. Truck seems to run fine and if anything it seems quieter. I'll drive it for a month or so and do another sample, see if TAN goes down like they said it should.

I would try the company AH64ID mentioned.

What's the big difference between Calcium vs Magnesium for keeping soot in suspension? Looks like Amsoil and Rotella are using more calcium and Cat oil is using both. I'm guessing it's to keep soot in suspension, and maybe acting like detergent too.

 

Ok so after about 200 miles I took another sample to see if TAN came down. Well looks to be about same if not higher. But TBN zink and phosphorous looks pretty good, almost like amsoil did. So I think their equipment is faulty for reading TAN because even new rotella was high. 

QRE which spec oil is superior, all one has to do is reference the manufacturers tests.  

Note the ISB test that is specific to CJ4 oils to ensure proper valve train lubrication.

 

CJ4 oils have been around nearly 2 and a half times longer than the CI4 spec. When CJ4 was introduced it was widely anticipated that a new oil would be needed for the 2010 update. That wasn't the case.

 

CI-4 PLUS vs. API CJ-4 Diesel Engine Tests

API CI-4 PLUS	API CJ-4	Diesel Engine Test	Measured Parameters	Fuel Sulfur Content		Comments
				500PPM	15PPM
	X	CAT C-13	Oil consumption and piston deposit control, iron piston		X	New test, with closed crankcase ventilation
X	X	CAT IN	Oil consumption and piston deposit control, aluminum piston	X		Aluminum piston
X	X	Cummins ISM	High temperature sludge, soot-related wear, filter plugging	X		Replaces MII EGR
	X	Cummins ISB	Valve train wear		X	New test
X	X	Mack T-11	Soot-related viscosity control	X		Higher discrimination level
	X	Mack T-12	Ring/linear wear, bearing corrosion		X	New test
X	X	GMRFWT	Soot-related wear	X		Status quo
X	X	Navistar 7.3 L	Aeration	X		Status quo

Also for those that are interested, some pretty good info on the new PC11 oils

 

http://www.chevronlubematters.com/category/industry-matters/pc-11/#sthash.k99TxPMu.M9Z5cjhS.dpbs 

Edited October 18, 20159 yr by diesel4life

I think I might of found my new oil company and they are local somewhat to me. http://www.cen-pe-co.com/Products/Engine Oil.html

Anybody ever heard of them? 

here are some specs, http://www.cen-pe-co.com/Product Data/S-3 Engine Oil.pdf

I'm thinking of s3 15w40 oil looks like 1600 ppm of Zink 1475 of Phosphorus, 14TBN, good to -20 pour point, and ash is 1.5 not sure if it's needed with 15ppm fuel. Cost is about 18.30 a gallon. 

Edited October 21, 20159 yr by Dieselfuture

Talked with their rep and got some more info on oil and fuel additive. It makes since to me now that oil is never at 0 TAN when new, so that's why this CAT lab i've been using had TAN levels above 3 most of time, they say most of new oils will have 2.5-3.5 of TAN to begin with and if you sample VOA then you just look at it again after some time and if TAN barely moved then there is nothing to worry about. So if your oil was at 3 TAN new sample (VOA) and 12 TBN and after 1k it shows 3.2 TAN and 11.8 TBN then there is nothing wrong, you only moved .2 and most allow 2 points before you would worry about it.

Now they also sell fuel additive that supposedly (350 HFRR) in a ball park. But the rep did say that 2% BIO was best.