skellyman

How often do you check oil specs ? They do it often here: Home About Us Methodology Contact Us January 2015 Click Bottles Below for Data and Assessments SAE 15W-40 TEST RESULTS Test Results for HDEO Motor Oils CLICK BOTTLES FOR DETAILS Chevron Delo 400LE Mobil Delvac 1300 Super Castrol GTX Diesel Warren Oil Lubriguard Pep Boy's Proline Motorcraft Diesel Motor Oil PHYSICAL TESTS (click test for details) Standards (a) TBN, mg KOH/g, (ASTM D2896) 8.86 11.00 8.38 10.02 11.04 8.30 Viscosity @ 100ºC, cSt, (ASTM D445) 12.5 to <16.3 15.33 14.67 14.84 15.39 15.32 15.02 Viscosity @ 40ºC, cSt, (ASTM D445) 124.26 106.85 112.34 114.82 114.32 114.16 Viscosity Index (ASTM D2270) 128 142 136 141 140 137 Viscosity @ -20ºC mPa s (cP) (ASTM D5293) 7,000 Max 6,373 5,915 6,088 5,583 5,161 6,162 NOACK volatility, mass % loss, 1 hr, @ 250ºC (ASTM D5800) 13 Max (d) 12.5 11.3 11.8 13.2 11.0 13.2 ELEMENTAL ANALYSIS-b,c Additives Calcium, ppm 1,521 1,308 2,361 1,192 1,255 2,323 Magnesium, ppm 384 860 7 867 1,286 7 Phosphorus ,ppm 1,250 max 1,157 1,002 1,111 1,155 1,215 1,102 Zinc, ppm 1,273 1,116 1,185 1,287 1,363 1,190 Molybdenum, ppm 92 50 2 43 47 <1 Barium, ppm <1 <1 <1 <1 <1 <1 Additive and/or other Boron, ppm 557 73 7 3 3 3 Silicon, ppm 6 8 5 6 7 4 Potassium, ppm <5 <5 <5 <5 <5 <5 Manganese, ppm <1 <1 <1 <1 <1 <1 Titanium, ppm <1 <1 <1 <1 <1 <1 Copper, ppm <1 6 <1 <1 <1 <1 Sodium, ppm <5 <5 <5 <5 17 <5 Vanadium, ppm <1 <1 <1 <1 <1 <1 Contaminants Silver, ppm <1 <1 <1 <1 <1 <1 Aluminum, ppm 3 1 <1 <1 <1 2 Chromium, ppm <1 <1 <1 <1 <1 <1 Iron, ppm 2 1 2 <1 <1 1 Nickel, ppm <1 <1 <1 <1 <1 <1 Lead, ppm <1 <1 <1 <1 <1 1 Antimony, ppm <1 <1 <1 <1 <1 <1 Tin, ppm <1 <1 <1 <1 <1 <1 a- Standards, shown in black, are established by API, SAE and others. b-Test Method used for metal analysis is ASTM ASTM D5185. c- ASTM D5185-09 Reproducibility by Element. d- This specification is expressed to two significant figures, therefore results up to 13.5 are considered on specification. "n/a" - Not applicable. Copyright © 2015 Petroleum Quality Institute of America, LLC. Copyright 2015 Petroleum Quality Institute of America, LLC. All rights reserved Home | Main | Quality Checks | About Us | News | Quality Audits | Specifications and Standards | Terminology | Testing | Resource Room | Commerical Automotive | Consumer Automotive | Industrial Lubricants | Contact Us

Of the oils you listed Mystik would be my 1st choice , Super-Tech next , then the Traveler oil. Any of these would be a great choice, price would be a deciding factor from there. I spent many years in the oil industry and know all these oils well.

Could it be the person inputting the info did a typo, one is a BLK wall tire other is RWL ? Possible both are really a E range tire.

We have a station close posted 2.64 for on road #2 winterized fuel . Just outside the K.C., Mo area.

Here we go more on the pc11 oils. Labels Debated for PC-11 Oils BY STEVE SWEDBERG • DECEMBER 17, 2014 SAN DIEGO -- Last week, the New Category Development Team took up the ticklish issue of how to label the coming diesel engine oil upgrade for consumers. The upgraded category, known as PC-11, will need two distinct names under the American Petroleum Institute’s licensing system. One could follow the familiar API C series, but the other version must be flagged clearly as a fuel-economy specification for the latest-model engines -- not for existing and older heavy-duty diesels. Convening here Dec. 9 during the ASTM Committee D2 meeting, the oil’s development team, chaired by Dan Arcy of Shell, was reminded that prior categories posed less difficulty since their viscosity grades were in alignment with traditional SAE J300 viscosity limits. However, PC-11 presents a fresh dilemma since it will be two categories in one. “PC-11A” will be the normal engine oil, totally backwards compatible with earlier API categories. This version is likely to be called API CK-4, succeeding the current API CJ-4 category. Its cousin “PC-11B” will have a lower high-temperature, high-shear rate (HTHS) viscosity to offer some improvement in fuel economy. However, there is likelihood that it may not be fully backwards compatible as preferred under API’s Engine Oil Licensing and Certification System, so PC-11B oils cannot simply take up the next letter in the API C sequence. The naming issue has been discussed for over a year, with several means proposed for differentiating the two oil subcategories. One early proposal came from EMA, the Truck and Engine Manufacturers Association, which asked that each version have improvements in oxidation stability, aeration and shear stability. The major difference between the subcategories is their HTHS limit. For SAE 10W-30 viscosity oils, HTHS viscosity will be set at a minimum 3.5 centiPoise for PC-11A, and at a lighter 2.9 to 3.2 cP for PC-11B. The oil industry has expressed concern that there is insufficient difference -- just 0.3 cP -- between the PC-11A and PC-11B HTHS specifications to allow for a reasonable blending tolerance when making the finished oils. Retailers have also voiced concern over having two versions of the same viscosity grade on their shelves. Although SAE 10W-30 oils currently represent a small percent of North America’s heavy-duty engine oil sales -- about 6 percent, according to the additive company Infineum USA -- sales are growing rapidly as more engine manufacturers recommend this grade to capture fuel economy benefits. EMA confirmed that ACEA (which writes oil specifications for European vehicles) was setting the HTHS limit for XW-30 multigrade oils at 3.2 cP to assure fuel economy. There are no general data supporting this viscosity; however, Volvo Powertrain has data demonstrating a benefit, and has incorporated 3.2 cP HTHS in its own Volvo engine oil specification. The New Category Development Team had requested guidelines from the API Lubricants Group for naming the two sub-categories. The Lubricants Group responded that for the high HTHS version (PC-11A), it was comfortable with the category name API CK-4. For the low HTHS version (PC-11B), the discussion centered on how to establish an “evergreen” aspect for future categories. Criteria for oil marketers included minimizing the number of characters that must be displayed, while maintaining a distinct difference between PC-11A High Vis and PC-11B Low Vis. The API Lubricants Group also preferred to see an evergreen name or symbol and asked that the low-viscosity oil not sound like the high-vis oil. After testing several naming options within the NCDT, agreement was reached on the following system: PC-11A oils are to be designated as API CK-4, while PC-11B oils would be designated as API FA-4. In addition, an “H” or “L” would be added to the SAE XW-30 viscosity grade to clearly differentiate the fuel economy (L) and non-fuel economy (H) sub-grades. The following are proposed API service symbols demonstrating how the marks would look. API's Lubricants Group will need to approve the designations as well. PROPOSED SERVICE SYMBOLS The question of having SAE XW-30 in both H and L versions was presented by Dan Arcy to the SAE J300 Engine Oil Viscosity Classification Task Force the following day, to weigh its concurrence with the concept. The J300 Task Force responded that it was an acceptable proposal, provided there was broad market support for it. SAE also would have to vote to modify its J300 standard to incorporate the L and H definitions before the proposal could be finalized. The New Category Development Team is made up of representatives from API, EMA and the American Chemistry Council (which represents additive companies). It also invites input from JAMA, ILMA, ASTM, SAE International and Europe’s CEC to help manage the engine oil development process, following a consensus process. RELATED STORIES ACEA 2010 Sequence Expires Dec. 22 BY • DECEMBER 3, 2014 OEMs Press on Heavy-Duty Upgrade BY STEVE SWEDBERG • OCTOBER 8, 2014 HDMO Upgrade Shifts into 2017 BY LISA TOCCI • SEPTEMBER 24, 2014 More Delays for PC-11 and GF-6? BY STEVE SWEDBERG • JULY 1, 2014 More

One product I have heard great things about is KREEN , use it with any oil , it will clean out a engine or pan. Be sure to change filters about 500 miles apart after the use of this product.

Stick with the 10 ply tires , less expensive in the long run. Just my .02 cents worth.

North American Ultra Low Sulfur Diesel Fuel Properties Engine manufacturers support the introduction and use of ultra low sulfur diesel (“ULSD”) fuels (i.e., fuel < 15 ppm sulfur) having uniform properties. Specifically, the Engine Manufacturers Association recommends that, at a minimum, all ULSD fuel distributed in North America meet the requirements of ASTM D 975, as well as the following additional performance requirements: (i) Cetane. Using ASTM D 613, ULSD fuel should have a minimum cetane number of 43. Although ASTM D975 currently requires a minimum cetane number of 40, EMA has asked ASTM to revise the standard to require a minimum cetane number of 43. EMA and its members believe such an increase will improve the sociability aspects of diesel fuel performance, such as white smoke, engine starting and engine combustion noise. (ii) Lubricity. Regardless of the fuel sulfur level, ASTM D975 currently requires lubricity specified as a maximum wear scar diameter of 520 micrometers using the HFRR test method (ASTM D6079) at a temperature of 60°C. Based on testing conducted on ULSD fuels, however, fuel injection equipment manufacturers have required that ULSD fuels have a maximum wear scar diameter of 460 micrometers. EMA recommends that the lubricity specification be consistent with the fuel injection equipment manufacturers’ recommendation. (iii) Thermal Stability. ASTM D975 does not include a specification for thermal stability; however, the standard does include thermal stability guidelines for normal and severe use. For severe use, the guideline indicates that fuel should have a minimum of 80% reflectance after aging for 180 minutes at a temperature of 150°C when tested per ASTM D6468. EMA recommends that this severe use guideline for thermal stability apply to all diesel fuels. The requirement is particularly important with respect to ULSD fuels, however, inasmuch as the natural thermal stability of diesel fuel is expected to decrease as sulfur is removed during the refining process used to produce these fuels. (iv) Oxidation Stability. ASTM D975 does not include a specification for oxidation stability. EMA recommends that all diesel fuel, regardless of sulfur level, provide a maximum of 10 g/m3 sediment level when tested per ASTM D2274. It is particularly important that ULSD fuels meet the requirement inasmuch as the natural anti-oxidation properties of diesel fuel are expected to decrease as sulfur is removed during the refining process. Finally, in considering ULSD fuel properties, it also is important to recognize the need to maintain the cleanliness of ULSD fuel from the time it leaves the refinery until it is delivered to the vehicle. Use of a filter smaller than five (5) microns at the point where the fuel is dispensed into the vehicle helps to assure the needed cleanliness. August 18, 2005

Looks good, what filter did you use ?

As far as a winter blend , just add 2-cycle TCW-3 oil and forget it , for Bio fuel look at National Bio-fuels web site , they have a drop down menu shows state by state or via Hwy route.

Ah..... the monkey fur dash , reminds me of my youth , wait do I still remember back that far ? Some days yes, as to the Dashcap I learn to the LMC replacement.

Nice and neat !

From another source we see: About PC-11 There is a new heavy duty diesel engine oil category on the way. PC-11—the PC stands for proposed category—offers performance features beyond the current API CJ-4 engine oils. The American Petroleum Institute (API) and Diesel Engine Oil Advisory Panel (DEOAP), acting on a request by the Engine Manufacturers Association (EMA), are developing the new category. First licensing by API was proposed for introduction in 2016 in the formal request; however, that could be pushed back to 2017. A number of factors drive PC-11, including the need for: Fuel efficiency contribution from the engine oil Improved oxidation performance Improved engine protection from aeration Engine oil shear stability protection Bio-diesel fuel compatibility/protection and engine liner scuffing were dropped from the PC-11 specification, but remain industry concerns. Before first licensing, engine manufacturers, oil marketers and additive companies will work together to develop the PC-11 performance category, document improved performance features and ready these new oils for the marketplace. HDDEO.com has been designed to be your source for the latest news and discussion on this new category and its impact on the industry. Lubrizol is actively involved in all aspects of developing the PC-11 performance category, and we will make sure that you are aware of industry progress, each step of the way. Published on August 27th, 2014

Advancing Heavy Duty Engine Oil (HDEO) Technology Over the past two decades, advancement in HDEO has been driven by the ever more stringent emission legislation. Fuel economy was not given as high of a priority as reducing emissions, however, with an increase in fuel prices the equation has changed. Fleet owners and operators have increasing demands, so it is clear that maintaining the status quo for heavy duty engine oils is not an option. Future engine oils will need to address a broader spectrum of performance criteria. Rather than simply enhancing CJ-4 technology for the new PC-11 products, Oronite has been applying our HDEO expertise towards a new approach. Let’s take a look at two key opportunities that exist for PC-11 in North America: Lower Viscosity Grades Previously users were reluctant to move away from the tried and true API 15W-40 viscosity grade, but there is growing receptiveness to lower viscosity grades. This includes grades that have been traditionally used in passenger car engines, such as 10W-30 and even 5W-30. Lower Phosphorus Levels To avoid misapplication of viscosity grades, API has decided that diesel engine oils, most of which are formulated close to the maximum 0.12% phosphorus limit in the API C specification, can no longer add the API S gasoline engine claim. Gains in Fuel Economy Shouldn’t come at the Expense of Wear Protection The market wants to move to lower viscosity grades and maintain all the capabilities that current diesel engine oils exhibit. This includes wanting universal applicability in both diesel and gasoline engines and the robustness that is required for extended drain capability and engine durability. To meet the challenging demands of tomorrow’s diesel engine oils, Oronite is taking a new approach. We know that fuel economy can be improved by reducing viscosity alone, but are going a step further by challenging ourselves to deliver differentiated performance in both fuel economy and wear protection for both older and newer engines. Oronite has designed a low friction DI system spearheaded by our unique patented friction modifier for heavy duty engines. This friction modifier was developed specifically to deliver enhanced fuel economy beyond reducing viscosity. Other new components complement the system by delivering wear protection at lower viscosity and phosphorus levels. For more information, please read our article in Compoundings Magazine. This is information one of my friends sent me.

So... over the last few weeks I talked to some friends still active in the oil industry, their thinking the Diesel engine market will see oils lighter yet, driven by CAFE standards just like the car (gas engines) have seen the move to lighter oils. With the coming PC 11 oils we will see 2 very different sets of oils , one class for older engines and the lighter oils for newer smog engine diesels trying to make specific mileage claims. Just boggles my mind , I remember when multi-grade diesel oils first came on the market , we had a very hard time changing people over from SAE 20 , 30 , 40 and yes a few used 50 oils to the new 15W40 oils , so just how hard will it be to convert people from 15W40 to 10W30 , 15W30 or even 5W30 diesel oils ? Comments ??

THE FIRST OF ITS KIND Delo® 400 SD SAE 15W-30 is a new kind of motor oil. It is formulated with ISOSYN technology and specifically engineered to protect engines under the Severe Duty conditions faced by so many of today’s operators, on and off road. HOW IT HELPS Every day, you’re solving problems to keep your equipment performing and your customers happy. On today’s highways, stop and go driving, hot shut-downs and heavy loads expose your truck’s engine to Severe Duty. Off road, it's the everyday challenge of dirt and dust, cycling between fully loaded and no load applications, long hours and little idling. Delo® 400 SD SAE 15W-30 is engineered for Severe Duty protection in on road and off road to provide these benefits: Exceptional oxidation and deposit control to minimize unplanned maintenance Improved fuel economy over SAE 15W-40 in Class 6 trucks in stop and go applications Wear protection for longer engine life. So...... has anyone seen this on the shelf yet ??

Not a thing wrong with that , I pickup a few things there.

So........ where did you source the replacement parts ? Agco/Massey or Detroit ? Or..... was it the local parts house ?

Rancherman I know what you say , you can always hope the liberal tree huggers notice the GIANT blades killing a protected bird and then demanding the project being shutdown.

A Agco or Detroit dealer should be able to tell you, Detroit now owns Perkins .

The Luberfiner is a ok brand , their quality may be a little better since Fram took them over. My personal choice would be Fleetguard 1st Donaldson 2nd. , though I know people who have used Luberfiner with good results.

The dealer cannot void the warranty , only the Mfgr. and only if you exceed the tow rate for the vehicle.

Found a great old article to share. Why You Should Sample and Test New Oil Loren Green, Noria Corporation Tags: lubricant sampling Recently, I have visited several plants with oil analysis programs that have ranged from non-existent to fairly robust. The common problem in all of them was that there was no sampling or testing of new oil receipts. This is critical for several reasons, such as to ensure that the oil received is the oil ordered, to establish a baseline for subsequent testing and monitoring of the oil condition, and simply to verify lubricant cleanliness. It is essential to fully understand each of these important issues. Ensuring the Lubricant Received is the Lubricant Ordered This may involve a simple viscosity comparison or a complete elemental analysis to ensure that the additive package meets the application’s requirements. At the very minimum, a viscosity comparison should be performed. In his “Should New Lubricant Deliveries be Tested?” article for Machinery Lubrication, Jim Fitch references an audit performed by the American Petroleum Institute (API) in which 562 motor oils were tested. The results were as follows: 4 percent of the motor oils were classified as having standard deviations (one out of every 25 oils tested). Many had the wrong concentration of additives, while others failed to meet low-temperature specifications. 16 percent were classified as having marginal deviations (one out of every six oils tested). Assuredly, technology has advanced since this study in 2001, but as the article explains, “Lubricants are blended by humans. They are inspected by humans. They are transported and packaged by humans. They are labeled by humans. When it comes to humans, there is one inalterable constant - we make mistakes.” 5 Tips for Setting Target Cleanliness Levels Set targets for all lubricating oils and hydraulic fluids. Use vendor specifications as ceiling levels only. Set life-extension (benefit-driven) targets. Consider the machine design, application and operating influences. Make it a personal decision because you as the machine owner are the one paying the cost of failure, not the machine supplier, oil supplier, filter supplier, bearing supplier or oil analysis lab. It has been said that the industrial world rides on a lubricant film between 1 and 10 microns. This film thickness is determined by the speed of rotation, the load on the elements and the lubricant’s viscosity. Lubricants are purchased with a specific viscosity to maintain that lubricant film and eliminate boundary conditions or metal-on-metal contact for the particular application. While this applies for lubricants purchased in drums, buckets, bottles, etc., in the case of bulk deliveries, there is an additional consideration. A delivery truck generally has tanks or containers of different sizes and is loaded based on the delivery schedule. For example, the truck may have four compartments: a 7,500-gallon compartment, a 5,000-gallon compartment and two 2,500-gallon compartments. The orders being delivered today may require 7,000 gallons of oil “A,” 4,000 gallons of oil “B,” 2,000 gallons of oil “C” and 1,500 gallons of oil “D.” Tomorrow’s deliveries may require 6,700 gallons of oil “D,” 4,000 gallons of oil “C,” 1,200 gallons of oil “A” and 1,000 gallons of oil “B”. With this type of delivery schedule, cross-contamination is going to occur. Therefore, you should ask your supplier if each truck is cleaned prior to loading for the next trip. Also, find out if the loading and unloading hoses are cleaned. Remember, it is much less expensive to sample and test oil than it is to repair a failure and suffer the costs of downtime associated with that failure. 61% of lubrication professionals do not sample or test new oil upon receipt, according to a recent survey at MachineryLubrication.com If the potential exists for lubricants to be mislabeled or contaminated and you are not currently taking steps to prevent this unknown and untested lubricant from contaminating your lubricants, you are in effect playing Russian roulette with your machines. Even if you have been lucky so far, eventually you will find the chamber with the live round. New lubricants should be tested upon receipt and placed in quarantine until they are verified to be the correct lubricants. Once acceptable results come back from the lab, these lubricants should then be labeled as satisfactory and placed into storage. Establishing a Baseline for Subsequent Testing and Monitoring In order to conduct accurate lubricant condition monitoring, a baseline sample should be taken. This will allow subsequent tests to be compared to the baseline test when the lubricant was new. After all, if you have no idea where you started, how can you tell where you are going? Once this baseline sample has been obtained, it should be kept as a reference. You can then directly compare the lubricant’s color or smell to that of the baseline sample. This will provide an immediate indication if there is a problem with the lubricant in your machines. Verifying Lubricant Cleanliness Several studies indicate that the cost of excluding a gram of dirt is only about 10 percent of what it will cost once it gets into your lubricants. In some cases, when new oils from major manufacturers were tested, the ISO cleanliness codes have ranged from 14/11 (pretty good) to 23/20 (not good at all). The average of these samples was 19/16, and several were 20/18 or 21/18. For those who may not understand ISO cleanliness codes, they refer to values on a Renard series table in conjunction with particle counts of a specific micron size. For instance, in a two-digit ISO cleanliness code, particles of 4 and 6 microns are counted. A corresponding value is then assigned based on the number of particles of a specified size and where they fall on the table. As you can see from the illustration above, there is a significant difference in particle counts between a code of 14/11 and 23/20. Keep in mind that these numbers are for packaged lubricants. For bulk deliveries, the numbers are much worse, running from 20/17 to 28/21. To get a better understanding of what this means, consider that a 50-gallon-per-minute pump moving a lubricant with an ISO code of 21/18 will pump approximately 6,784 pounds of dirt in a year. In addition, it has been estimated that one particle of dirt has the potential to generate six wear particles. Particles in the 4- and 6-micron range are most damaging to your equipment because they are the same size as your lubricant film. Of course, someone has to pay to remove this dirt from the lubricants. You can do it, or you can work with your vendor and split the cost. You may even be able to get your supplier to deliver lubricants that meet your cleanliness targets. This is something you should take into account when your supplier contract comes up for rebidding. If you are not presently tracking lubricant cleanliness, hopefully this will prompt you to start. If you are tracking cleanliness but are not sampling your oil upon receipt, you are spending good money to clean up someone else’s mess. Ideally, you can work with your lubricant supplier and come up with cleanliness targets that make sense. . Machinery Lubrication (10/2013) About the Author Loren Green Loren Green is a technical consultant with Noria Corporation, focusing on machinery lubrication and maintenance in support of Noria's Lubrication Program Development (LPD). He is a ... Read More

In all my years in the oil industry I saw many engines torn down , the owner blaming the brand of oil, most of which had a prior problem or had a oil miss applied , Usually a oil that was on the shelf too long and was not of spec called for. And ....... way too many times run without oil at all or for that matter filter changes. Never seen a BRAND oil cause a engine loss. Off spec yes.

Temp of fuel is very important , all fuel shipped from a pipeline is temp adjusted to 60 degree F This noted , if fuel is less then 60F on a 100 degree summer day fuel will expand , adding to the volume of fuel available.