skellyman

Wondering if you found a block or did a band-aid repair ?

Dieselfuture, I agree with you on Amsoil their sales are some what suspect on pricing , the other thing is how their sales people become a instant expert about oils. Why is it they must always down other peoples oils ? Amsoils does not make the base oils they use to blend their product.

One thing I would look at is the trans fluid , if your Amsoil person is good they they did a good cross check , if not ....... you may have the wrong fluid and it will show erratic shifts too.

Personally I'm excited to see how many more M.P.G's we'll see from the 5.9 by using lighter weight oils.

he Lowdown on the New Low-Viscosity Oils TMC session examines what's going in to the new API engine oil standard and what engine makers are doing to prepare. March 2014, TruckingInfo.com - WebXclusive by Deborah Lockridge, Editor in Chief - Also by this author SHARING TOOLS |PrintSubscribe Share on emailShare on facebookShare on twitterShare on linkedinMore Sharing Services6 Kinematic viscosity is what you might envision when thinking of viscosity – gravitational flow. But the new oils will meet viscosity standards measured at high temperatures/high shear conditions. To meet the expected greenhouse gas/fuel efficiency standards that the federal government is in the process of developing, oil companies and engine makers have been busy developing a new standard for engine oils that will provide low viscosity to improve engine efficiency. "This will be the most robust oil specification we've ever developed," said Greg Shank, executive staff engineer, coordinator fluids technology, for Volvo Powertrain during a technical session at the ATA's Technology and Maintenance Council this week. The new API category, currently called PC-11, is being developed as the standard for a new generation of low-viscosity engine oils, which on-highway engine manufacturers will be using as part of their EPA 2017 GHG reduction strategies. Oils have changed a lot over the past 25 years to keep up with emissions technology. For instance, when engine temperatures went up, oil engineers had to increase the thermal stability of the oil. When exhaust gas recirculation started putting more soot into the oil, the oils had to be able to resist becoming thicker because of the soot and resist acid buildup. With selective catalytic reduction and diesel particulate filters, the oil chemistry had to be altered to make sure it didn't plug the DPF or poison the SCR. It's been a decade since the last time we had a new oil classification, and this time, the engineers are having to nearly start from scratch. All about viscosity John Loop, technology manager, engine oils, for Lubrizol, explained that viscosity is how things flow – "the degree to which a fluid resists flow under an applied force," or "the power of resisting a change in the arrangement of the molecules." A solid would have infinite viscosity, he said, A gas, very little. For the new oil category, it's not just a matter of using a lower-viscosity oil, but one that will maintain its viscosity under high-temp/high-shear conditions. Kinematic viscosity is what you might envision when thinking of viscosity – gravitational flow. Think of a row of beakers with different oils tipped so they flow into a container. Lower-viscosity oils would flow faster than higher-viscosity oils. Obviously you don't want one that runs like water, but neither do you want one that falls out in one big gelatinous glob. When you're measuring high-temp/high-shear viscosity, or HTHS, Loop explained, it is measuring the viscosity of the oil as it would be in the engine, where it's being flung around at high temperatures and the molecules in the oil are stressed – deformed, stretched, even sheared. The HTHS limits are measured in cP, with lower numbers meaning lower viscosity. The new category is expected to limit that range from 2.9 to 3.2 for the GHG version, while the non-GHG version will be at 3.5. The new oil category In order to be ready to meet the 2017 model year requirements, the new API category is scheduled to be in place by early 2016. Originally it was planned for January 2016, but that has been pushed back a quarter to the first of April 2016. Engine makers are currently developing new tests to measure how well the new oils will perform. Jeremy Dean, supervisor, chemical technology and cleanliness laboratories for Daimler, noted some of the possible concerns about lower-viscosity oils that need to be addressed in the new category: Scuff and seizure resistance of reciprocating and rotating components such as the cylinder kit, crankshaft, valve train, gear train, oil pump and air compressor Equivalent wear rates Equivalent performance of engine seals (internal and external oil leaks) The category will require oils to pass 20 engine and bench tests. Some are carryover tests from the previous category, but a number of them are brand-new. Daimler, for instance, is developing a scuffing test, which measures for adhesive wear. Currently, oils are only subject to abrasive wear tests. Mack is developing a test to check for oxidation control. "Today's oils we believe are borderline at best for the new engines" in this area, Shank said. The new Mack T-13 test uses an EPA 2010 Mack MP8 500-horsepower engine. It will subject oils to a peak cylinder pressure of 3,000 psi at 1,500 rpm, an oil gallery temperature of 130C and EGR rate increased by about 19 to 20%. Today's oils will "break" after about 300 hours, he said, but you can formulate an oil not to oxidize in this test. One of the unique things about this category is there will actually be two different sub-categories. One will be backward-compatible with older engines, a 3.5 HTHS oil with additional oxidation control. The one developed for the GHG regs will be in the 2.9 to 3.2 HTHS range. Whether it will be at all backwards-compatible has not yet been determined. Shank said Volvo's position is that it should at least be backwards compatible to EPA 2007 engines. One area of concern is how the two categories will be differentiated. Indications are that the new HTHS category will be named CK-4. But no consensus has been reached yet on how to communicate to the customer the difference between it and the low-temp/low-shear version. "Do you do it with a letter? Do you do it with a symbol, like detergent for high-efficiency washers?" said Dan Arcy, global OEM technical manager for Shell Lubricants, in a separate interview at TMC. Arcy is heading up the API committee developing the new oil category. Another development in the oil category is that originally, there were some concerns about accommodating the use of biodiesel. However, that has been taken off the table for North American oils because the task force learned that there were not as many issues with biodiesel as there were several years ago when this work started, Arcy explained. Engine changes needed? At the same time, engine makers are looking at what types of hardware and software changes they may need to make in order to accommodate the new lower-viscosity oils. For instance, Iner Jorgensen, powertrain technical expert for Paccar, said while bearing materials probably wouldn't change, clearances would be changing. For the valvetrain, advanced diamond-lice coatings are being investigated. Because engine oil pressure at idle drops when the viscosity drops, oil pump output will need to be increased to maintain low idle pressure. And the thinner oil film and clearances will require better filtration. Dan Nyman, technical advisor-chemical technology for Cummins, said Cummins researching new part geometry, new part materials, part finish effects, new coating materials, and changing clearances. He noted that in a test of lower-viscosity oil Cummins did in one of its midrange engines, the engine camshaft showed some pitting on the lobes, the engine oil pump had pitting wear on the oil pump rotor, the camshaft bushing had some abnormal surface texturing change, and all the pistons had heavy deposits around the top land, under the piston crown and oil gallery. Low-viscosity oils today Many fleets are already using lower-viscosity oils to save fuel. Daimler's Dean noted that currently 30-weight oils are allowed in all the company's EPA 2007 or later engines for U.S. and Canadian duty cycles; it just requires a simple software flash to update the engine to the most current engine software. The same oil drain intervals apply. Right now Daimler has approved more than 20 low-viscosity oils from more than 10 oil marketers and it's offered as factory fill in all current engine models. Cummins prefers 15w-40 in its engines, but says 10W-30 oils can be used in colder climates – IF they meet a minimum HTHS viscosity of 3.5 in addition to meeting API CJ-4. "This distinction has been important for engine protection but constrains the potential fuel economy gain," Nyman said.

I'll have too add that to my list Old wives tails about oil. :banghead:

I replaced mine with one off a 2001 model , but I like the idea of a spin on filter.

ELEMENT WARNING LIMITS COMMENTS Iron (Fe) Greater than 100 ppm High levels indicate worn crankshafts, valves, cylinder-liner, bearings Chromium (Cr) Greater than 10 ppm High levels indicate worn piston rings, bearings or contamination by antifreeze Copper (Cu) Greater than 20 ppm High levels indicate worn bearings and bushings Tin (Sn) Greater than 10 ppm High levels indicate worn bearings and bushings Aluminum (Al) Greater than 20 ppm High levels indicate worn (>80 ppm Aluminum pistons or engine block Block Engines) Lead (Pb) Greater than 25 ppm High levels indicate worn bearings. Where leaded gasoline used, results are meaningless Boron (B) Greater than 20 ppm High levels indicate antifreeze leak. Some engine oils contain a boron dispersant additive. Check sample of new oil Silicon (Si) Greater than 20 ppm High levels indicate presence of dust or sand. May also be due to high level of silicone anti-foam. Check sample of new oil Magnesium (Mg), Calcium (Ca) These elements may be part Barium (Ba), Sodium (Na) of the additive package. Phosphorus (P), Zinc (Zn) They remain in the oil and do not deplete These are examples of what limits to look for in samples.

I try to buy replacement parts that have a lifetime warranty.

Full of fuel driver included 6260

Sorry , this is false. All oils with a SAE and API rating must be compatible This is within the same rating CJ4 15W40;s or similar in auto oils SN 5W30 etc.

Do you use 15W40 , 10W30 , or even a lighter weight oil ? Did you use it based on some's recommendation or what the owners manual stated ? Not asking about Syn-oils , yet............

W and F : you bring some great points , absolute rating of microns is important but grams of holding capacity is also very important , though few filter mfgr's show that info to the consumer. As to use of the additive pack of the oil , I must admit I still have a inside track with the company I worked for and can have tests done on samples most labs don't , I do use Polaris labs most of the time for general UOA's. But must admit in this case of wanting to extend out oil changes I am using the former employers lab in addition to Polaris for my 5.9 engine. In reference to Fleetguards filter and no metals in new filters I sat thru one of those classes in Indiana too.

Great points , great questions , Lets go over them on the N-14, it used about 1/2gal per 10,000 miles and yes filter changed with standard filters at 10,000 , when I switched to the Cummins venturie filters the miles were increased to 20,000 per filter change, The lab shows TBN and TAN on the reports in addition to normal wear metals. All were still in normal range , though soot levels were up which is why I looked for a better filter. While some will now say add a bypass filter to handle the soot , I say why? and add oil lines that can leak or a housing that is hard to service in a akward location. With the LF 9028 you have dual filtering , A small amount goes thru the stacked disk , in addition to the standard media with out a additional housing or remote oil lines. Now, on the 5.9 I drive I'm seeing the same thing I did on the N-14. Filter will be changed makeup oil added , for now 5000 miles with standard filters .

Cross References BALDWIN BD7317, BLAW KNOX 0016482100, CARQUEST 84620XE ,CARRIER TRANSICOLD 300046300, CUMMINS 3155618, CUMMINS 3865405, CUMMINS 3937145 ,FLEETGUARD LF16035, FLEETGUARD LF3552, FLEETGUARD LF9028, FODEN Y03753603 ,FRAM HPH3976A , Donaldson ELF 7349. Here are a few I'm looking at.

From the UOA's I have the need for a syn - oil is not needed. By the way I retired from a major oil company ,so I well understand oils , now I'm looking for filters that can keep up with the oil..

Have you looked at any 10W30 HDEO's Mobil , Shell , and Chevron all offer them, most major oil co's do. Check the local farm supply stores or small mom an pop type auto stores , even some chain parts stores will order it if they don't have it on the shelf. I think you'd like them.

Is'nt the MG a CI4 rated oil ? Depending on the year of your engine yes you could use it. Though I'd opt for the latest rating , most ( the new 5W30 is not) all backward compatible.

Yes , the oil will go out that far , at least the UOA's on my truck with Delvac will.

Just wondering how many are using them ? I used the Fleetguard 9009 on a N-14 and got oil changes out to 40,000 miles, I have been reading about the Fleetguard 9028 that will fit the 5.9 engine ,it was designed for Komatsu or Kubota Equipt. using the 5.9 Cummins. Seems that Baldwin and Donaldson both offer them . Cummins stratapore and stacked disk media was great in my N-14 , so any thoughts ?