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Most recent Blackstone analysis came back today. Couldnt be happier with the results. Idk how I feel out pushing out to 12,500, but its nice to see theres plenty of protection left in the oil.
Car is DD and frequently gets up to 240/248*F. This last oil sample had a 1/2 mile drag event as well.
Nice and clean. Good to see the M1 0W-40 is still nicely holding up after 10k miles.
Originally Posted by BLKROKT
I don’t understand why Blackstone always encourages the longest interval possible before the oil breaks down without taking context into consideration. For a high-performance application, stick to shorter.
The main purpose most folks use UOAs for is to maximize the oil life for their heavy duty commercial vehicles and fleets so the primary thing they look for is the TBN and how much oil life is left. Agree 100% that for performance and personal applications changing it more frequently is the best insurance money can buy.
Nice and clean. Good to see the M1 0W-40 is still nicely holding up after 10k miles.
The main purpose most folks use UOAs for is to maximize the oil life for their heavy duty commercial vehicles and fleets so the primary thing they look for is the TBN and how much oil life is left. Agree 100% that for performance and personal applications changing it more frequently is the best insurance money can buy.
Here are my 3 Oil Change lab samples. I have performed 5 oil changes since I purchased the car with 2500 miles on it. Im keeping the OCI's @ 5,000 to 7,500 miles. I have the dealer do every other oil change to show im keeping up with the recommended 10K intervals, while i use the mightyvac and do my own OC's to keep the interval more to my liking.
Breakdown:
2014 C63 M156
Car purchased 12/2016 with 2500 miles
OC#1 / Sample #1 - Taken @ 7500 miles. Oil had +5K on it. This was the original oil from my purchase.
OC#2 / No Sample - was done at 12,000mi. Oil had +5K on it. M1 0w40 used
OC#3 / Sample #2 - was done 16,500mi. Oil had +5K on it.
OC#4 / No Sample - was done at 22,000mi. Oil had +5K on it. M1 0w40 used
OC#5 / Sample #3 - was done at 28,500mi. Oil had +6K on it.
Last edited by FactoryFast; Jul 29, 2019 at 02:51 PM.
2012 P31 C63 Coupe Trackrat, 2019 GLE63S Coupe Beast
New one. Think there are only one or two track days on this sample, plus a lot of spirited canyoning.
Yes I know my lead is still high - using 100 octane unleaded (supposedly) at the pump regularly.
Back from the hiatus... good to be back here spending some leisurely time discussing generally pleasant topics!
Great UOA Jim. I love the new Rotella T6 formulation and am now running it in my C63 and the 928GT. Plenty of ZDDP for flat tappet engines and good viscosity especially when it gets hot. The lead is almost definitely from the 100 octane "unleaded" race fuel.
Will be continuing with Oil Analyzers (partnered with Amsoil) going forward and likely changing/testing every 2 track days. Maybe bump it to 3 depending on results.
This was my latest one I posted in the T6 thread. It was a partial summer, full winter and one track day. Gotta keep an eye on that nickel number. Maybe time for new cams and buckets soon.
Interesting results. ZL6339 is on Liqui Moly 5W-40 right after an engine flush. I’ll have two more readings on the way. One after 5000 kms and another just before the 44O kit install.
Molybdenum was higher in the Liqui Moly than T6
but
Zinc was higher in T6 than Liqui Moly.
Originally Posted by Jasonoff
You should rename this to "UOA Thread"
Will be continuing with Oil Analyzers (partnered with Amsoil) going forward and likely changing/testing every 2 track days. Maybe bump it to 3 depending on results.
This was my latest one I posted in the T6 thread. It was a partial summer, full winter and one track day. Gotta keep an eye on that nickel number. Maybe time for new cams and buckets soon.
I love the new Rotella T6 formulation and am now running it in my C63 and the 928GT. Plenty of ZDDP for flat tappet engines and good viscosity especially when it gets hot.
Nice, and frankly a relief, to see favorable UOAs on the updated T6 formulation. When a great lubricant is altered, there's always that brief unknown before the data starts rolling in.
Out of curiosity, anyone try the 0W-40 version of T6?
Interesting results. ZL6339 is on Liqui Moly 5W-40 right after an engine flush. I’ll have two more readings on the way. One after 5000 kms and another just before the 44O kit install.
Molybdenum was higher in the Liqui Moly than T6
but
Zinc was higher in T6 than Liqui Moly.
It was there at 2 on the NOA to the far right. The first UOA had 0.8 and the second had 0. I have no idea. I’m going to watch it for the next two.
Originally Posted by Jasonoff
I meant to say VOA. Odd how there was Nickel in the virgin oil sample.
Nickel is one of the most common wear metals. It can be from the crank, cams, valves, bearings, various gears, piston rings and even the cylinder bores if they are Nikasil coated (which is not the case in the M156). I wouldn't worry about it at 1 ppm though. It showing up in any quantity in a VOA is indeed odd... I'd probably tend to chalk that one off under sample contamination.
11’ C63 AMG; D2 Audi A8; 15’ Golf TDi; 97’ F350PSD; B6 Audi S4; D1 Audi V8; A2 VW GTi
Geez, I think the last Oil Lab I had done was on a McIntosh &Seymour 539T railroad prime mover.
We never changed the oil on them as they somewhat changed their own continuously by leaking it onto the ground or blowing it up the stack. Typical usage was about 2.5 gallons per day. With a crankcase capacity of about 350 gallons we would send out samples annually and the lab would send back a 5 gallon bucket of concentrated additive to put in the sump when we swapped out the filters.
Geez, I think the last Oil Lab I had done was on a McIntosh &Seymour 539T railroad prime mover.
We never changed the oil on them as they somewhat changed their own continuously by leaking it onto the ground or blowing it up the stack. Typical usage was about 2.5 gallons per day. With a crankcase capacity of about 350 gallons we would send out samples annually and the lab would send back a 5 gallon bucket of concentrated additive to put in the sump when we swapped out the filters.
I should start sending samples out for my cars.
I need to gauge a change interval now that the car is track only. I will send out a sample every change after that to monitor wear.
If you're only tracking the car, a lot of the normal additives in the oil don't really matter and only dilute the oil. You don't care about any of the SAPS stuff because your oil is always at max temperature and there's not going to be any moisture in the crank for you to have to control oxidation and resulting oil acidity. You don't need to worry about deposit formation and/or keeping the soot particles suspended in the oil - because there won't be any. And, I would venture that you don't even need to be doing UOAs as you also don't care what the TBN is and how much life the additive package has left in you oil - because you couldn't case less about the additives. By far the biggest two factors you need to worry about with the oil is mechanical shear, thermal stability, and to an extent, foaming - so in this case I'd throw the "Mercedes-approved" book out and look into something made from pure ester base stocks like a Millers CFS 5w40 NT+, which you should probably change after every 4-5 hours of running. I dump mine after every track day, and I know people that do drag racing that change it after every run or two at the most as the fresh oil gives them an extra 5-10 hp.
If you're only tracking the car, a lot of the normal additives in the oil don't really matter and only dilute the oil. You don't care about any of the SAPS stuff because your oil is always at max temperature and there's not going to be any moisture in the crank for you to have to control oxidation and resulting oil acidity. You don't need to worry about deposit formation and/or keeping the soot particles suspended in the oil - because there won't be any. And, I would venture that you don't even need to be doing UOAs as you also don't care what the TBN is and how much life the additive package has left in you oil - because you couldn't case less about the additives. By far the biggest two factors you need to worry about with the oil is mechanical shear, thermal stability, and to an extent, foaming - so in this case I'd throw the "Mercedes-approved" book out and look into something made from pure ester base stocks like a Millers CFS 5w40 NT+, which you should probably change after every 4-5 hours of running. I dump mine after every track day, and I know people that do drag racing that change it after every run or two at the most as the fresh oil gives them an extra 5-10 hp.
Good points and yeah this is a trailered track only car now. The T6 is already a "non approved" oil but I'd 100% be open to using something better suited for purely track duty.
As it sits now with all the cooling modifications I have done, on a hot humid day my oil peaked at 126°C on a short tight track.
Will look into the Millers, thanks. Is the CFS 5w40 NT+ something you'd run in your M156 if it was track only? What about winter storage (heated garage) and leaving a pure ester base stock in the pan?
Good points and yeah this is a trailered track only car now. The T6 is already a "non approved" oil but I'd 100% be open to using something better suited for purely track duty.
As it sits now with all the cooling modifications I have done, on a hot humid day my oil peaked at 126°C on a short tight track.
Will look into the Millers, thanks. Is the CFS 5w40 NT+ something you'd run in your M156 if it was track only? What about winter storage (heated garage) and leaving a pure ester base stock in the pan?
I most certainly would. IIRC, the second-gen Nanodrive oil was basically developed as a collaboration with Fortec Motorsport for their SLS AMG GT3. We've been running it in various medium and large displacement cars for years, and as a track-only oil it is easily as good as anything else available on the market. And, the fact that it is suitable for sustained operation at 125°C with peaks to 150°C without degradation makes it perfect for our hot running M156s.
A lot of current AMG GT3s are running it, so I would think that if it's is OK for the M159 in the AMG GT3, it wouldn't be any different in our M156 - it's the same engine but without the dry sump.
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