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Harder than what? I have an E63S. My other car is an S550 with M273....never had an oil analysis on that one.
Whoa Whoa, slow down there hoss, ain't no one trying step on toes here, just taking.
I didn't say that first anyway, I was responding to ImolaSix post about how DI engines with higher temps and direct injection shears oil more, that wasn't uncommon.
I wished to see the test result based on SP rated M1 0W40.
The one on this Porsche 911 is still a non SP rated. Calcium too high at 2,000 ppm. SP rated one will have 1,0000 - 1,300 PPM calcium like the M1 15W-50 Lake has his lab tested.
I wished to see the test result based on SP rated M1 0W40.
The one on this Porsche 911 is still a non SP rated. Calcium too high at 2,000 ppm. SP rated one will have 1,0000 - 1,300 PPM calcium like the M1 15W-50 Lake has his lab tested.
Thanks S-Pirhadi.
Mr. Guru, Lake Speed Jr. said in his last video, if people want to see testing of Mobil1 0w-40 new formula, to comment. As I added my comment of interest...
Being a new owner of this oil. I know I don't have turbos, but being a GDI engine owner with high miles, LSPI is another concern. Along with keeping bearings lubed while maintaining enough pressure to the VVT system. I'm almost convinced either the check valve in the left head is defective or out right missing.
Observances with "my M276". When changing oil, if I pour new oil into oil filter housing, or "timing cover" instead of oil fill, zero noise on startup, if I put in oil fill or "valve cover", she rattles on startup. That is also why I believe there is no drain back valve in the filter housing or pump area to keep oil from draining back into sump after a few hours of sitting. Maybe there is and mine is broken, but WIS shows no such part, not in timing cover or oil pump. I thought of buying a used pump to dissect, for the cause. Timing covers are too expensive, but I could re-sell it. Chain rattle, I've not heard the camshaft adjuster rattle since driving habits changed. The loud clackety rattle.
Eventually I will get this car sorted or I'll be bald, if not both.
Mr. Guru, Lake Speed Jr. said in his last video, if people want to see testing of Mobil1 0w-40 new formula, to comment. As I added my comment of interest...
Being a new owner of this oil. I know I don't have turbos, but being a GDI engine owner with high miles, LSPI is another concern. Along with keeping bearings lubed while maintaining enough pressure to the VVT system. I'm almost convinced either the check valve in the left head is defective or out right missing.
Observances with "my M276". When changing oil, if I pour new oil into oil filter housing, or "timing cover" instead of oil fill, zero noise on startup, if I put in oil fill or "valve cover", she rattles on startup. That is also why I believe there is no drain back valve in the filter housing or pump area to keep oil from draining back into sump after a few hours of sitting. Maybe there is and mine is broken, but WIS shows no such part, not in timing cover or oil pump. I thought of buying a used pump to dissect, for the cause. Timing covers are too expensive, but I could re-sell it. Chain rattle, I've not heard the camshaft adjuster rattle since driving habits changed. The loud clackety rattle.
Eventually I will get this car sorted or I'll be bald, if not both.
Dear Rick: rest assured your engine self has plenty of energy coming to help.
We're going to work the flipping lemon out of your Mercedes on fixed Ret. service man dime. Thank you for your Navy service, Sir!
You know team work, that's how we operate here from across the world, yes?
Thank you JR for serving us this hand picked oil research. poor viscosity has a cost
Let us pause to understand this unconventional knowledge. This should help data oriented people reach solid results.
simple viscosity statement
This is what this MOD journey has been about:
providing viscosity 5w40
loosing viscosity 0w35
boosting lost viscosity 6w42!
(PEN.PAO-10W40)
Mr. Lake Jr.(MLJ!) presents us with the results of an oil lab testing viscosity. This viscosity research is an expensive rarity to combat non-sense.
As MLJ! states, the lab stress test results match the field oil samples. Meaning this lab tests are thought to track meaningful reality.
MLJ! makes it plenty clear that Group-III oils are a blend of 10w30 stock boosted with various polymers from few suppliers.
MLJ! shows how light W40 oils are right back into W30 range given enough stress.
MLB! shows heavier w50 and w60 oils shadding visvosity to become a range below. Essentially
becoming good W45 and W55 or not since they may not get over-heated!!!
MLJ! shows that PAO deliver solid visvosity at higher operating temperatures. Exactly what I want regardless of Approval seal.
Low pressure thin oil is responsible for what we are familiar with.
That's why I went up the viscosity scale.
My testing has shown that low viscosity oils fall apart easily to provide more gas savings
As far as what's interesting about where I landed with MOD-2.1 "6W42":
Without heat stress, this oil is long-lived!
When engine oil gets super heated it vaporizes.
When oil stays near 200F, it's viscosity remains super stable!
What's significant for us is the piston rings can hardly seal vapors without liquid oil ie. vaporized oil causes high blowby! The long list of Pros/Cons is unchanged.
The Approved list stops short of what these engines really need for metal against metal protection.
I was eyeing a Group-III 10w40...
Now it is a PAO 10W40 (non diesel) with low calcium SP Rating.
JR: how is your new Pennzoil doing ??
+++ MLJ! EXTENSION....
After test driving over 5500Mi with prestine oil condition a group III 6w42 blend
I can say that properties appear preserved under controlled temps given matched viscosity.
Last edited by CaliBenzDriver; 07-06-2024 at 05:54 AM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
@CaliBenzDriver my Pennzoil is doing great! But I only have about 1300 miles on my C350 and 2200 miles on my SL400. No oil consumption, but then I never did burn oil.
PFL205.064 with M276.823 (Oil pump solenoid defeated)
I just realized these might be good to be used for capping off the wiring harness for those who still are pondering on disconnecting the oil pump solenoid or for those who are not sure what to cap it with.
That said, I am not sure if the key coding of these are correct.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by W205C43PFL
I just realized these might be good to be used for capping off the wiring harness for those who still are pondering on disconnecting the oil pump solenoid or for those who are not sure what to cap it with.
That said, I am not sure if the key coding of these are correct.
Looks like I can safely go to 4000 mi OCI. I also plugged an OBD reader in and monitored coolant temp while driving 350 mi highway run. 210ish shows 195 on the dash readout. I couldn't find a PID for oil temp.
Thank you JR for serving us this hand picked oil research.
poor viscosity has a cost
Let us pause to understand this unconventional knowledge. This should help data oriented people reach solid results.
simple viscosity statement
This is what this MOD journey has been about:
providing viscosity 5w40
loosing viscosity 0w35
boosting lost viscosity 6w42!
(PEN.PAO-10W40)
Mr. Lake Jr.(MLJ!) presents us with the results of an oil lab testing viscosity. This viscosity research is an expensive rarity to combat non-sense.
As MLJ! states, the lab stress test results match the field oil samples. Meaning this lab tests are thought to track meaningful reality.
MLJ! makes it plenty clear that Group-III oils are a blend of 10w30 stock boosted with various polymers from few suppliers.
MLJ! shows how light W40 oils are right back into W30 range given enough stress.
MLB! shows heavier w50 and w60 oils shadding visvosity to become a range below. Essentially
becoming good W45 and W55 or not since they may not get over-heated!!!
MLJ! shows that PAO deliver solid visvosity at higher operating temperatures. Exactly what I want regardless of Approval seal.
Low pressure thin oil is responsible for what we are familiar with.
That's why I went up the viscosity scale.
My testing has shown that low viscosity oils fall apart easily to provide more gas savings
As far as what's interesting about where I landed with MOD-2.1 "6W42":
Without heat stress, this oil is long-lived!
When engine oil gets super heated it vaporizes.
When oil stays near 200F, it's viscosity remains super stable!
What's significant for us is the piston rings can hardly seal vapors without liquid oil ie. vaporized oil causes high blowby! The long list of Pros/Cons is unchanged.
The Approved list stops short of what these engines really need for metal against metal protection.
I was eyeing a Group-III 10w40...
Now it is a PAO 10W40 (non diesel) with low calcium SP Rating.
JR: how is your new Pennzoil doing ??
+++ MLJ! EXTENSION....
After test driving over 5500Mi with prestine oil condition a group III 6w42 blend
I can say that properties appear preserved under controlled temps given matched viscosity.
HTHS is what you need to look at regarding protection of an oil film and is much more important than static viscosity. This is essentially how the oil film behaves under extreme shear/temperature. The Mobil 1 0w40 did fairly well here, only dropping 5% from a very good HTHS of 3.5. It is a very good oil and no one should be afraid of using it just because it's a light 40 weight oil.
HTHS is what you need to look at regarding protection of an oil film and is much more important than static viscosity.
This is essentially how the oil film behaves under extreme shear/temperature.
The Mobil 1 0w40 did fairly well here, only dropping 5% from a very good HTHS of 3.5. It is a very good oil and no one should be afraid of using it just because it's a light 40 weight oil.
spec-sheet
This 0W40 is a well refined "MB approved" oil with all the right specs for standard results. Decreasing viscosity helps reduce piston friction for additional efficiency, up to 40Hp.
unequivocally important
The side effect of low viscosity is it translates into extreme pistons heat as evidenced by oil burnt black.
Extreme piston heat vaporizes oil that disables the wet ring seal that causes cylinder imbalance that detunes the engine driveability.
> How do I know?
Provide a wet seal and watch idle become smooth and crankcase pressure drop to enable noticeable vaccum pump output.
It's pretty hard to ignore whatviscosity has been doing for a really-really long time.
Last edited by CaliBenzDriver; 07-06-2024 at 06:50 PM.
A Lamborghini tech provides his research for answers:
PAO delivers solid viscosity
Ppl pay premium for PAO + Esters blends in performance engines... to get stable viscosity under load.
> CLEAR UNDERSTANDING
listen at "23:25"... about MATCHING!!! ... Matched Pressure and Viscosity
Amazing to hear that clearly because it's just what I did to manage limited heat removal. I raised oil pressure to lower core temp with stable viscosity performance.
The tech goes on to explains damages of too thin or too thick lubricants.
Wondering if AmsOil/RedLine/Motul are the most popular true PAO+Ester blends of Gp4+5.
There seems to be a sort of battle between additives and PAO oils.
Group-III are very cost effective stocks reformulated to meet higher specifications (Ash,Euro,) and viscosity.
Nice... the use of additives provide more cost effective options for greater performance and service needs. Great!
Modern lubricants are racing towards 0w5... good right up to warranty expiration.
Last edited by CaliBenzDriver; 07-06-2024 at 09:09 PM.
Hello people
Someone told me in a German forum that this trick with the oil pump plug only works up to an oil temperature of 80°C. Can someone confirm or refute that this is not the case? Maybe even with log files or other data? I would be very grateful to show him the reality.
Thx in advance.
PFL205.064 with M276.823 (Oil pump solenoid defeated)
Originally Posted by slobo
Hello people
Someone told me in a German forum that this trick with the oil pump plug only works up to an oil temperature of 80°C. Can someone confirm or refute that this is not the case? Maybe even with log files or other data? I would be very grateful to show him the reality.
Thx in advance.
07-05-2024, 08:42 PM
