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09-10-2014, 07:52 PM | #397 | ||
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The reason I went so long was that: a) I wanted to see what it would look like and b) wanted to change just before cold weather so I could keep it in all winter when it will be seeing sub-zero temps and 10W-60 is quite poor at those startup temps. I'll be changing now at ~5k miles to check again, but will probably stick with 0W-40 for the winter since it will hardly ever be above 32F for 4 months. My plan was to get on a rotation of Castrol for summer and Mobil for winter, but we'll see what the coming miles bring. As a final note, just for information, my CPO warranty expired just a few weeks ago in mid-August this year... Last edited by FRFNUGN; 09-10-2014 at 08:07 PM.. |
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09-10-2014, 11:09 PM | #398 | |
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Mike sure you have the correct size wrench (allen head I believe) and it is seated all the way in to before breaking it loose. |
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09-11-2014, 05:27 AM | #400 | |
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Also, a few people are propagating the notion that iron wear rises with 0w40 as well, and I have yet to witness significant proof. It very well might happen, but association does not equal causation. The problem here (and with the bearing issue as a whole) is that the sample size is very under-powered and the variables too numerous for any specific conclusions. It would seem on this discussion board, if ideas are repeated enough times, they become accepted wisdom and treated as fact. Tread carefully. |
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09-11-2014, 05:41 AM | #401 | |
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I have seen plenty of reports of increased oil consumption with M1 but its not definitive. It requires someone to collate all the UOAs for M1 and TWS and look for trends as well as cross check for reports of higher oil consumption. Its no small enterprise and I certainly can't be bothered. |
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09-11-2014, 06:57 AM | #402 | |
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As for what the rise in iron may mean and if it is potentially a problem, I have no idea. But I am still very curious about the 0w40 report posted a few posts back. Those sharp increase in lead and iron seem way out of the ordinary. |
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09-11-2014, 08:28 AM | #403 | |
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As for oil consumption, when first switched, it seemed at a higher rate (1qt/1500 miles) then tapered off as the oil aged. For reference, here's how it went down: Mileage-- Added (qts)--Interval 62170----Fresh--------na 62795----0.5-----------625 63508----0.5-----------713 65744----1-------------2236 67680----1-------------1936 70900----0.6-----------3220 71870----Change------970 |
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09-14-2014, 01:45 PM | #404 | |
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A small increase in particulate matter isn't really that telling. Blackstone will even tell you that people are way too quick to panic when there's a minute increase. Mine went from 8ppm to 11ppm. I lost zero sleep over it.
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09-14-2014, 03:54 PM | #405 |
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I'm not at all saying there is anything to panic about. Just pointing out that enough reports have been posted showing an increase in iron to consider it a "trend" of running 0w40. At the same time it can also be considered a trend that bearing metals decreased when running the lighter grade.
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09-24-2014, 05:53 PM | #408 |
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Until we have seen enough xW40 UOA sample, we really can't conclude the increase in iron count is harmful to the engine, but the lower copper/lead count is definitely helping!
I know it's not apple to apple, but my 2013 Accord K24W1 motor wears very similar to most S65 engines running M1 0W40, around 6ppm of aluminum and around 8~10ppm of iron. It's pretty much universal knowledge that Honda K series motors wear very well running 0W20 oil, and the motors generally will outlast the rest of the vehicle. |
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09-24-2014, 09:44 PM | #409 |
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Looks fine, but pay for TBN and TAN next time so you can establish a proper change interval.
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09-24-2014, 09:45 PM | #410 | |
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Pay for TBN and TAN next time -- this will help you settle on the proper interval. I think 10k might be a bit much for your particular motor and driving habits. Try 7.5k this time and get the TBN/TAN to see if you need to dial it back further.
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09-25-2014, 02:45 AM | #411 | |
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If you can't conclude anything from the small rise in iron then you can't conclude anything from the small drop in lead. From the minute pool of M1 users there has already been one engine bearing failure from a long term user so its certainly not the magic bullet that some would have you believe. |
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09-25-2014, 03:16 PM | #412 |
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See also: particle streaking
(call Blackstone, it's a legitimate issue they see in testing that can cause temporary spikes, hence my insistence that people look at trends and not at a single report in isolation)
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10-06-2014, 05:25 PM | #414 | |
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I sure hope that these reports are not indicating he is right. I however, am sticking with the TWS. |
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10-06-2014, 06:36 PM | #415 | |
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Like I said, UOAs are certainly not the bible on engine health but unless you open the engine and inspect every part, it's the best info we have. It's understandable why some people would be skeptical on moving away from the factory recommended oil, but it seems to be based on fear and not evidence. |
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10-06-2014, 07:17 PM | #416 | |
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Without paying for TBN and TAN, you're making a very vague guess.
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10-06-2014, 08:52 PM | #417 | |
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10-06-2014, 09:24 PM | #418 | |
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But anyway, I agree with your assessment that if TWS reports are coming back with no signs of above average wear then I would stick with it. Strange thing is, there are many UOAs posted on here with TWS showing acceptable wear metals but then there are many others showing very high bearing wear metals. Perhaps, as others have stated, it could simply be related to variability in factory tolerances. |
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