S2K Fluids
10-02-2007, 11:30 PM
#21
Member
Sis2k - I didn't mean run the oil in the car for 100k miles - I was inferring that if you ran a car for 100k miles and stuck to the oil change intervals. I've deal in lube analysis daily, for over 100 different machines so have a decent knowledge from that point of view.
I deal with some of your Triblogists and oil experts too.
Good info though.
I deal with some of your Triblogists and oil experts too.
Good info though.
10-03-2007, 12:15 AM
#22
Registered User
Originally Posted by MB,Oct 3 2007, 07:30 AM
Sis2k - I didn't mean run the oil in the car for 100k miles - I was inferring that if you ran a car for 100k miles and stuck to the oil change intervals.
We do make some Fully Ester based stuff here, within 3 weeks a lot of the additives are sediment in the bottom of the glass.
I couldn't say how much difference there would be as I geniunely have no idea.
10-15-2007, 12:57 AM
#23
In response to Si2K's post above, neither am I a chemist.
I decided to approach a man who is and what's more knows more about "esters" than most for a chemists reply.
I put the post above to him as it is written and here is his reply.
It's heavy reading but factual so if you wish to learn something, read on!
Simon,
The first thing to realise is that there is a wide range of different esters.
The complex types that are used as engine and transmission lubricants are very heat and hydrolysis resistant. They are related to the original lubricant esters developed for jet turbine use in the late 1950s to 1960s.
The early jets ran on thin mineral oil similar to that used in steam turbines. Degradation due to heat, resulting in heavy deposits and oil feed blockages soon became a problem. Although the esters developed for aviation use were usable in the pure state, being inherently good lubricants, their life was considerably extended by adding anti-oxidants, which virtually eliminated thermal breakdown up to 150C, and even gave a reasonable life at 200C. (I used to do oxidation tests in the Oil Lab at RR Derby!).
Jet engines, even the
I decided to approach a man who is and what's more knows more about "esters" than most for a chemists reply.
I put the post above to him as it is written and here is his reply.
It's heavy reading but factual so if you wish to learn something, read on!
Simon,
The first thing to realise is that there is a wide range of different esters.
The complex types that are used as engine and transmission lubricants are very heat and hydrolysis resistant. They are related to the original lubricant esters developed for jet turbine use in the late 1950s to 1960s.
The early jets ran on thin mineral oil similar to that used in steam turbines. Degradation due to heat, resulting in heavy deposits and oil feed blockages soon became a problem. Although the esters developed for aviation use were usable in the pure state, being inherently good lubricants, their life was considerably extended by adding anti-oxidants, which virtually eliminated thermal breakdown up to 150C, and even gave a reasonable life at 200C. (I used to do oxidation tests in the Oil Lab at RR Derby!).
Jet engines, even the
10-15-2007, 01:09 AM
#24
There are many opinions for oils. The same is happening in any forum. Just to add what i use:
For the engine:honda oil 5W40
For the transmission:Amsoil 5W30
For differential:Motoul 90PA
For the engine:honda oil 5W40
For the transmission:Amsoil 5W30
For differential:Motoul 90PA
10-15-2007, 02:16 AM
#27
Registered User
Originally Posted by oilmansi,Oct 15 2007, 09:18 AM
I can put it to him, what would you like to know?
http://www.opieoils.co.uk/performance_lubr...nd%2010w-50.pdf
