Oil analysis.

Yeah, outside of high performance engines you don't see a lot of titanium use.

 

I'm aware, I've built plenty of other engines. I can't speak for this particular one. I have absolutely no experience with this unit, but I've seen plenty of brass bearings used in valve train and other places.

 

I'm not sure if we are on the same page or not. I'm not talking about brass in the bearings.... that is pretty common. I was talking about the babbit material that is the outer layer of the bearing.

 

Well, the trend is to become more efficient and get better gas mileage..... that somewhat goes with high performance.

 

High performance as in turning 14k RPMs before hitting a rev limiter. Stainless valves will be more than adequate for almost any application that turns up to 6k like our trucks. You'd have to have a really extreme cam grind where the weight difference between stainless and titanium valves would matter at 6k.

 

The point of the post was to point out that as efficiency requirements go up, so have the technology in automobiles. Much of that technology comes from high performance engines/cars etc.... you will continue to see such trends as long as the demand for economy is there.

You do see Titanium use in slower than 14k spinning engines..... I think the LS7 has them and only spins at 7k.

 

The use of titanium in this oil is an antiwear additive.

I must have missed you talking about that. I was going with bushings and guides and that sort of stuff.

 

Yeah.... they stick nickel in anti seize. Titanium must have some useful properties in lubrication.


You know, I wasn't even thinking about the valve guides being brass. I was really just thinking about the bearings and seeing the core material exposed with too much babbit missing. Good points.

 

Right on both counts ref the LS7....
jmho...not sure if an oil analysis is worth doing.. what exactly where you looking for OP?

 

I'm doing it for my own good and just because I'm that kind of guy that likes to. But I'd also like to see what other people are seeing in terms of wear and oil life. Maybe we can make some kind of recommendations based on what we gather.

 

Since no one else has posted.
Oil had 5500 miles.
Truck had almost 30K.
I'll probably do these tests once a year.

 

Can anyone with more knowledge than myself tell me why there is a 10k interval for oil changes? I've always changed oil at 3k in the past (in the last 10 years) , and more recently with my old F150 (no longer have it) at 5k, and now my Taco says every 10k? I still do every 5k though as it seems like 10k is too much strain on the engine from a driving standpoint and the way the truck feels to me.

Any help would be appreciated. Thank you.

Also, what is the benefit of an oil analysis? Just to see what's breaking down?

 

Better oil and cleaner running engines allow oil to last a lot longer than "the old days" when Jiffy-Lube padded their profits by screaming "Change your oil at 3k or that sucker is GONA BLOW!'.

10k seems like a long time to me also, but it's synthetic, so it's not unreasonable. Some cars go longer but they also have larger than average sumps as I recall. I did my first change at 5k and will do my next at 15k, but I'm going to get the oil analyzed to make sure it's not worn out. In this case, that means making sure it's properties haven't shifted too much and that the additive package still has life. I don't expect to find excessive wear indication, but that's part of the testing. I expect everything to be fine, but I'll feel better knowing for sure.

[Edit to add some more thoughts]

- I think Toyota stayed with 5k intervals longer than most because they had some issues years ago with oil sludge. Frequent oil changes probably kept them out of trouble until they had the design issues worked out. Just my theory.

- How and where you drive makes a difference on oil life. The analysis should show if 10k is adequate for MY driving patterns and locations.

 

My latest test results: