Here is an interesting article on oil changes that appeared on an automotive
newsletter here in Ontario, Canada.
I also wrote last week about a local performance shop that sells Amsoil
synthetic oil, and leave the oil in for 20,000 km (12,000 mi), but change
the filter every 5,000 km (3,000 mi) with an Amsoil filter (finer filtering
than standard filter). They had a Camry come in for valve seal replacement
at 260,000 km, and they told me the honing marks on the cylinder walls from
manufacturing were still visible, indicating a very slippery oil! Also, any
of the oil tests you look at show that synthetics don't sludge up like crude
derived oils, hence their suitability for longer drain intervals with less
wear than crude oil products changed at much shorter intervals, due to the
crude oils breaking down quite quickly, and synthetics not breaking down, or
at least very slowly. Also heard from several sources of increased fuel
mileage with synthetics, due to the friction reduction.
Ed B.
March 31, 2003
Opinion:
Synthetic motor oil
by Phil Bailey
About ten years ago, when I was a local bright light in the Montreal radio
world, I used to be approached to test a lot of automotive products. One
such product was called 'Motrlube' and was being produced by a chemical
company in Montreal. Initially, this company, in conjunction with the
National Research Council, had been asked to develop a non freezing grease
for the old fire hydrants in the city. Unfortunately, the synthetic grease
they produced worked so well that the city's needs for the following years
were far less than expected, so the company set out to find another outlet
for its research and decided upon motor oil as a strong possibility.
The secret was that this company had developed a catalyst that allowed them
to blend together three different polyalphaolefins (PAOs) to produce a very
superior product at low cost. As it happened, I was leaving for a 1300 Km
run to Halifax the next week in my Golf, so I poured 4 litres of this dark
brown brew into my engine, along with a new filter and off I went.
Now, I had previously driven as far West as Calgary, for the usual reason.
When working on a project, I would take my car to the site and fly home
every weekend. Sometimes these projects would last for months, so I made
some extra money and the client saved a bundle on rental car fees. As anyone
knows, who drives long distances, one gets used to the rhythm and sound of
the car. No need to watch the speedometer, you just know when you are
traveling at a good cruising speed. I usually try to drive just 'under the
radar' at about 117 Km/hour.
Somewhere west of Quebec City, on the long run to Riviere du Loup, I
happened to glance down at the speedometer and found myself running at 135
Km/hour. Foot off the loud pedal, settle down again, back up to 135K. The
engine was running very smoothly indeed and I began to realize that this
brown liquid in the engine was the reason for this quiet running. Usually, I
achieved about 37 mpg on such a run. On this run I got over 41 mpg at a
higher running speed.
Since that day, I've used Motrlube, a company now based in Calgary, in all
my cars. At that time, the Motrlube company claimed that the product was
good for two years or 60,000 Km between oil changes. I decided to push the
envelope and went for 3 years and 100K without an oil change. I changed the
filter every year and at that time I sent a sample to a laboratory for
analysis. The lab conclusion in every case was "do not change the oil'. Now
this old faithful car of mine, is used for winter driving only. It has
400,000 Km on the clock and the body is held together with epoxy putty, but
the engine starts first time in winter and has never been opened up for any
reason except to change timing belts. It still burns no oil. I'm pretty sure
that the use of pure PAO synthetics has produced this result. Equally, I use
synthetics in the gearbox, which makes VWs notoriously reluctant gearbox
work much better in very cold weather.
Ten years later, everyone has a long life product, but there are still only
a handful of pure PAO products on the market. Amsoil, Redline and Motrlube
are three of the ones I know well and they are all very good products. (You
can find the websites of all these companies through the Canadian Driver web
index). Castrol, egged on by Audi, recently launched SLX Longlife II In
Europe. And this oil has the ability to keep some engines operating for up
to a staggering 30,000 miles (50,000 Km ) between changes. (Castrol's words,
not mine). This Audi Variable Service concept (AVS) first appeared in the
European A2 - a car designed without a hood for "minimal mechanical
interference by the owner' - quote.
-2-
The low maintenance idea has been extended to other cars in the Audi range
since, and Longlife gives these cars the potential to cover up to 19,000
miles (30,000 Km ) between services. Audi's V6 TDI diesels can cover as many
as 22,000 miles (36,000 Km ) before draining the sump and four-cylinder TDI
diesels might, in the right circumstances, avoid mechanics for up to 30,000
miles.
Audi spokesman David Goosey said "This oil has been developed to maintain
its viscosity characteristics, and so deliver the key benefits of fuel
efficiency and wear protection, throughout far longer oil drain intervals."
Under AVS, Audi drivers no longer need to adhere to a traditional service
plan. Instead, new Audis have an on-board system, which monitors both
current engine condition, and the type of motoring the car has typically
endured. It then tells the driver when a service is required via the
instrument panel.
Last time I was in the UK, I priced this product and it was selling for $20
a litre, which leads me to believe that this is definitely a pure PAO
product.
So what about the $7 products that we can buy over here? Products such as
Castrol Syntec and Mobil1? Well, these products have a very good performance
level, but cannot match the life of the pure PAO formulations. To start at
the beginning, ordinary engine oil is a by-product of the refining process
and becomes available whether the refiner wants it or not. As a lubricant,
it has very little value at all until it is doctored with a group of
additives, from which comes the viscosity and durability rating shown on the
container. As we all are aware, the basic raw material is a very viscous
black goo, that has to be diluted with solvents at the refinery so that it
can be processed.
Unfortunately, these solvents are carried over with the lubricating oil
fraction and are the major reason for the rapid deterioration of the
additives in less expensive oils. Within 2000 Km or so, low cost oil is not
doing much of a job of lubricating your engine. At high temperatures, this
oil carbonises rapidly and most of the black residue that drains out at an
oil change is not engine wear, but burnt, deteriorated, oil that has
carbonised itself into oblivion.
A $1.50/litre motor oil, no matter what the brand name, should not be left
in your engine for more than 5000 Km. 100% recycled oil, selling for eighty
eight cents per litre in the big retail stores, has hit the market. Note
that even these oils have an SF/CC rating, which only goes to show how low
these standards really can be. So that, in general, ordinary engine oil has
not improved much in the last five years or so.
Now next up are the "100%' synthetics which carry a little disclaimer on
their label: " not including carrier oil". These products are known as
Hydrogenated Esters (HE) and are just properly modified and reprocessed
mineral oils, although they certainly perform much more adequately and are
probably good for 24,000 Km between drain periods, with regular filter
changes.
-3-
Fourth generation products, are now available, as used in the aircraft
industry, where oil changes are uncommon, at least in jet planes. If one can
find a way of formulating a PAO (polymer) based product containing no
mineral oil whatsoever, at an affordable price, then one has a fourth
generation engine lubricant that can remain in an engine, almost until the
engine is rebuilt.
Filtration of pure PAO lubricants is not challenging for the filter because
no carbon is present, and the filter is doing what it should do, eliminating
the odd metal particle.
If you have a new car and wish to comply entirely with your warranty, then
your owner's manual calls for an oil change every 12,000 Km. Changing a pure
PAO product at this distance is major overkill, but costs only $65 on
average and is therefore no more expensive than cheap oil changed every 4000
Km, particularly if the latter service is done at a dealership.
Another common objection to leaving oil in an engine for long periods of
time is contamination from products of combustion. In the case of mineral
oil, one can actually form an emulsion with water, resulting in a beige
coloured `mayonnaise' that is some times seen on oil filler caps. By
contrast, PAO based lubricants shrug off water and acids and will not form
emulsions. Consequently, as soon as the engine lubricant reaches the boiling
point of the condensables, PAO's reject them through the PCV valve and go
back to doing their job of lubricating the engine, completely unaffected by
diluents of any kind.
And now, let's put to bed all the objections you will hear concerning the
use of synthetic engine lubricants:
Myth #1: Synthetic motor oils damage seals.
Untrue. It would be foolhardy for lubricant manufacturers to build a product
that is incompatible with seals. The composition of seals presents problems
that both petroleum oils and synthetics must overcome. Made from elastomers,
seals are inherently difficult to standardize. Ultimately it is the additive
mix in the oil that counts. Additives to control seal swell, shrinkage and
hardening are required, whether it be a synthetic or petroleum product that
is being produced.
Myth #2: Synthetics are too thin to stay in the engine.
Untrue. In order for a lubricant to be classified in any SAE grade (10W-30,
10W-40, etc) it has to meet certain guidelines with regard to viscosity
("thickness"). For example, it makes no difference whether it is 10W-40
petroleum or 10W-40 synthetic, at -25 degrees centigrade (-13F) and 100
degrees centigrade (212 degrees F) that oil has to maintain a standardized
viscosity or it can't be rated a 10W-40.
Myth #3: Synthetics cause cars to use more oil.
Untrue. Synthetic motor oils are intended to use in mechanically sound
engines, that is, engines that don't leak. In such engines oil consumption
will actually be reduced. First, because of the lower volatility of
synlubes. Second, because of the better sealing characteristics between
piston rings and cylinder walls. And finally, because of the superior
oxidation stability (i.e. resistance of synthetics against reacting with
oxygen at high temperatures.)
-4-
Myth #4: Synthetic lubricants are not compatible with petroleum.
Untrue. The synthesized hydrocarbons, polyalphaolefins, diesters and other
materials that form the base stocks of high quality name brand synthetics
are fully compatible with petroleum oils. In the old days, some companies
used untested ingredients that were not compatible, causing quality
synthetic lubricants to suffer a bad reputation. Fortunately, those days are
long gone. Compatibility is something to keep in mind, however, whether
using petroleum oils or synthetics. It is usually best to use the same oil
for topping off that you have been running in the engine. That is, it is
preferable to not mix your oils, even if it is Valvoline or Quaker State you
are using. The reason is this: the functions of additives blended for
specific characteristics can be offset when oils with different additive
packages are put together. For optimal performance, it is better to use the
same oil throughout.
Myth#5: Synthetic lubricants are not readily available.
Untrue. This may have been the case two decades ago when AMSOIL and Mobil1
were the only real choices, but today nearly every major oil company has
added a synthetic product to their lines. This in itself is a testament to
the value synthetics offer.
Myth #6: Synthetic lubricants produce sludge
Untrue. In point of fact, synthetic motor oils are more sludge resistant
than their petroleum counterparts, resisting the effects of high
temperatures and oxidation. In the presence of high temperatures, two things
happen. First, an oil's lighter ingredients boil off, making the oil
thicker. Second, many of the complex chemicals found naturally in petroleum
base stocks begin to react with each other, forming sludge, gums and
varnishes. One result is a loss of fluidity at low temperatures, slowing the
timely flow of oil to the engine for vital engine protection. Further
negative effects of thickened oil include the restriction of oil flow to
critical areas, greater wear and loss of fuel economy. Because of their
higher flash points, and their ability to withstand evaporation loss and
oxidation, synthetics are much more resistant to sludge development.
Myth #7: Synthetics can't be used with catalytic converters or oxygen
sensors.
Untrue. In fact the very low ash content of synthetics will extend the life
of every exhaust system component.
Myth #8: Synthetics void warranties.
Untrue. No major manufacturer of automobiles specifically bans the use of
synthetic lubricants. In point of fact, increasing numbers of high
performance cars are arriving on the showroom floors with synthetic motor
oils as factory fill. Which may not make the dealers too happy since oil
changes usually lead to other service work.
Myth #9: Synthetics last forever.
Untrue. Although some experts feel that synthetic base stocks themselves can
be used forever, it is well known that eventually the additives will falter
and cause the oil to require changing. However, by "topping off", additives
can be replenished. Through good filtration and periodic oil analysis,
synthetic motor oils protect an engine for lengths of time far beyond the
capability of non synthetics.
-5-
Myth #10: Synthetics are too expensive.
Untrue. Tests and experience have proven that synthetics can greatly extend
drain intervals, provide better fuel economy, reduce engine wear and enable
vehicles to operate with greater reliability. All these elements combine to
make synthetic engine lubricants more economical that conventional non
synthetics. In Europe, synthetics have enjoyed increasing acceptance as car
buyers look first to performance and long term value rather than initial
price. As more sophisticated technology places greater demands on today's
motor oils, we will no doubt see an increasing re-evaluation of oil buying
habits in this country as well.
Conclusions
Since their inception, manufacturers of synthetic motor oils have sought to
educate the public about the facts regarding synthetics, and the need for
consumers to make their lubrication purchasing decisions based on quality
rather than price. As was the case with microwave ovens or electric lights,
a highly technological improvement must often overcome a fair amount of
public skepticism and consumer inertia before it is embraced by the general
population. But the word is getting out as a growing number of motorists
worldwide experience the benefits of synthetic lubrication. The wave of the
future, in auto lubes, is well under way.
For the environmental enthusiasts, the use of synthetics could reduce waste
oil disposal by 80%, so if environment is your thing, then synthetic
lubricants should be your choice. As a footnote, we have tried to sell
expensive synthetics on the environmental argument, with no great success.
Unless you can also show an economic advantage, the general public will not
invest.
The opinions in this article do not necessarily represent those of the
editors or the publisher of Canadian Driver Inc. Montreal-based Phil Bailey
is a mechanical engineer, garage owner, journalist and TV and radio
personality who was a former rally driver and press relations officer for
Mont Tremblant race track. He can be reached at (e-mail address removed)
© 1999-2003, Canadian Driver Communications Inc., all rights reserved
