The only oil that I'd run past the factory recommended interval is a synthetic that's specifically made for extended change intervals. I would also not run past the factory interval without a premium oil filter made for extended intervals.

I use Mobil 1 EP which is good for 15k/1 year and a Mobil 1 filter, and I change it about every 10k, not over 1 year.

Other than with the extended interval premium stuff, the best oil and filter you can use is Motorcraft, and I wouldn't run it over the factory recommendations even with analysis.

 

I don't see any problem with the filter going the distance. I cut open a filter from my 01 5.4 and there was not much in there. I think these modular engines run very clean. I still have the filter from yesterday's oil change, maybe I'll cut it open this summer, maybe not. It was not a fun job as I recall.

 

Here's the results of the Oil Analysis Report.

Metals (ppm)

• Iron 149
• Chromium 4
• Lead <1
• Copper 10
• Tin <1
• Aluminium 15
• Nickel <1
• Silver <1
• Titanium <1
• Vanadium <1

Contaminants (ppm)

• Silicon 21
• Sodium 27
• Potassium 6
• Water (%) <0.05
• Coolant no

Additives (ppm)

• Magnesium 134
• Calcium 2021
• Barium <1
• Phosphorus 843
• Zinc 1005
• Molybdenum 25
• Boron 40

Physical / Chemical Tests (ppm)

• Viscosity (cSt 100C) 8.5
• Base Number 9gmKOH/g 1.1

Diagnosis

• Engine wear rates appear satisfactory for first sample. Silicon level (dirt/sealant material) satisfactory. Water content acceptable. TBN below recommended limit. Viscosity within specified operating range.
• Action: Change oil and filter if not already done. Resample at next service interval to monitor and establish wear trend.

 

Who did your analysis? I am debating doing this.. I don't drive more than 3 miles on way to work. Truck rarely gets to operating temps in the a.m.

 

This report is not good enough. The TBN is too low at 1.1, and the level of iron is too high. If your only driving 3 miles, then you can expect that your TBN would be even lower.

 

I change mine at 7500 with full synthetic and have it.sampled by Blackstone. Everything has come back good so far!

 

Yep, you ran it too long if the TBN came back too low. The iron concerns me too.

I'd recommend you do your next change at 7500.

 

I know you, Greencrew, from that "other" board.

 

Well, let me throw my opinion in the ring. Let's first discuss the report and how it's generated. The oil is gassed and a spectrometer reads the light from the gases. Problem here is something we just went thru with an owner of a fleet of diesel trucks that has major issues. In the case of iron, only the particulate at 5 microns or smaller will gas. You can literally have shavings in the oil that are not going to flash making you think that everything is okay- it might not be okay. Normal wear for a Triton is about less than 1 to 3 ppms of iron per thousand miles. Yours is at 14 which is many times the norm. I'd suggest spending the money on a particle count and see what's there if any of the sample is left at the lab. You MIGHT be okay and you might be looking to trade the truck in.
What we have noticed is UOAa coming back with acceptable wear rates including iron but total engine failures. Even the oil sampled from the failed engines show nothing wrong in spectroscopy. Particle counts come back skewed but doesn't explain the issue. It was only when we ran a gas chromatography that we found extreme chemical degradation of the entire oil system, basestock and additive pack. This is an issue with extended oil changes and some of the newer formulations that just can't hold up. The units we did the report on were changed BEFORE the manufacturers recommended 15,000 mile interval and the units had less than 50,000 miles on the clock( the units hold 6 gallons HDEO). Damage estimates are close to one million for this particular fleet. The point I'm trying to make is because you have a red flag item on the report, you need to dig a little deeper to make sure of what is going on in your engine.

 

Labnerd one thing stood out in your posting as bigtime incorrect... whoops.... you said 1-3 ppm per 1000 miles. That's reasonable, so if you read my post before I edited it, ahhhh, nevermind! Would like to know the source of that info, though. It differs from what some labs publish as "universal averages."

 

Universal averages are generated by individual labs reports. Like Blackstone may see higher numbers than we do because their customer base may not have any scheduled maintenance plans where our base is a highly scheduled customer base. Their percentage base is probably from folks who change their own oil where ours are from fleets and a few individuals. We may have small trucks that will see 100,000 miles a year and oil changes biweekly or OTR rigs that rarely stop. CAT dealers will see mostly stationary equipment, Amsoil users will mostly use Oil Analyzers, etc. So the universal averages are dependent on the labs customer base. That's one reason why you rarely see the same averages from different labs but generally, they will be fairly close. So his iron, if it was 30 over the 10,000 OCI would not flag at all and I wouldn't get real concerned if it were 50. But I would ask about heat cycles and the environment the engine was exposed to running in. But 5 times the norm waves a flag and I think he needs to look into it. There may be zero issues with the engine but a particle count will certainly tell the tale.

 

Yes, that's me. I posted the same thread on both sites.

 

Good answer. I've been trying to average some of the different labs to get a "normal" picture for the modular engines (average the averages, as it were), so wanted to gain understanding on your educated POV. Greencrew posted his info over at BITOG too, where it drew a rather large crowd, as you can imagine.