Tom F&L GoR
Enthusiast
Number eleventeen in the series. Names are changed to protect the innocent.
Re: Mobile One
If that were true, there would be tons of Better Business Bureau complaints about false advertising, since Mobil put their logo on the oil fill cap for several years and published magazine advertisements saying that they were factory fill for Viper, Porsche, etc, etc. ExxonMobil isn't technically stupid and could easily formulate an oil to meet the requirements. I do not know absolutely for sure, but it is just too easy for ExxonMobil to get their oil into the crankcase regardless of the hurdles. And what oil would have been there while Mobil was advertising it was theirs?
In a new production engine, the oil choice is insignificant. Many engines use synthetics from the factory, many use mineral, and many today use mineral oils that are so highly refined that they are considered synthetic. I worked for Cosworth for a short time and all their F1 engines ran synthetic from the first minute to the last minute. I worked for Texaco for many years and we sold mineral engine oil to the OEMs, and those engines ran mineral from the first to last minute. It is the additives that matter more.
The key to break-in is engine preparation and antiwear additive levels. That combination needs to result in properly "worn in" surfaces after the first oil change. Modern engines don't use sliding lifters anymore, so the amount of anti-wear additive needed (measured by zinc and phosphorus) is almost half what it was 10 years ago because roller lifters don't have the same cam lobe stresses. Also, cylinder walls and rings are "rounder" and made of different materials, so the break-in process is shorter or almost non-existent. Notice I didn't mention the base oil type... because it doesn't matter.
Some versions of synthetic oils (i.e. Mobil 1 0W40) still have very good levels of antiwear additive. Oils that are marketed today as "break-in" oil have 2X to 3X the amount and are only needed for high performance, high spring pressure, high lift flat tappet engines. So it depends on what you mean by "regular" engine.
The interesting thing engine builders still kind of miss is that the antiwear additive issue is not "how much" there is in the new oil, but "for how long" do you need this additive. In other words, an oil with a lower level only needs to be changed sooner relative to an oil with a higher amount.
Let me know if you have any follow-ups or something doesn't make sense.
-Tom
Quote:
Originally Posted by brbr
Tom.... I am having a discussion with a person that did a build on a Viper Motor. He is telling me that no Viper Motors came with Mobile One in the crank case ? Is this true ?
What is the difference between using Synthetic Oil (Mobile One) and regular engine oil in a new motor ?
thanks....brbr
If that were true, there would be tons of Better Business Bureau complaints about false advertising, since Mobil put their logo on the oil fill cap for several years and published magazine advertisements saying that they were factory fill for Viper, Porsche, etc, etc. ExxonMobil isn't technically stupid and could easily formulate an oil to meet the requirements. I do not know absolutely for sure, but it is just too easy for ExxonMobil to get their oil into the crankcase regardless of the hurdles. And what oil would have been there while Mobil was advertising it was theirs?
In a new production engine, the oil choice is insignificant. Many engines use synthetics from the factory, many use mineral, and many today use mineral oils that are so highly refined that they are considered synthetic. I worked for Cosworth for a short time and all their F1 engines ran synthetic from the first minute to the last minute. I worked for Texaco for many years and we sold mineral engine oil to the OEMs, and those engines ran mineral from the first to last minute. It is the additives that matter more.
The key to break-in is engine preparation and antiwear additive levels. That combination needs to result in properly "worn in" surfaces after the first oil change. Modern engines don't use sliding lifters anymore, so the amount of anti-wear additive needed (measured by zinc and phosphorus) is almost half what it was 10 years ago because roller lifters don't have the same cam lobe stresses. Also, cylinder walls and rings are "rounder" and made of different materials, so the break-in process is shorter or almost non-existent. Notice I didn't mention the base oil type... because it doesn't matter.
Some versions of synthetic oils (i.e. Mobil 1 0W40) still have very good levels of antiwear additive. Oils that are marketed today as "break-in" oil have 2X to 3X the amount and are only needed for high performance, high spring pressure, high lift flat tappet engines. So it depends on what you mean by "regular" engine.
The interesting thing engine builders still kind of miss is that the antiwear additive issue is not "how much" there is in the new oil, but "for how long" do you need this additive. In other words, an oil with a lower level only needs to be changed sooner relative to an oil with a higher amount.
Let me know if you have any follow-ups or something doesn't make sense.
-Tom
Quote:
Originally Posted by brbr
Tom.... I am having a discussion with a person that did a build on a Viper Motor. He is telling me that no Viper Motors came with Mobile One in the crank case ? Is this true ?
What is the difference between using Synthetic Oil (Mobile One) and regular engine oil in a new motor ?
thanks....brbr
I agree! A lubrication section maybe?
