Why do you change your oil?

Explain, please.

You might as well ask a magician how the trick is done as to ask a blender what’s in the bottle. And I imagine that would be true if it were not for the fact that everything in the universe MUST obey the rules/laws of the universe. They are immutable. We can define our world with few exceptions or explain it in the rules of physics, chemistry and mathematics. The languages we use to make sense of what seems to be magic. The few we cannot explain only means a lack of data or a lack of understanding that data.

Do I have to know the acceleration of gravity, a property of physics represented by a mathematical model, to be certain beyond a shadow of a doubt that if I walk off my roof I will fall to whatever is below me? Do I have to have a Doctorate in biology to know for certain that planting a kernel of corn will grow a plant of corn? No! Correlated observations will instruct me as to the certainty of the suns rising and setting.

Observations of physical properties OR the written records of another's observations. It is what a test result is, isn’t it? The tests is just a method to objectify, quantify and correlate observations into repeatable units of observation.

There is also the ‘thought experiment’ method Einstein was so fond of. One may ask, for example, can something be created from nothing? What do you conclude about our universe when you observe Entropy in action?

Sometimes to understand a thing we need more than one input or observation. For example, watching the sun rise in the east and set in the west doesn’t tell you if the earth orbits the sun or the sun orbits the earth. Oh this one is important indeed. 

Point is, you don’t need to know all there is to know nor do your observations stand in a vacuum. Your life it short. It’s okay to use others observations and records. It’s why you hired a lab to do some of the heavy lifting. It’s why blenders publish, to one degree or another, ‘Product Data Sheets” whose contend is assured in broad strokes by regulations on “Truth in Advertising” laws. Or, internally policed by a companies need to maintain a reputation to sell into a market. It’s not perfect and cheaters get caught but it is what you have to work with.

I avoid like plague the arguments of “ the act of measurement alters the measurement’ or instruments being ISO certified to the National Bureau of Standards and demanding an exact accounting of the chain of evidence. I’m not deciding the fate of a human life in open court on on a operating table, I’m finding the truth, as well as it can be known, about what products I choose to use based on my confidence in the testing, the results, the observations and the reputations of others. This means:

SOME ASSEMBLY IS REQUIRED

This (below) is one of three screens you program your gauges into. The other two I'm still building but you can load between 4 and 9 per page plus this graphing page. 

When you initialize the unit to finds what is available and loads pages you choose from. It also detects protocols to there isn't any fuss nor muss.

There are even more X Gauges that can be loaded or sought out with the device. Also reads and clears OBDII trouble codes.

I'll start and this one is from my daughters 2012 Cruze 1.4 turbo and from Synthetic Advantage ISO certified Oil Analysis

If anyone is interested.

Sent from my iPhone using Tapatalk

2 Front Doors:
• Standard Dyed Film: $169
• Carbon Film: $239
• Nano Ceramic Film: $329

He recommends tinting all the glass (except front windshield, state laws) with Carbon or Nano tint for superior heat resistance and UV blocking. Says the factory tint on the sides and rear doesn't do much, and can do those in clear for the heat/uv benefit if I don't want them to appear any darker than they already. The rear glass looks about 25% visible light transmission from the factory. I'd like the front door glass to match the rear, visually, but don't know if 25% will be too dark for everyday driving. The truck is a black Trail Boss (factory black wheels, black color-matched bumpers, grille). I'm giggling a little bit because, unintentionally, my truck is looking very 'murdered'. Remember 25 years ago when people would go to great lengths to make everything on their vehicle black? That's just how this one is turning out...lol.

Is 'Nano Ceramic' really worth the extra cost (without knowing what specific brand/grade he's using)?

Does the factory tint in the rear actually suck, i.e. is it worth doing a clear tint on those for heat and UV? Again, black truck, the thing cooks in any amount of outdoor light. Would I even notice a difference?

6/30/2022

Recently the price of Regular Grade Gasoline has risen high enough that E-85, at least for the time being, has become a viable alternative on a cost per mile basis; so...I started running it in my 2015 Flex Fuel 4.3 V6. There is allot to learn and allot to get use to. 

Usually this fuel gets discussed on the basis of it's stellar octane value and it's ability to enhance performance. But I think the discussion can go further such as the effect it has on the motors oiling system. The 90+ octane crowd can make an even stronger case for cost effective use. Is there more? 

I asked a trusted friend for advice on the naming of this topic and while I loved the name, "CLEAN BURN FUELS" I've been here long enough to know what rabbit holes not to go down and this looked like one of those. Only from the standpoint that many clean fuels such as hydrogen and propane are logistical nightmares. That considered, I wanted to keep it in the arena of a fuel we have access to with many vehicles 'turn key' ready and more minimally so to make ready. I also wanted to keep it practical and shy away from the abstract/theoretical rabbit hole afore mentioned.  

In a separate post to follow I'd like to tackle the elephant in the room. Fuel consumption. 

In the mean time, put on those thinking caps. 

I'm thinking of switching looking for a better all around oil with better wear protection and cold start protection. Because we live in a colder climate in the mountains of Colorado and our trips to town are short drives I was thinking of upgrading this cars oil. Our morning temps have been in the 20's and 30's and it will be below zero in the dead of winter with highs in the 10's -  20's. Looking for better wear protection because we pull grades everywhere we go.

I think Amsoil OE would be an upgrade over Castrol Edge but not sure how much of an upgrade. What's your opinions?

https://www.lislecorp.com/lubrication-and-tire-products/19912-multi-application-oil-funnel-set-14-pc

So ironically I accidentally came across a cheap alternative that Princess Auto had on a surplus clearance sale ( I bought it April 22, 2025 ) and I will post the link but no doubt it will go dead after the sale is over and it took them quite a while in the store to actually find it as it was stuffed away on a shelf where they put random clearance items, it was no where near the isle with the funnels. Its made in Taiwan and has the brand name Powerbuilt  on it and while it does not have the same quality as the Lisle tool unit, its a cheap alternative at the moment with it being on sale for 20.00 as the Lisle kit is many times that price. It also has the elbow adapter and I fit it up with its GM/Ford adapter and it sits up probably a couple of inches higher than the Lisle unit which is fine and it has a lid of sorts and a cap for the bottom outlet as well. It happens to be built with a course screen in the bottom of the funnel which could be ok if something was accidentally dropped into the funnel such as the foil seal to a bottle. I'll just keep the unit and pack it in the truck if I am on a trip, will make adding oil even possible.

https://www.princessauto.com/en/17-pc-oil-fill-set-with-adapters/product/PA0009311622

This PDF is a brief explanation of the ASTM Sequence VG Engine Test. 

Motor oils with then SAE SL/SM/SN/SN+ must past this test to get the certification. This test run 216 HOURS. Keep that in mind. 

Also note that this test was meant to simulate 'low temperature operations" aka 'normal' service. Over heat it and all bets are off. 

Time for the punch line. HOURS. The oil is not required to meet any of these standards past 216 HOURS in service. 

Guess what your hour meter is good for?  

As you can see this test is a bit more complicated than the simple 'oil inlet screen' result AMSOIL focuses on alone. 

Peppers life time miles/hours over 150,000 miles is a hair over 42 mph and at the maximum of 216 hours this has a mileage cap on it of 9,216 miles. I change at 5K. 

According to Syn-Lube the industry average miles/hours is 33 mph or 7,128 miles. Does that look familiar to you? Pretty standard 7,500 OCI by OLM these days. Regardless of oil capacity. The link below will show in pictures what an oil passing this test looks like on the inside: 

http://www.synlube.com/API_SA_2005.htm

Question is.....are you AVERAGE? That is, does your speed AVERAGE 32 mph or more? Do you tow, pull, haul...let it idle for hours and YES those hours count. 

Second question is for you who like to do extended changes based on UAO what test are you reading that quantifies how clean the MOTOR is? Not the same thing as how clean the oil is. 

Estolide's

https://books.google.com/books?id=80jpDwAAQBAJ&pg=PA479&lpg=PA479&dq=estolide+solvency&source=bl&ots=tUpPw_Z-eT&sig=ACfU3U2GuX5vlUeSaxjav3sgAhs7wsc85Q&hl=en&sa=X&ved=2ahUKEwj_5OKN_dv5AhUTjIkEHfO3ArwQ6AF6BAgiEAM#v=onepage&q=estolide solvency&f=false

Brake fluids are unique among hydraulic fluids because they are considered safety-critical vehicle equipment by the National Highway Traffic Safety Administration (NHTSA). Their primary function is to transfer braking force from the pedal to the wheels while protecting brake system components. Savant Labs conducts comprehensive tests on brake fluids to ensure they maintain appropriate viscosity across various temperatures, remain compatible with different rubber materials used in brake systems, and do not damage metal components. Key tests include kinematic viscosity measurement, compatibility checks, and assessments of fluid stability under chemical and temperature stressors.

Incompressibility is another crucial property of brake fluids, as it ensures the effective transfer of force within the braking system. To prevent the formation of compressible gas pockets, brake fluids must have high boiling points and avoid air absorption. The Equilibrium Reflux Boiling Point (ERBP) tests measure the fluid's boiling point under both dry and wet conditions. Given these rigorous testing protocols, Savant Labs can build a testing package to meet your needs for a variety of applications.
 

Brake Fluid Classification

Brake fluids fit into classifications depending on their chemical composition, viscosity, and boiling point. The Department of Transportation specifies DOT 3, DOT 4, DOT 5, and DOT 5.1 in FMVSS 116. SAE specifications J1703, J1704, J1705, and ISO Class 3, 4, 5.1, and 6 mostly align with the DOT classifications with a few minor differences. Even though the Department of Transportation does not designate classes DOT 4+ or SUPER DOT 4, manufacturers often apply these designations to fluids meeting the additional requirements of ISO Class 6. Table 1 shows the relationship between these classifications.

Table 1. Comparison of classification specifications [1, 2, 3, 4].


The compatibility tests are almost identical across all DOT classes. Of course, because silicone fluid does not mix with water, tests for DOT 5 SBBF sometimes have different requirements. When testing to DOT 3, 4, or 5.1 specifications, the technician must mix water into the fluid. For DOT 5 SBBF, the technician must instead humidify the fluid. In some cases, such as for chemical stability and pH, there is no requirement for silicon-based fluids. Table 2 shows the tests and requirements for component compatibility in FMVSS 116.

Table 2. Component compatibility test requirements [1].


There are a few subtle differences between DOT and SAE limits for the stability and compatibility tests, so a fluid meeting the specifications for one classification may not necessarily meet the specifications for the comparable classification. Therefore, the actual test result is critical for understanding if a fluid meets both specifications. While the tests are nearly identical, SAE specifications call out test methods according to ASTM or DIN designations, and the FMVSS describes the test procedures and refers to SAE or ASTM standards only for materials, equipment, or calibration procedures.

The most significant difference between the SAE and FMVSS specifications is in testing for damage to mechanical equipment from repeated motion. The FMVSS uses a simulated brake system with referee standard braking cylinders. In contrast, the SAE specifications use an SRV tribometer, which measures friction and wear under oscillating motion.

Brake Fluid Specification Compliance
In the US, manufacturers and packagers must self-certify that their brake fluids meet FMVSS-116 specifications. Manufacturers must conduct adequate testing to ensure compliance with DOT classification and provide certification to packagers, who must, in turn, ensure the fluid remains uncontaminated and complies with labeling requirements [5]. Both ISO and SAE classifications follow a similar self-certification process [6]. The National Highway Traffic Safety Administration (NHTSA) enforces these standards by randomly testing products. If a sample fails the FMVSS-116 test procedure, manufacturers may be requested to recall the product, and legal action can ensue if they do not comply. Consumers can also report non-compliant products to the NHTSA for investigation [5].

Savant Labs offers brake fluid testing to the specifications of SAE J1703, SAE J1704, and FMVSS-116, providing manufacturers with confidence in their product certifications and offering spot checks for packagers. Testing is crucial as some fluids may fail to meet the required standards due to manufacturing variability or contamination. Savant Labs ensures all processes are correctly followed, and equipment is functioning properly during testing. Companies must closely monitor their brake fluids to maintain compliance and avoid costly recalls.

A complete list of brake fluid testing provided by Savant Labs is available.  Contact Savant Labs to request a quote.




[1] FMVSS 49 CFR 571.116 (10/1/2023) https://www.govinfo.gov/app/details/CFR-2023-title49-vol6/CFR-2023-title49-vol6-sec5 71-16. Accessed, May 5, 2024.
[2] SAE J1703^TM MAR2024 Motor Vehicle Brake Fluid.
[3] SAE J1704 ^TM MAR2024 Motor Vehicle Brake Fluid Based Upon Glycols, Glycol Ethers, and the Corresponding Borates.
[4] Remmen Brakes. (2019, January 22). Brake Fluid: What you Need to Know [Part 2] – Standards. Accessed May 5, 2024. https://www.remmenbrakes.com/brake-fluid-standards/
[5] Office of Vehicle Safety Compliance, NHTSA, OVSC Mission, March 18, 2013.  https://www.nhtsa.gov/sites/nhtsa.gov/files/ovsc_mission.pdf. Accessed May 5, 2024.
[6] J. Light, SAE International, personal communication December 18, 2023
 

Reference Number: GCUS-9-11766

I was finishing my oil change today and I noticed getting in that it said my hood was open which I thought was odd because I closed it. Opening the hood I found the ground strap was ripped off from the connection on the firewall to the hood, now my turn signals don't work, fog lights, high beams and even my dome light switch. Is this also a ground for some pieces of the interior? My cluster and radio works fine just doesn't shut off when the truck is off.

Any suggestions?  Obviously keep them clean and clear of road salt/mud/sand...  what about lubricating?  Silicone spray?  WD-40?  Grease?

When these things fail, what is the cause?  Electrical connections?  Actuators?  Frozen pivots?

Thanks

This is listed as a "Racing Oil" but is suitable for street. It is pricey coming in at $21.95 per liter (1.056 quarts)

Don't let that lower-than-average TBN put you off. There is a synergy between PAO and AN's that gives a higher oxidation initiation temperature than either has alone. It will take a while to deplete its acid package. 

I would expect the oxidation number to be lower than Red Line but the Aniline point to be lower as well making it a good polar solvent with great dispersant ability.

The Esters enhance lubricity and film strength.