dgardel wrote:

THIS NIGHT I' WRITE SAME DATA AND COMPARISON ABOUT MY CHOICES

Combination of three things lead to metal - metal contact (oil-film breakdown) and subsequent bearing wear and failure:

(1) High torque
(2) Low RPM
(3) Low HTHS viscosity

Diesel engines have higher torques at lower RPMs and require higher HTHS viscosity in order to prevent metal - metal contact.

Through the engine wear tests using an radioisotope tracer technique, it was clarified that an HTHS viscosity of 2.6 mPa¥s was the lower limit to prevent the increasing wear. It was also found that the influence of the lowering viscosity on the wear of piston rings was larger than that on the wear of the cams and connecting rod bearings.



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this evening more infos

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dgardel wrote:

dgardel wrote:

THIS NIGHT I' WRITE SAME DATA AND COMPARISON ABOUT MY CHOICES

Combination of three things lead to metal - metal contact (oil-film breakdown) and subsequent bearing wear and failure:

(1) High torque
(2) Low RPM
(3) Low HTHS viscosity

Diesel engines have higher torques at lower RPMs and require higher HTHS viscosity in order to prevent metal - metal contact.

Through the engine wear tests using an radioisotope tracer technique, it was clarified that an HTHS viscosity of 2.6 mPa¥s was the lower limit to prevent the increasing wear. It was also found that the influence of the lowering viscosity on the wear of piston rings was larger than that on the wear of the cams and connecting rod bearings.



Watch the following figure


Click image to enlarge

You could play here http://sas-origin.onstreammedia.com/origin...index.html

this evening more infos

i have no idea what your on about but i like the spiders web thing :thumbsup:

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rossy wrote:

well the reason we are all on this forum is because we are enthusiastic about our little babies, their whims, their little ways etc as if they were eg King Charles Spaniels or something. I changed the gearbox and transfer box oils within 500 miles of the thing leaving Solihull for gods sake plus an oil change after 2k miles !

But I am well aware that there are lots of transits that have been totally abused and neglected whose owners chuck any old into the sump and would certainly not lose sleep over A1 B1 low SAPS gobbledegook and yet their vehicles go on and on. Doesn't matter though. My baby's gonna get 3 oil changes a year even if the 2.4 lump is regarded as 'Pikey proof'

wslr wrote:

https://www.defender2.net/gallery/albums/u...%20JLR.pdf

This is the Engine Oils list from the Vehicle Specification Book that JLR now have available on TOPIx. It does get changed/updated from time to time, so it isn't just set in concrete and it does get changed from time to time.

My personal take is, yes, oil is oil, but you are better off using the right one right down to the brand and type. I tend to use the Castrol products on the later vehicles, but I may use a slightly cheaper 5w30 oil which is still within the Ford specification for the older vehicles from Td5 back, but even this is a branded oil (Total Quartz).

Not so much with engine oils (more diff/trans), but I get reps visiting me telling me they have an 'equivalent' oil which gets me annoyed because usually it isn't - It's sales talk for 'It's close but cheaper'. A 75w90 oil is the same as another 75w90 EXCEPT for the additives the gearbox was designed around. I wouldn't use it on my vehicles so why would I want to use it on a customer's vehicle...