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A closer Look At Engine Sludge

Written by Charleen

Preventing Causes of Engine Oil SLUDGE

Brands matter, quality matters and frequent oil changes will not alter this. It’s all based on the additive quality and it does effect the price.

Engine sludge occurs when oxidized oil and contaminants build up on engine surfaces. It can restrict the flow of oil to the point of engine failure and costly repairs.

As the oil installed in your vehicle ages, oxygen reacts with the lubricant, resulting in a permanent chemical change. The oil picks up oxygen and becomes thicker. Just like oxygen attacks metal surfaces and causes corrosion, it negatively affects lubricants and reduces their ability to lubricate, cool and protect components. Excessive heat speeds the oxidation process. In fact, every 18°F (10°C) increase in temperature doubles the rate of oxidation.

Adding to the challenge, contaminants begin to form during normal operation. In engines, hot combustion gases can blow by the piston rings and contaminate engine oil. Glycol from engine coolant, water that forms with temperature fluctuations and fuel are other common contaminants that affect lubricants. Left unchecked, contaminants accelerate chemical reactions, which overload the lubricant and cause the formation of sludge – a gelatinous substance that wreaks havoc in engines.

Sludge can block the oil passages and oil-pump pick-up screen, resulting in oil starvation. Often, the negative effects are cumulative rather than sudden. Many engines with variable valve timing (VVT) use oil pressure-operated mechanical devices to change valve timing, duration and lift. Sludge can plug the solenoid screen or oil gallies and impact the operation of VVT mechanisms, eventually leading to a costly repair bill. Sludge reduces efficiency and increases time and money spent on maintenance.

Signature Series vs. Sludge

Signature Series Synthetic Motor Oil was subjected to the Sequence VG test to measure its ability to prevent sludge. As expected, Signature Series produced an oil pick-up tube screen virtually free from sludge (see image below). Our unique combination of detergents and high-quality base oils control oxidation and sludge to keep engines clean and efficient.

AMSOIL synthetic lubricants not only resist oxidation and sludge formation, they can help clean existing deposits in neglected engines due to superior detergency. With modern engines and equipment demanding higher-quality lubricants, it’s good to know AMSOIL synthetic lubricants are formulated to protect against sludge in the toughest operating conditions.

Sludge: a gelatinous substance that wreaks havoc in engines.

 

 

 

 

Signature Series has 50 percent more
detergents¹ to help keep oil passages clean and promote oil circulation. It provides 90% better protection against sludge².

 

 

Synthetic Warehouse note:

We own an ecoboost engine (on our Ford van) so based on our personal experience the Signature Series is the only choice in these engines. They run extremely hot effecting the process mentioned above. Test the oil you are using now at or near Ford’s maximum interval and I’m certain it’s beyond it’s life!! TBN and Oxidation levels can be at dangerous levels.  Signature Series gives you that extra benefit of the doubt because when the detergents dissipate you can start to have severe wear from corrosion and of course needless deposits from sludge AND increased oil consumption. We eliminated 75% of a resent F150 Ecoboost V6 oil consumption problem using the Engine Flush (FLSH) and the Signature Series 5W-30 (ASL).

It’s not just about keeping your car or truck longer. It’s the issues our competition causes such as carbon coating your intake valves which is an issue on modern gasoline direct injection engines.  It’s very costly to clean these as there is no-longer the gasoline we enjoyed as the cleaning agent. Fuel is shot directly into the quench area so oil vapors land on valves and build up over time.
Some newer cars do have an additional injector in the throttle body for start-up and cleaning but this will not be the common setup.

So AMSOIL Signature series will keep these areas cleaner as that’s part of what you are paying for. AMSOIL’s lowest volatility is by far worth paying for. And in some cases you pay less for our product than several of the “so called synthetics”.

Make our Sioux Falls locations your only source for lubricants! Many have made the switch for good. We’re at 47073 98th St just behind Marlins Diner. Exit 73 on I29. Or call to make sure I’m there at 605-274-2580.

 

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Ultra-low-sulfur diesel doesn’t provide sufficient lubricity

Written by Charleen

Ultra-low-sulfur diesel lacks Needed Lubricity

Mark Nyholm | TECHNICAL MANAGER, HEAVY DUTY AND MECHANICAL R&D

Fortunately, we have a simple solution.

It feels like forever ago, but it’s only been 13 years since the U.S. Environmental Protection Agency (EPA) mandated reduced sulfur content in diesel fuel, in 2006. Boy, were people angry. They knew sulfur helped protect their fuel pump and injectors from failure. Change is scary, and the thought of replacing expensive components even more so.

Fast-forward to 2019, and I rarely hear anyone talking about this. But the problem is even more prevalent now than it was then. Modern diesels demand even more from the fuel pump and injectors than before, increasing the potential for failure. So, why aren’t people still up in arms? My hunch is they have accepted the new reality. Or, they just don’t know what they don’t know when they buy a new truck today.

Today’s ultra-low-sulfur diesel fuel (ULSD) provides significantly reduced lubricity – a critical property in controlling fuel-pump and injector wear. While diesel fuel has traditionally had high lubrication properties, the desulfurization process used to strip the diesel fuel of the sulfur content to meet ULSD requirements also strips the fuel of some of its organic compounds responsible for lubrication. The ASTM D975 diesel-fuel standard mandates a minimum lubricity level. However, the Engine Manufacturers Association (EMA) wants the standard to provide for increased lubricity, but lost out on the control of the specification. While the EMA claims there’s a problem, it doesn’t carry enough clout to change the specification.

Since 2006, ULSD has accounted for nearly all diesel available in North America because the EPA mandated reduced sulfur to curb harmful emissions. ULSD now contains a maximum of just 15 ppm sulfur, compared to fuel that had up to 5,000 ppm sulfur prior to EPA regulations.

Waxes in diesel fuel lubricate the fuel pump and injectors, helping fight wear. Without them, the highly engineered components in modern diesels, particularly high-pressure common rail (HPCR) engines, can wear out and cost thousands in repairs. They can also develop deposits that interfere with an optimum spray pattern, reducing power and fuel economy. The editors of Diesel Power Magazine covered the problem of ULSD in the April and May 2019 issues. As reported, the Bosch* CP4.2 fuel pump that comes stock on 2011-2016 Duramax* engines has led to thousands of catastrophic failures. It’s culminated in class-action lawsuits in Texas and California against Bosch, GM*, Ford* and other vehicle manufacturers on behalf of individual diesel owners whose vehicles use that pump. When the CP4.2 fuel pump fails, it instantly contaminates the entire fuel system with metal particulates, costing $8,000 to $12,000 in repairs. The magazine reiterates what AMSOIL has been saying for years: “The way to be proactive in protecting a CP4.2 equipped diesel from an early demise is being diligent about using fuel additives that add lubricity with every fill-up.”

 

The CP4.2 pump is said to fail because of two reasons: 1) It’s designed with about 20 percent reduced flow volume than the previous generation pump, requiring it to work even harder. 2) ULSD isn’t providing enough lubricity.

Our testing of base fuels across the U.S. confirms the second point. ASTM D975 requires diesel fuel to limit the wear scar in lubricity testing to 520 microns. The EMA, meanwhile, sets its own, stricter requirement of 460 microns. As the chart shows, many of the fuels (blue bars) failed to limit wear to 520 microns. And none of them met the EMA’s 460-micron limit.

Fuel treated with AMSOIL Diesel All In-One (ADB) performed far better (red bars). It not only met the ASTM D975 standard, it also met the stricter EMA lubricity requirement. You can find the same technology in Diesel Injector Clean (ADF) and Diesel Injector Clean + Cetane Boost (ADS). Our diesel additives deliver a healthy boost in lubricity to help lubricate diesel fuel pumps and injectors. The extra lubrication helps prevent wear in fuel pumps and injectors. I strongly recommend that all diesel owners use AMSOIL diesel fuel additives with every tank of fuel.

We keep this in large supply in Sioux Falls – Both our Stan Houston’s location and the Tea Exit location (exit 73). Buy in the half gallons to save money.

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AMSOIL Expands Signature Series Line with 5W-50 Synthetic Motor Oil for Ford Mustangs

Written by Charleen
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AMSOIL Expands Signature Series Line with 5W-50 Synthetic Motor Oil for Ford Mustangs

Ed Newman|

What is it about the Ford Mustang that so excites the imagination? Well, for starters, consider the name. Mustang. When I think of mustangs, I think of wild horses. And when older men think of Mustangs, they think of the wild horsepower packed under the hood of that particular breed of Sixties muscle car.

Introduced in 1964 at the New York World Fair, the Mustang became an instant hit. Muscle car madness overtook the American car scene with its lust for power. The ‘Stang was Ford’s definition, competing with Camaros, GTOs, Chargers, Hemi-powered Road Runners and ‘Cudas.

A half century has passed, and Mustang-love continues undimmed by the years. For a quick overview of the various stages of Mustang history check out this Pinterest collection or this Mustang timeline.

This year at the 2014 SEMA Show the Mustang took center stage as it celebrated its 50th birthday. In conjunction with this AMSOIL has added a new viscosity to its Signature Series line specifcally formulated for high-horsepower Ford Mustang engines requiring the Ford WSS-M2C931-C performance specification.

 

AMSOIL Signature Series 5W-50 Synthetic Motor Oil is fortified with a robust additive package, including top-quality detergents and dispersants to help prevent sludge deposits and keep engines clean. It withstands the stress of high horsepower and heat, resisting viscosity loss due to mechanical shear and maintaining protection in metal-to-metal contact regions for maximum engine life.

 

Like its Sig Series siblings, AMSOIL Signature Series 5W-50 excels in extreme temperatures. It resists thermal breakdown to maintain protection in high heat and it contains no wax, allowing it to remain fluid in the low temperatures for improved oil flow and protection at startup. Signature Series 5W-50 is designed for maximum efficiency. It exhibits an extremely low volatility rate to control oil consumption and emissions.

For more information on our new oil visit this insightful page on our website.

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Ford EcoBoost Challenge – AMSOIL Only Oil Choice

Written by Ches Cain
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Ford EcoBoost Engines – Turbocharged, High Heat Efficiency needs a 100% Synthetic

In a previous Facebook post on the Sioux Falls page, I mentioned the merits of the 1.0 3-cyl EcoBoost engine but there are several more popular and practical versions in the other vehicles Ford offers. All of these are the most impressive works ever developed by Ford. The overall design of the powerful six’s with the excellent flow of the internal exhaust manifolds to turbo (low inertia twin units) make engine warm-up fast while achieving the most power per cubic inch ever known. There are challenges however making our AMSOIL Signature Series a must for long life and low maintenance.

There are blends and “fully” synthetic products recommended by Ford but with AMSOIL you know you get a TRUE 100% synthetic which can stand up to the heat (beyond what this engine can generate actually) for any amount of time while resisting formation of deposits in your turbo’s lines. AMSOIL leads the industry with the lowest volatility thus less chance for oil vapors being drawn into combustion via PCV and what does get drawn in has less of a chance to leave deposits on the scorching hot intake valves. Also should the driver fail to change oil at the proper recommended interval, AMSOIL has you covered!!

Ford has positioned a “specially developed” version of Castrol called Magnatech but after examining the overall merits it still doesn’t address long term deposits. Castrol doesn’t make any claims to be a true 100% synthetic (They use the term Fully Synthetic which is common for Group IIIs) nor are there any viscosity retention tests. As a AMSOIL customer first and a dealer 2nd, I trust AMSOIL even more hearing from those who work in the windpower industry that AMSOIL has revolutionized their return on investment and all the severe issues with the Castrol product. According to them, AMSOIL provides the only lubricant to solve a serious viscosity retention issue which others have not. This method of solving problems over stockholder profits allows their products to be years ahead in technology and performance. The Signature Series addresses these issues with the EcoBoost even years before there was a need.

Ford EcoBoost

No warranty issues with the Signatures Series as long as you use the proper viscosity. But should anything happen AMSOIL backs their products 100% with their own guarantee and complete satisfaction. No other lubricant company comes close to this type of protection..
Lastly The #1 reason to use AMSOIL’s Signature Series (5W-30, 5W-20 or 0W-20 per your owners manual) is simply for the performance!! There is a difference. It’s in the base stocks and additive packages and it’s constantly being verified and improved. A difference you can feel and an additional load off of the internal parts at all temperatures under all loads. And many synthetic do leave deposits. Not Signature Series. It’s not a Group III base. If a OEM had a duplicate product it would have to be generally around $15 retail per quart to satisfy typical markups needed.

 

Sioux Falls Ford owners – We want to be your oil for max performance in these exceptional engines! Don’t settle for dealership…

Posted by Amsoil – Synthetic Warehouse Sioux Falls – Independent Dealer on Saturday, February 20, 2016

With the EcoBoost and other engines utilizing the gasoline direct injection there’s an additional issue with the intake side of the intake valves concerning cleanliness. As fuel is sprayed directly into the quench area, it bypasses the whole intake manifold and top side of the intake valves thus allowing debris and varnish from the combination of intake dirt and oil vapor from PCV. Ford mechanics have said Ford is working on a solution to this problem but have yet to publish anything on the matter. They warn to not try to spray or apply anything under warranty so we will update this blog when the time comes.
In the mean time only AMSOIL Signature Series 5W-30, 5W-20 and 0W-20 has the lowest volatilityin the industry. In fact AMSOIL was the first company to use the NOACK Volatility test as a standard to go by. This guarantees the lowest amount of crankcase oil vapor being sucked back through the intake system through PCV.

The authorized mechanic referenced in the video below suggests the use of a catch-can once warranty is complete. It will prevent more buildup on these sensitive parts.

Thank you again for reading my AMSOIL blog. I’m Ches Cain with The Synthetic Warehouse. Hope you visit the Sioux Falls store and try out all the products in all of your equipment. Ask for a catalog and be sure to get a coffee mug when you buy a case of any oil!!

 

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