Amsoil

[Bernie Benz]

Thomas.

Apparently, you are one of those that would rather talk than listen, i.e.
rather than read carefully, before putting your foot in your mouth!  You are
off on a tangent unrelated to my point which you quote as your introduction.

Further, apparently you must feel that your argument is weak enough to
require the additon of personal put downs along the way.  Additionally, you
have not copied your reply to the list to which my statements were made, nor
have I witnesed your past participation in this list.  Smile, shape up, and
join in!

Bernie

> From: "EPIFORM" <EPIFORM at msn.com>
> Date: Sat, 1 Jun 2002 17:56:28 -0700
> To: <b.m.benz at prodigy.net>
> Subject: Amsoil
>
> I said principal use, not the only use.  If cooling were not an issue, a lub
> system could be designed using only a pint.  Interfacing between moving
> metal parts does not break down oil, heat does, and 95% of the heat that the
> oil is subject to is heat of combustion, not friction.
>
> Bernie
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>
> Complete hogwash!  Lubrication, not cooling, is the principal use of engine
> oil.   If you
> used only a pint, the additive package would be used up way too soon!
>
> Guess again Bernie!  Heat breaks down oil, that's true.  But, that's why
> engines have
> extra oil over and above the minimum needed to circulate in the engine and why
> engines
> have oil pumps and OIL COOLERS.  They help keep the flow rates up and the oil
> temperature
> below about 250°F.  That minimizes thermal breakdown.  Above 300°F din oil
> breaks down
> fairly rapidly.  The point is to keep its operating temperature well below
> that so it
> doesn't become an issue.
>
> A few chemistry classes would benefit you.  Oxygen in the crankcase in the
> presence of
> moisture(water) which is a byproduct of the combustion process is what
> chemically breaks
> down engine oil creating insoluble varnish, sludge and corrosive acids which
> lead to
> absolute viscosity increases.  Varnish coats the non friction affected inside
> surfaces of
> the engine like paint.  When the dispersant additive package can no longer
> hold the sludge
> in suspension, it settles out of the oil, usually to the bottom of the
> crankcase. When the
> buffering additive package is exhausted, the acid content in the oil raises
> until it
> begins to attack the metal surfaces inside the crankcase.  No filter can deal
> with that!
> The oil needs to be changed long before that happens.
>
> See:   http://www.practicingoilanalysis.com/
>
> Most oil manufacturers use zinc dialkyl dithiophosphate in their additive
> package.  It functions as an extreme pressure antiwear agent and as an
> antioxidant.  Like other additives it is subject to consumption over time.
> Once used up, the oil oxidizes at a much greater rate and the engine bearings
> wear at a
> much greater rate.   Oil does wear out.
>
> When major engine manufacturers specify oil change intervals and  oil grades,
> they don't
> guess about the change intervals and the grades over a cup of coffee at
> Starbucks or base
> their decisions on what people say on newsgroups or at the local Jiffy Lube.
> They run
> thousands of oil analysis tests over many years.  Their recommendations
> reflect that.  I'm
> not sure where you get your information, but I wouldn't want one of your cars!
>
> Tom Chudzinski
>
>
>