Running a bypass filter set up makes all the difference,happen to have one with out it listing soot levels and wear metals? for the same type intervals?
The first UOA was without the bypass filter - it's the first image in the group of three images in my last post. It also appears as the rightmost column on any subsequent UOA (by date)
The mileage was 117,579 ... and as you can see if there are not huge differences in insolubles (soot) or wear metals - with or without the bypass.
and it's still going to be application dependent a little 2.7 MB engine is allot easer on any oil then say a highway truck or off road heavy equipment engine,
If you're talking about say, a semi-tractor pulling a loaded 53' trailer for examples .... then, yeah .....
in a way ....
OTOH, if you look at how a lighter-duty passenger car/light truck/van engine is probably typically driven (short hops, etc.) that generally can be considered a form of "severe duty" .... at least that's what Dodge and Cummins seems to think, according to the manual for my RAM.
Here's another thing .... the ISB in my RAM is IIRC around 325hp and 610 ft lbs of torque ... for a 7300 lb vehicle. The little 2.7 Mercedes in my Sprinter produces 154 hp ... for a 6500 lb (unladen) vehicle, which is typically loaded to 7500 to 8500 lbs.
Which engine is more stressed and working harder ?
sure as heck wouldn't put that oil in our 600hp C18's or our 550 hp N14,ISX Cummings.
Understandable - if that's not what they call for.
This discussion has got me rethinking CJ-4 oils - I might give M1 TDT 5w40 a whirl and see how it is .....
One of M1 0w40's big draws for me was the higher TBN .... and it's hard to argue with the performance I've gotten from it.
I assume as someone who frequents BITOG you know who Doug Hillary is - in my talks with him, he did not share the same concerns as you do about M1 0w40 - in fact, he thought it was just fine and totally up to the task.
