OIL, 0-20 or otherwise (couldn't find the other oil threads)

[ShadowsPapa]

What the heavier weight has done is change the cSt viscosity of course. The 0w20 would drop quickly where the 10w40 has stayed more stable even with longer change intervals.

Some of that will depend on the oil itself - viscosity stabilizers and so on, and whether it's a synthetic, blend, or non-synthetic.

My analysis reports always came back great - even one at about 7,100 miles said "could go a bit farther" (no, thanks - it was time).

Awfully hard to compare oils directly unless they are of identical formulations.

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[WK2JT]

Some of that will depend on the oil itself - viscosity stabilizers and so on, and whether it's a synthetic, blend, or non-synthetic.

My analysis reports always came back great - even one at about 7,100 miles said "could go a bit farther" (no, thanks - it was time).

Awfully hard to compare oils directly unless they are of identical formulations.

Totally agree and even with the drop, the 0w20 would still be able to go extended drain intervals. I found it interesting that the 10w40 didn’t appear to provide any additional protection benefit based on the ppm of iron across both UOA. Definitely not scientific, but sorta debunks the hypothesis for me.

 

[FloridaAussie]

I recently started playing around with oil weights after they had to replace my intake cam and I’m out of warranty. I have about 9k miles on this new cam with 4 or 5 oil changes and I’m still seeing elevated levels of iron, but not crazy high like right after the cam change. I used 10w40 during the last interval and that has made zero difference on the wear particles I’m seeing so the 0w20 appears to provide plenty of protection, as least in the short term. What the heavier weight has done is change the cSt viscosity of course. The 0w20 would drop quickly where the 10w40 has stayed more stable even with longer change intervals. Granted, 9k is a very small sampling size. I’m hoping the elevated iron is just residual particles still flushing out and not another cam eating itself.

I’ve also played around with the oil weight in my Subaru 3.6. According to the internet they loosened the tolerances of the flat 6 in an attempt to gain MPG. Whether that is true or not, that engine loves the taste of oil and goes through a quart every 1k miles. Subaru considers that perfectly normal. Currently running 15w50 and it appears to consume it “less” but still consuming.

I've owned 9 Subarus now, never a 3.6. The only one that ever drank oil was a 2018 Outback that I bought new. My current Subarus are all 4 cylinder, 2 are turbo and 1 is non T.

I'd love to see your updates as your Gladiator's miles climb up. I live in the FL panhandle and am considering using 0W20 in the winter, as temps can get down to the 40s or so here.

 

[WK2JT]

I've owned 9 Subarus now, never a 3.6. The only one that ever drank oil was a 2018 Outback that I bought new. My current Subarus are all 4 cylinder, 2 are turbo and 1 is non T.

I'd love to see your updates as your Gladiator's miles climb up. I live in the FL panhandle and am considering using 0W20 in the winter, as temps can get down to the 40s or so here.

Yup, 2018 Outback 3.6 here.

I’m considering the same because I have several gallons of different oil weights now. The things I consider fun now. I just rolled 50K and the cam was replaced at 42k.

 

[Splenda]

Good video. Like he mentions, if you are going to play with going up in viscosity, need to test with an oil analysis.

And it just so happens that he runs a company that does oil analyses. Cool guy though. I knew him when he was in high school.

 

[Batterycap]

It was always about squeezing another three feet out of a gallon of gasoline. Reliability, dependability, longevity - all to be ignored while genuflecting toward the EPA. Caution, the following video will cause a severe case of the bends for many: .

 

[Hootbro]

It was always about squeezing another three feet out of a gallon of gasoline. Reliability, dependability, longevity - all to be ignored while genuflecting toward the EPA. Caution, the following video will cause a severe case of the bends for many: .

You must be one of those people that reads the first page of a thread and goes right to the last to post a reply.

That video and a few replies following it started in post #37.

 

[ShadowsPapa]

It was always about squeezing another three feet out of a gallon of gasoline. Reliability, dependability, longevity - all to be ignored while genuflecting toward the EPA. Caution, the following video will cause a severe case of the bends for many: .

Yeah, although I like his stuff (and saw this many posts back) the trailer/marketing/intro is like a science magazine headline "we're ALL GOING TO DIE!"
When you actually read the article - it's talking about life expectancy and so on.
(On a long enough timeline, the survival rate for everyone drops to zero.)

If you don't understand his points deep in the video, based on the initial screen that shows it on youtube, you'd think he was telling everyone out there to ignore the recommendations and that GM actually FIXED it with different oil.
He's not saying that. He's explaining how bearing protection works, how crankshaft finishes are important, and how with a crappy, shitty crankshaft finish and ordinary bearings, you need a heavier oil to prevent scuffing.

No, no "bends" for me because he's not really advocating anything for the most part. He's explaining how GM f'd up and is now applying a bandaid.

We are FINE with our oils - as recommended. There are MILLIONS of these engines out there - and an extremely small fraction of a percentage will ever suffer lower end problems.
As of 6 years ago, there were 10 million of these engines out there - I'd bet 15 million by now. Lower end issues are extremely rare. You just don't toss a rod in these with decent maintenance.

So IMO - you are even missing his points of the video and what he's trying to explain.

I watched it beginning to end way back when it was first posted.
I know the specs, bearing materials, clearances, journal sizes and more of these - and those engines. I also know crankshaft journal finishes having built many engines over the years. GM screwed the pooch and is now putting a bandaid on things, taking the cheap way out instead of saying hey - every one of these engines actually should have a new crankshaft and bearings to make it right. Then - they could cut back from the 40 weight oil and be totally fine.
When he told of the details of the screw-up, I knew without even needing to see what else he said what was going on and the whys of the oil spec change. And after watching it - yup, just like we were taught in classes.

 

[Mr Miami]

Why are people comparing two very very different engines?
They aren't even close other than they both burn gasoline and make things go.

Here's what insiders are saying - The problem has to do with connecting rod and crankshaft components with unspecified manufacturing defects.
It doesn't cover 2025 model year.

“A series of crankshaft and connecting rod manufacturing improvements implemented on or before June 1st, 2024, addressed contamination and quality issues. Model-year 2025 vehicles were built after these improvements and are not included in the recall.”



You likely know that the numbers, W and other, overlap a lot in measured viscosity so you really haven't ventured out of the yard very far.



Where's the popcorn and where's that chairman?
Is this a "here we go again thing?

What GM is doing is tossing a BAND AID at the problem with the change in oil viscosity. It's so funny - gee, we have defective parts, we'll put some tape over it for you with heavier oil.
And this will lead people to believe - gee, I should run heavier oil, too! GM is fixing their problem with it.
No, they are making customers shut up and go away - they are still running defective engines!
What a hoot.

Come on now, don't be so negative on the "oil" threads. They make for some entertaining reading. Add it to the list of whether the sun rotates clockwise or counterclockwise. Or for that matter, does it not rotate at all but everything around it moves.

Relating to the oil, I vote for 2 parts 0w 20 mixed with 3 parts of 5w 25 except for temperatures above 110 F in combination with relative humidity in the range of 50-80%. Otherwise, use 3 parts of 0w 20 in the formula.

 

[ShadowsPapa]

Relating to the oil, I vote for 2 parts 0w 20 mixed with 3 parts of 5w 25 except for temperatures above 110 F in combination with relative humidity in the range of 50-80%. Otherwise, use 3 parts of 0w 20 in the formula.

But what about on Tuesdays?

On another similar topic - I have proof that the earth is NOT flat -

 

[agoldxj]

This recall is going to be a disaster, the last one we had under warranty before this came out took months to get. Unless they have a magic warehouse somewhere I have a feeling there’s going to be a lot of vehicles sitting in dealer service lots. Just had a new Silverado only make it 31 miles before the transmission completely went out, engineers on site for this one. No stock available yadda yadda, it’s a shame.

 

[Stan H]

And it just so happens that he runs a company that does oil analyses. Cool guy though. I knew him when he was in high school.

And his Dad was a pioneer race care driver who experimented with oils.

 

[Splenda]

And his Dad was a pioneer race care driver who experimented with oils.

Yep. I had several friends who were classmates of his at Ezell Harding. We knew his dad was a racecar driver.

 

[nick617]

So do you think 0w20 penzoil ultra plat is ok or go to pennz plat 0w30 ty in advance Nick

 

[DrewsJT]

Manufacturers are under a ton of pressure to squeeze any possible economy out of engines. It’s not easy for them to switch.

The thing is they already got the "mileage " rating when certified, I don't believe it effects Cafe now after the consumer takes possession. But I could be mistaken

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