As cars have become more sophisticated in the past decade, so have the instruments by which we can assess them. A good case in point is my dyno test which allowed me to precisely measure how much horsepower my Red Line was making. Another good tool for evaluating the overall health of the engine is an analysis of the motor oil. Similar to a blood test, this report highlights any abnormalities found in the oil sample. For instance, antifreeze could indicate a coolant leak from a cracked engine block or head gasket, while high levels of aluminum or iron might be indicative of excessive wear. Spotting either of these early could potentially save a catastrophic engine repair in the future. In fact, the U.S. Air Force so believes in this that every military aircraft has an oil sample done before each flight.
Additionally, Blackstone Labs will also gauge the remaining active additives present in the oil, determining whether you should shorten or lengthen the oil change intervals. This is important because advances in engines as well as motor oil mean that 3,000-mile oil changes are as antiquated as square wheels. It also makes some sense of the debate between trusting the vehicle's oil life monitor versus going with a longer duration oil like Mobil 1's 15,000-mile Extended Performance product.
In the report below, engine wear is expressed as the presence of metals, with a higher percentage equating to more wear. Compared against the database of other 2.0-liter Ecotec supercharged engines, my sample indicated lower levels of all the elements except Molybdenum and Magnesium. Fortunately, this is no cause for concern as Molybdenum is typically used as a anti-wear/anti-scuff additive while Magnesium is a common detergent and dispersant additive. Ideally, higher percentages of these two compounds are beneficial.
Both viscosity tests were right at, or exceeded maximum parameters, meaning minimal flow was lost to shearing forces. The Flashpoint is the temperature at which the oil sample will combust, with anything above 355 being acceptable. This indicates the presence of fuel so a higher number such as my 425 is better. Overall, fuel only made up 0.5% of the sample which is good considering heavy idling and short trips can encourage raw fuel to work past the piston rings and into the crankcase. From there, it dilutes the oil and acts as a solvent, partially washing away the critical oil film and increasing wear between parts.
The 0.2% Insolubles, well below the 0.6% threshold, represents the total volume present in the sample. Typically, this is composed of carbon from the combustion chamber, oxidation of the oil, and dirt sucked in through the engine's intake system. With a high-flow K&N air filter, it's nice to know that more air does not necessarily mean more dirt is entering the engine.
Finally, the Total Base Number (TBN) is the acid-neutralizing efficiency of the oil. Since high-acidity is a byproduct of the combustion process, a higher TBN means more protection. Virgin oil can fluctuate between a TBN of 10-14 so my reading of 6.9 after 5,000 miles is extremely good.
Overall, I couldn't be more pleased with the results of my first oil report and I'm eager to test my wife's vehicle next.
Additionally, Blackstone Labs will also gauge the remaining active additives present in the oil, determining whether you should shorten or lengthen the oil change intervals. This is important because advances in engines as well as motor oil mean that 3,000-mile oil changes are as antiquated as square wheels. It also makes some sense of the debate between trusting the vehicle's oil life monitor versus going with a longer duration oil like Mobil 1's 15,000-mile Extended Performance product.
In the report below, engine wear is expressed as the presence of metals, with a higher percentage equating to more wear. Compared against the database of other 2.0-liter Ecotec supercharged engines, my sample indicated lower levels of all the elements except Molybdenum and Magnesium. Fortunately, this is no cause for concern as Molybdenum is typically used as a anti-wear/anti-scuff additive while Magnesium is a common detergent and dispersant additive. Ideally, higher percentages of these two compounds are beneficial.
Both viscosity tests were right at, or exceeded maximum parameters, meaning minimal flow was lost to shearing forces. The Flashpoint is the temperature at which the oil sample will combust, with anything above 355 being acceptable. This indicates the presence of fuel so a higher number such as my 425 is better. Overall, fuel only made up 0.5% of the sample which is good considering heavy idling and short trips can encourage raw fuel to work past the piston rings and into the crankcase. From there, it dilutes the oil and acts as a solvent, partially washing away the critical oil film and increasing wear between parts.
The 0.2% Insolubles, well below the 0.6% threshold, represents the total volume present in the sample. Typically, this is composed of carbon from the combustion chamber, oxidation of the oil, and dirt sucked in through the engine's intake system. With a high-flow K&N air filter, it's nice to know that more air does not necessarily mean more dirt is entering the engine.
Finally, the Total Base Number (TBN) is the acid-neutralizing efficiency of the oil. Since high-acidity is a byproduct of the combustion process, a higher TBN means more protection. Virgin oil can fluctuate between a TBN of 10-14 so my reading of 6.9 after 5,000 miles is extremely good.
Overall, I couldn't be more pleased with the results of my first oil report and I'm eager to test my wife's vehicle next.
.JPG)
