Used Oil Analysis On 991
04-15-2014, 08:58 AM
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Used Oil Analysis On 991
Here is the Blackstone UOA on my 2014 C2S PowerKit.
Nothing earth shattering. It's all as expected. I always like doing an early oil change about 1/2 way through the break-in process.
About 1,300 easy miles. All under 4,200 RPM. Mostly long drives. Varying the RPM's. No lugging.
We know these cars throw a lot of aluminum as the engine breaks in. I expect this to level off at about 20,000 miles. The Mobil 0W40 factory fill looks very normal, as expected, to me.......low range on Phosphorus, low range on Zinc, and the viscosities (210 and 100) are on the low end of the range (Mobil shears down a lot).
My car was refilled with Joe Gibbs DT40 5W40 (just about 7.5 quarts) and fitted with an L&N Engineering magnetic drain plug. My plan is to do another oil change and UOA at about 4,800 miles (mid summer) and again prior to winter storage (mid October) at about 8,300 miles. Based on those UOA's I'll decide if I am going to stay with the Joe Gibbs DT40 or switch over to Mobil 5W50. In prior Porsches, I've had great results with the 5W50 Mobil 1.
Nothing earth shattering. It's all as expected. I always like doing an early oil change about 1/2 way through the break-in process.
About 1,300 easy miles. All under 4,200 RPM. Mostly long drives. Varying the RPM's. No lugging.
We know these cars throw a lot of aluminum as the engine breaks in. I expect this to level off at about 20,000 miles. The Mobil 0W40 factory fill looks very normal, as expected, to me.......low range on Phosphorus, low range on Zinc, and the viscosities (210 and 100) are on the low end of the range (Mobil shears down a lot).
My car was refilled with Joe Gibbs DT40 5W40 (just about 7.5 quarts) and fitted with an L&N Engineering magnetic drain plug. My plan is to do another oil change and UOA at about 4,800 miles (mid summer) and again prior to winter storage (mid October) at about 8,300 miles. Based on those UOA's I'll decide if I am going to stay with the Joe Gibbs DT40 or switch over to Mobil 5W50. In prior Porsches, I've had great results with the 5W50 Mobil 1.
Last edited by LexVan; 04-15-2014 at 09:31 AM.
04-15-2014, 09:32 AM
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04-15-2014, 11:07 AM
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I hope others start doing UOAs on the 991 motor and post in this thread too.
04-15-2014, 11:18 AM
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I think this approach will better serve our Forum.
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04-15-2014, 01:09 PM
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04-16-2014, 12:12 AM
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I'm having a hard time understanding what these numbers are supposed to mean absent any idea of where these elements are coming from. The biggest numbers by far - calcium, phosphorous, zinc, boron and molybdenum- are common components of the moly grease used in engine assembly. Barium is another (lesser) one. Probably most of the other stuff as well. Its hard finding this information on specific products and nobody (?) knows exactly what Porsche uses anyway. But I sink it is interesting that even in a brand new engine (supposedly undergoing massive "wearing in") that by far the most common stuff turning up is what was in the few dabs of grease used to put the thing together.
All the rest are trace elements. Where'd they come from?
I don't know about all of them, but tin, lead and copper are all commonly used in babbitt, the layers of soft expendable metals used in the journal bearings of the crank shaft and connecting rods. These are among the highest load and temperature parts in the engine. They are soft metals. In a new engine - if the need for "wearing-in" is real- they should wear a lot. Yet we see only these trace readings.
It would be interesting to hear from someone familiar with the composition of other parts such as cams, valves, piston rings, etc. to maybe gain some understanding of where these elements in UOA are coming from.
I have another one of these but for some reason RL doesn't want to upload. Whatever. Its the same pattern of grease and trace elements.
All the rest are trace elements. Where'd they come from?
I don't know about all of them, but tin, lead and copper are all commonly used in babbitt, the layers of soft expendable metals used in the journal bearings of the crank shaft and connecting rods. These are among the highest load and temperature parts in the engine. They are soft metals. In a new engine - if the need for "wearing-in" is real- they should wear a lot. Yet we see only these trace readings.
It would be interesting to hear from someone familiar with the composition of other parts such as cams, valves, piston rings, etc. to maybe gain some understanding of where these elements in UOA are coming from.
I have another one of these but for some reason RL doesn't want to upload. Whatever. Its the same pattern of grease and trace elements.
04-16-2014, 12:22 AM
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I'm having a hard time understanding what these numbers are supposed to mean absent any idea of where these elements are coming from. The biggest numbers by far - calcium, phosphorous, zinc, boron and molybdenum- are common components of the moly grease used in engine assembly. Barium is another (lesser) one. Probably most of the other stuff as well. Its hard finding this information on specific products and nobody (?) knows exactly what Porsche uses anyway. But I sink it is interesting that even in a brand new engine (supposedly undergoing massive "wearing in") that by far the most common stuff turning up is what was in the few dabs of grease used to put the thing together.
All the rest are trace elements. Where'd they come from?
I don't know about all of them, but tin, lead and copper are all commonly used in babbitt, the layers of soft expendable metals used in the journal bearings of the crank shaft and connecting rods. These are among the highest load and temperature parts in the engine. They are soft metals. In a new engine - if the need for "wearing-in" is real- they should wear a lot. Yet we see only these trace readings.
It would be interesting to hear from someone familiar with the composition of other parts such as cams, valves, piston rings, etc. to maybe gain some understanding of where these elements in UOA are coming from.
I have another one of these but for some reason RL doesn't want to upload. Whatever. Its the same pattern of grease and trace elements.
All the rest are trace elements. Where'd they come from?
I don't know about all of them, but tin, lead and copper are all commonly used in babbitt, the layers of soft expendable metals used in the journal bearings of the crank shaft and connecting rods. These are among the highest load and temperature parts in the engine. They are soft metals. In a new engine - if the need for "wearing-in" is real- they should wear a lot. Yet we see only these trace readings.
It would be interesting to hear from someone familiar with the composition of other parts such as cams, valves, piston rings, etc. to maybe gain some understanding of where these elements in UOA are coming from.
I have another one of these but for some reason RL doesn't want to upload. Whatever. Its the same pattern of grease and trace elements.
06-17-2014, 12:36 PM
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Stay tuned. I'll be updating this post next week with the UOA from yesterday's oil change (about 4,900 total miles.....about 3,600 on the Joe Gibbs DT40 5W40).
06-17-2014, 12:50 PM
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Or, run a VOA on your own, and post in this thread.
