Oil Analysis result questions. Share your opinion.

Looks ok,
I would suggest Rottela T6 Synthetic , 5w40 or 0w40 reduces friction, wear , oxidation, drops engine operating temperature, better for damaging cold starts. ; I got 1.8 mil miles on my Volvo D13 ,2008, with cold starts here in Canada, sold truck now has 2 mil without in frame, the only oil i used in it, since purchased it new. Two buddies of mine switched to T6 years ago , both have over 1.6 mil on Volvo D12/CAT C15 without motor inframe.

 

its for only DD 5, 13, 15 , 16 engines. its not cut out , its like measuring time how long injector opens and closes.

 

ok. how many miles between oil changes ?

 

Around 30-35k, during winter i used 0W40, sometimes i replaced oil filter only around 20k.
I buy it by gallon/ pail from Wall Mart, Canadian tire, and find a trusty shop to change it, or did myself, not bulck synthetic from lube shops, i don't trust their synthetic anymore.

 

if I will put 0w-40 in DD15 I will have a oil pond under engine every day ))))))))))))

 

LOL, i don't think so, i got sometimes a bit of leak with this thin oils around EGR valve. Yes, some manufactures don't recommend thin oils, but i have buddies owning trucks in Europe, they are using 0W40 for years.

 

My oil analysis shown is with Rotella T6 5W40 Synthetic.

I change about every 500 hours, which is around 17,000 miles in my operation.

 

How old is this oil? The test report says 9200 miles.
What is the time frame to get that number of miles.

Taking a look at the results, a few things seem to be missing, TBN and TAN. The fact that they are 0 on the test results says they did not run a full test. Did you send any of the clean/original oil with the test sample?

Always a good idea to tap a few vials of the original oil. This is the base line to start from. That way you are comparing apples to apples.

Have questions about calcium, phosphorus and zinc.
While these numbers can vary by brand, at 9000 miles they seem to be quite high.

The Boron and Potassium number are also high. Boron is still used as additive in oil, but more so in coolants. Potassium has also become rare in oils, again more common to coolants.

The other items I see that make me ask questions are the high viscosity numbers, both are running towards the high end of the range. Last is insoluble number also at the high end of the range.

The results are indicative of high ash/soot content, in addition to potential coolant additives in the oil. The high aluminum and iron are indicating wear in a few areas. Mostly cylinders and rings. Could be bearing, but your tin numbers would be higher.

Think you may have an EGR cooler starting to leak.
Rare but possible from these results is the turbo heading south. If this has an oil cooler/conditioner in the radiator, that could be going bad, but would see more water and glycol.

The higher numbers for coolant related additives indicate that it is a top end or combustion side, thus the lack of water or glycol. Some how, coolant additives are getting into the oil, as well as heavy piston/ring and cylinder wear indicators.

Might want to run a crankcase pressure test to see what the blow-by is.

 

This is something I just became aware of also in some recent tests and apparently it is not uncommon to see in winter conditions. It is a good thing to note that even a well sealed motor may see potassium and sodium spikes in winter just from road spray.

 

Oil analysis is a trend to watch. Only thing that is concerning to me is iron. Sodium and potassium always spike slightly in winter or new CAC installed. Detroit should have a publication on interpreting oil analysis results, I know Cummins and Paccar do.