Posted by Mark on October 06, 2009 at 10:22:07 from (71.28.208.41):
In Reply to: Re: Oil Brands posted by Leland2 on October 05, 2009 at 17:30:40:
Leland2,
That is the most rational response I have ever read concerning motor oil.
People, for the most part, are posterior obsessive concerning oil and change cycles.
99% of that behavior comes from either 'granpaw did it thata way' OR, all those high dollar oil commercials have warped people into believing sudden destruction awaits them if they don't change oil on or at a certain date/mileage.
I spent 27 years as a railroad engineer (you may have seen railcars marked CSX). Some of my time was spent working at the locomotive service facility (aka the Roundhouse) at Russell, Ky. How many locomotives are serviced there daily, I cannot recall...but probably on the order of 60 every 24 hours. Lots of motor oil gets pumped there.
Before the on site lab was closed, a sample of oil was taken from every locomotive as it was worked across the ready track (fueling pit). These samples were analyzed and the findings sent to the main shop, where records were kept on every engine.
First and foremost, the diesel engine lube oil was NEVER CHANGED, as in ever! The ONLY time a locomotive got completely fresh oil was during a major overhaul....which typically occurred about every ten years.....or three times over the service life of the locomotive. Oil filters were changed on a quarterly basis (during what is known as a Q inspection), as were the air filter baffles.
The lube oil used: Valvoline 50 wt detergent. The likely reason Valvoline was used at this facility is due to the fact that Ashland Oil (now Marathon) was/is owner of Valvoline and the refinery is 20 miles away from the locomotive shops. It was brought in by the tanker load.
I recall asking the chemist if he thought the oil used was good quality and his response was: Would you pour inferior oil in a (then) $2,000,000 locomotive? That was when he told me what the oil was (Valvoline 50 wt).
The analysis checked for various content...water, chromium (rings), bronze/babbit (bearings), viscosity (fuel/blow-by and injectors) and several other things I don't recall. The black in the oil was 99% carbon from combustion and this carbon aids lubricity, rather than hampering it. The biggest evil they monitored was water contamination...as long as it was in specs.....all was well. If all wasn't well....it indicated the need for heavy repairs.
Locomotive diesels typically run at maximum governed rpms 90% of the time when in service (meaning pulling a train). If the lubricant isn't up to snuff, you'd see them broken down all the time. But....outright diesel failure is probably less than 3% for the entire fleet and I wouldn't be surprised if it is less than that.
Other than semi truck and ship diesels, I doubt there is any other that see as sustained and severe service as a locomotive diesel does.
There is no quack with a dipstick running around whipping the workers about changing the oil in locomotives. Oil analysis alone determines if, and when it gets changed. And that, is very rare.
Now, mount the podium and call me a nut. No need in shooting the messenger though. I'm just telling you how it is in heavy industry. Oh...and there is no need in telling me how your pickup engine works harder, therefore demanding more frequent maintenance. That theory doesn't wash.
Rest assured that I am aware that an engine needs lubrication and after an accumulating nearly one million miles of personal driving and having never suffered an engine failure, I must be doing something right.
I change oil/filter every 15,000 miles, period. I have been running synthetics for the last 3 or 4 years....whatever brand is on sale. I recently changed oil in my daily driver....a '02 Pontiac with 3.1 V6. There was slightly over 15,000 miles on Shell 0-20wt. synthetic and no oil was added over the period. The car has 159,000 miles.
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