Here we go again.... same FTE sponsor out hawking their stuff on the forum!!!
There is a big difference between a class 8 truck (big rig) going 100,000 miles and our much smaller 6.0L Powerstrokes.
The issue is not about how clean the oil is or can be made, but about it shearing down (low viscosity) which happens with every single oil that is used in the 6.0L injection and luve system.
The motor oil is used differently in ou 6.0L motors than in a class 8 truck (ours uses the oil to fire the injectors... which shears down the oil)!!!!
I just hope this thread dies a quick death of posting another "marketing offer and claim".
And the moderators climb on us for duplicate answer posting for the same questions posted (and rightfully so)- go figure! Not to mention the investigations that have been done on "Oil Analysis Labs"- their QA varience and failure to condut the testing to national standards established for scientific analysis. There has also been a significant amount of testing on oil by the major oil companies that demonstrates beyound a doubt that while oil itsel is not prone to "wearing out" the additives begin breaking down at 1500 miles- which is why CD came out for a short lived time a oil additive that was designed to replace the dimished additives with these extended oil change intervals.
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I dont care if GOD himself comes and tells me I can run XXX miles on an OIL, Im not doing it nor condoning it. 5K intervals on a 6.0 is the max in my eyes. I change mine at 3K as an insurance policy. Like already posted, the shear factor in this type of fuel system is key.
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I dont care if GOD himself comes and tells me I can run XXX miles on an OIL, Im not doing it nor condoning it. 5K intervals on a 6.0 is the max in my eyes. I change mine at 3K as an insurance policy. Like already posted, the shear factor in this type of fuel system is key.
I think I would if The Doctor came here and told me I could do it. However, it has to be The Doctor, I accept no substitutes.
Here we go again.... same FTE sponsor out hawking their stuff on the forum!!!
There is a big difference between a class 8 truck (big rig) going 100,000 miles and our much smaller 6.0L Powerstrokes.
The issue is not about how clean the oil is or can be made, but about it shearing down (low viscosity) which happens with every single oil that is used in the 6.0L injection and luve system.
The motor oil is used differently in ou 6.0L motors than in a class 8 truck (ours uses the oil to fire the injectors... which shears down the oil)!!!!
I just hope this thread dies a quick death of posting another "marketing offer and claim".
Wow, you do have it out for them.
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Steve Cox-2003.25 F-250 CC 6.0 FX4 King Ranch
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Agreed, there is a BIG difference between a rig engine, and the light duty pickup diesels.
A semi will typically run low RPM on the highway, and most of its miles will be all highway. Highway miles are usually quite easy on motors. Its constant stop/start and short <10 minute runs that don't allow the motor to fully heat up that degrades oil quality quickly, and puts a lot of strain on a motor.
Most semi engines also have oil capacities in excess of 50 quarts, and are already typically rated at 30,000 mile oil change intervals. Adding a decent quality oil, and a good bypass filter, and 100k is probably not much of a stretch.
100k on an oil change with a pickup diesel, and you are just asking for engine failure.
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- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
The irony is I think at one time they actually had a testimonial from him on their website. I don't know if he had them withdraw it after the KW incident or if it's still there, but I thought that was kinda ironic.
However, I think that what supertruck60 is doing is actually doing more harm then good for the products that he is hocking. His approach is all wrong, and Chris isn't clean either in his approach all the time, but his much better then supertruck. Totally take out rather or not the product is good or not, how supertruck60 is approaching the marketing of the product needs to be re-thought.
I know I dread looking at some turbo/injector threads because I'm afraid I'm going to find a post about HSS that is nothing but an ad that relates a paper thin connection between someone using HSS to help injectors and due to the timing of use and a noticed difference in turbo behavior(an improvement) supertruck60 is ready to say give HSS a shot to help your turbo issues as well, but gives no indepth insight as to why it might help(alteast none that I've seen). Or gives help period that doesn't include hocking a product. In my humble(but all knowing) opinion, I just think they need to either change tact, or change the messenger.
I know I'm going to catch some flack from this, but it's one of my many quirks.
Technically speaking that is actually irrelevant as far as this conversation goes. I remember a couple of days ago there was this thread on powerstroke.org that someone was asking when the new SCT Xtreme Touch comes out and I mentioned the failings of the bluetooth technology as it directly related to the automotive world and there was a reply soon after that was: "Info coming from a Spartan fan...unbiased, I think not". Now there as also a smiley after that, but this group doesn't have that smiley.
Rather or not I was a Spartan fan it was irrelevant to what I said and that is still the case here. I'm sure all y'all can guess I had responded to him.
Bluetooth has more then enough bandwidth for sensors. Bluetooth at its slowest can support 128KB/s data rate. That is 128,000 bytes of data per second. One letter or number is approximately one byte. Ex, A= one byte, 3 = one byte, $= one byte. You would be able to send the data of hundreds - if not thousands of sensors real time over bluetooth. With the obd module, and touchscreen being so close to each other, the odds of losing the connection is about the same of your battery dieing during a flash.
Anyways, that's enough off topic from me!
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- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
Bluetooth has more then enough bandwidth for sensors. Bluetooth at its slowest can support 128KB/s data rate. That is 128,000 bytes of data per second. One letter or number is approximately one byte. Ex, A= one byte, 3 = one byte, $= one byte. You would be able to send the data of hundreds - if not thousands of sensors real time over bluetooth. With the obd module, and touchscreen being so close to each other, the odds of losing the connection is about the same of your battery dieing during a flash.
Anyways, that's enough off topic from me!
I'm afraid not. You are forgetting that some sensors, pulse width and injector timing are constantly sending signals, constantly changing depending on the demands that the driver is putting on the throttle.
You have two issues with bluetooth as it relates to sensors.
1. Is density of information of some of those sensors
2. The speed in which those sensors are reporting it in.
Autoenginuity still has problems of some of their sensors working on their bluetooth modules and they have been using bluetooth for atleast as long as I've been using their software and they still have those issues.
Think of it this way, if all the sensors were like ECT, EOT or TFT where their signals aren't really changing at a quick rate, then your right it's fine and it does work on those. Injection timing and pulse width are constantly changing numbers, it's not that it can't support the data readout, it's how quickly and how dense some of those readings are. This doesn't affect all of the sensors, but it does affect some. Some are very helpful in diagnosing issues, but not exactly needed for day to day sensor monitoring.
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you gotta be kidding me..........
