---------------------------------------------------------- JabiruEngine-List Digest Archive --- Total Messages Posted Thu 09/08/11: 1 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 11:06 PM - Re: [jabiruengines] All about Oil Webinar (James, Clive R) ________________________________ Message 1 _____________________________________ Time: 11:06:19 PM PST US Subject: JabiruEngine-List: RE: [jabiruengines] All about Oil Webinar From: "James, Clive R" Never heard of the Phillips oil in UK so did some surfing, Checkout a test on the Phillips oil against Exxons version. http://www.eliteavoil.co.uk/wear.pdf Results to be taken with a pinch of salt of course. Regards, Clive From: jabiruengines@yahoogroups.com [mailto:jabiruengines@yahoogroups.com] On Behalf Of Brian Anderson Sent: 08 September 2011 22:06 Subject: [jabiruengines] All about Oil Webinar Yesterday I participated in the EAA sponsored Webinar - - All about Oil. It was an on-line presentation by Mike Busch. This guy regularly writes articles for the EAA Sport Aviation magazine. The presentation was great. Mike is very knowledgeable and explains things simply and clearly. Some very interesting facts emerged. 1. Certified engines are required to demonstrate that the will operate satisfactorily with HALF the recommended quantity of oil. Note - - not half way between any marks - - half the total quantity. If you fill to the top mark on the dipstick it is quite normal for oil to be expelled, and the engine will naturally find its own level. Mike recommends to all his clients that they fill with approximately 2/3 the recommended quantity of oil and run the engine at that level. It would be easy to check the volume of oil in the Jabiru engine at the lower dipstick mark, and compare that with the quantity of oil that Jabiru recommends. 2. Mike has found no documented evidence that clearly demonstrates that the straight 100 [or 80] grade oil is better for running in an engine, than the monogrades W100, or W100 plus. 3. A multigrade oil is made starting with regular mineral oil [which becomes less viscous as temperatures rise] at a viscosity of say 15, and adding Viscosity Improvers, which are synthetic, and which increase in viscosity as temperatures rise. By adjusting the proportion and chemistry of the VI the desired multigrade range can be achieved. However, this is really only helpful if you have a problem with the viscosity of the oil at cold ambient starting temperatures. 4. He actively recommends NOT to use a multigrade with synthetic, for example Aeroshell 15W-50. This is 50% synthetic. At least, this is true for engines using leaded fuel. The synthetic oil is not good at scavenging lead and other residues from the engine. Furthermore it is a deal more expensive. On the other hand Phillips X/C 20W-50 is a straight mineral oil with only the VI added, so is OK if you need the lower viscosity at low temperatures. 5. In an aircraft engine the most fundamental issue is corrosion prevention, rather than wear prevention. Mineral oil is far better at this than synthetic. Do not compare the requirements of a modern car engine [temperature closely controlled, tight clearances, higher RPM, unleaded fuel, etc] with an aircraft engine. The oil requirements are fundamentally different. I found the whole presentation very interesting and helpful. Brian [Non-text portions of this message have been removed] __._,_.___ Reply to sender | Reply to group | Reply via web post | Start a New Topic Messages in this topic (25) Recent Activity: * New Members 3 * New Photos 1 * New Files 1 Visit Your Group MARKETPLACE Stay on top of your group activity without leaving the page you're on - Get the Yahoo! Toolbar now. ________________________________ A bad score is 579. 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