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About TomNJ

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    Floyd VA USA
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    Mobil 1 0W-20 EP

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    2019 Nissan Altima 2.5 SL AWD

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  1. Все три масла имеют аналогичные физические свойства и основаны на POE примерно 94-96%. Остальное - антиоксиданты, противоизносные, ингибиторы желтого металла, противопенные и другие присадки. MJ II - масло 2-го поколения, разработанное в начале 1960-х годов, MH 254 - это масло 3-го поколения, разработанное в конце 1970-х годов, а MJ 387 - масло нового 4-го поколения. Каждое поколение является улучшением по сравнению с предыдущим, в основном , в высокой производительности температуры. Основное различие заключается в типе антиоксидантов, которые обеспечивают чистую работу при более высоких температурах.
  2. Most POEs used in jet engine oils would be suitable for lower viscosity refrigeration oils, such as ISO 22. For higher viscosity refrigeration oils the POEs generally contain some branched acids to build viscosity without sacrificing much miscibility with the refrigerant. Most jet engine oils have about 4-6% additives, while most refrigeration oils have 0-2% additives.
  3. Correct, the constant top off turns the oil over with fresh oil, and the drain intervals are very long, often 20,000+ hours of flight for modern jets.
  4. Having never used TCP in a automotive motor oil formulations or seen any data from its use in such oils, it is difficult to answer your questions. I have formulated TCP into aviation and industrial oils for many years in oils intended for high temperature use (ester based synthetics), and have run many different wear, extreme pressure, oxidation, coking, rust and corrosion tests on these oils. I have never identified any corrosion (ferrous, aluminum or yellow metals), oxidation, hydrolysis, or seal issues connected with its use at a 2 to 3% dosage. I doubt its anti-wear properties are strong enough to polish cylinders, and some of its decomposition by-products are partial acid phosphates which are excellent rust inhibitors. In addition to its anti-wear/mild EP properties, TCP also inhibits ferrous metals from catalyzing thermal breakdown, an important property in high temperature jet engine oils. Of course automotive internal combustion engines present a different environment from aviation and industrial applications due to blow-by products, and without data I can only guess what effects it would have in these engines. Since TCP is often added to piston aircraft oils, and causes no issues in aviation and industrial oils, my guess is it is safe in car engines at low dosages, except for the unknown possible catalytic converter issue or interference with additive balance. I also doubt it would offer much if any benefit in a well formulated motor oil.
  5. Possibly, but I have not seen any data concerning TCP in catalytic converters. Keep in mind that the studies on the effects of phosphorus in catalytic converters were based on ZDDP. While ZDDP and TCP have a similar percent of phosphorus, TCP is more volatile than ZDDP, having about half the molecular weight, so it is possible TCP can get to the catalytic converter even with little oil consumption.
  6. Almost all Jet engine oils are based on Pentaerythritol type POEs (four ester linkages) with a mixture of relatively short fatty acids (average ~C7) which makes them very similar in polarity. The Eastman 2380 uses a different mix of POEs and is slightly less polar, but has slightly higher lubricity. The cleanest jet engine oils are 4th generation oils, the most common being Eastman 2197, Mobil Jet 387, and AeroShell Ascender. The added cleanliness from 4th generation oils is mostly due to advanced anti-oxidants rather than the POE, although Eastman 2197 and AeroShell Ascender also use cleaner POEs (not sure about Mobil Jet 387).
  7. TCP is an anti-wear/mild EP additive. My concern in an automotive engine is TCP's high phosphorus content (8.4% or 84,000 ppm) which could potentially affect the catalytic converter. Modern engine oil specifications generally limit phosphorus to 0.08% or 800 ppm for this reason. Most jet engine oils have 2 to 3% of TCP or 1,700 to 2,500 ppm phosphorus. I don't know how much TCP the catalytic converter can tolerate, plus TCP could potentially interfere with the additive balance in the oil. Personally I don't recommend adding jet engine oil to a modern balanced and approved motor oil. Some small percentage would likely not do harm, but also likely not do good either.
  8. The Eastman 2380 is based on polyol esters, a mixture of TMP (trimethylolpropane) and DiPE (dipentaerythritol) esters. Most other jet engine oils are based on PE (pentaerythritol) esters. It is an early formulation dating back to 1964 but still one of the most widely used today.
  9. BP Turbo Oil 2380 (now Eastman Turbo oil 2380) meets the same specifications as Mobil Jet II but the POE base oil composition is completely different.
  10. Amsoil markets its products based on a variety of laboratory bench tests, but often does not have certifications or approvals against industry specifications from the API, ACEA, or engine builders like most other brands. Saying that a product is "recommended for" or "suitable for" or "formulated for" a certain use is not the same as having an approval or certification from an independent industry organization or engine builder. Therefore it is not possible to compare Amsoil to other oils with respect to key performance parameters since there is no way to know if they actually ran or passed critically important engine tests. It becomes a matter of trust, not science. Most synthetic oils based in PAO, esters, GTL, AN, or Group III base oils will provide some level of higher performance and will cost more, but most people do not need higher performance unless they are extending drains, operating in severe conditions, or have a modified engine. How much an oil is worth is different for each person. I use synthetic oil because I extend my drains to one year, and I look for approvals that are relevant to my engines and operating conditions. For me, any synthetic oil meeting SN+ or GF-6 is fine, but I want it certified, so I would not use Amsoil. I know Amsoil sells some Group III based certified oils, but usually at a higher price. I use Mobil 1 Extended Performance but would be just as happy with Pennzoil, Quaker State, or Castrol synthetic oils so long as they support extended drains. Pennzoil is the largest selling motor oil in the USA, and I believe Mobil, Castrol, and Valvoline are in the top five. As for which is best, that depends on how you define "best". What is best for you may not be best for others. GTL offers a nice set of properties, but I can't say it is better that PAO, ester, and Group III+. It depends what you want. And besides, base oils are only part of the performance equation as the additives are equally if not more important. Rather than worry about what is in the oil, look for industry approvals and certifications to measure performance. As for viscosity, I usually follow the engine manufacturer's recommendations, although I lean toward the heavy side. I am fine with 0W and 5W oils, but want at least the high end of a 20, preferably a 30. I don't push my engines.
  11. Hi Bonker, Happy to help: 1. Just to be clear, esters are not made from the fats, but rather from the fatty acids that are derived from the fats. So long as the acids are pure and saturated it does not matter where they came from. Many acids from vegetable oils are unsaturated and these would give unstable esters, but the saturated ones are fine. Also the number of carbons in the acid matters. Saturated acids longer than about C10 can cause a freeze point in some POEs. The most common vegetable based acids used in POEs are C8 and C10, usually sold as a mixture of the two called C8C10 acid, and this is derived from coconut or palm kernel oils. Also C7 can be produced from castor oil. C9 acid is the most common animal based acid. C5, C7, C9, and some C8 acids are produced synthetically. 2. Low NPI esters are more polar and if used in high doses may interfere with additives and cause excessive seal swell. Croda recommends an NPI of greater than 100 for motor oils, but not all agree. The most commonly used POE in PCMOs is TMP C8C10 which has an NPI of 58. Crods’s Priolube 1973 has an NPI of 130 and so can be used in higher doses. 3. There are bench tests for film strength such as the Falex test, but the conditions make a big difference. Sometimes companies select conditions to favor their products. In any case, film strength tests have not been correlated with PCMO performance. 4. POEs do offer performance benefits to motor oils due to their high oxidative stability, additive solubility, seal swell balance, high lubricity, and low volatility. They are used less now because most synthetics are based on Group III base oils which can solubilize additives and are seal neutral. PAOs, however, benefit very much from the addition of a polar base oil, such as POE or AN. The choice is up to the formulator. POEs have a higher VI and lower volatility than ANs, but net treat cost is also a major factor.

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