Brought to you by highly experienced Truck and Automotive Engineers and Lubrication Specialists. We have 25 years experience engineering and testing cars, trucks, engines, chassis components and systems, powertains and lubricants and we will put our extensive knowledge to use for you.

We are also longstanding Professional Grade members of the Society of Automotive Engineers (SAE). This prestigious position is ONLY granted to degreed engineers with documented work experience in the automotive engineering industry.

We have packed this website with useful information that will help you to make an informed decision regarding your choice of lubrication and filtration products for your vehicles and equipment. 

It is interesting to note that only two oil related problems are explained by "dirty oil" and by overfilling the crankcase. The balance of the problems are all mechanical and have nothing to do with the choice of motor oils.

Before we review the reasons why oil consumption occurs, it should be noted  that a degree of consumption should be anticipated in all engines. What is considered normal or acceptable, however, will vary from one engine application to the next. For example, Ford Motor Company considers consumption as high as one quart of oil per 1000 miles to be acceptable in a gasoline engine. For large diesel engines used in over the road trucking applications, many manufacturers are not concerned until consumption reaches one gallon oil oil per 10,000 miles of operation.

External Oil Leaks - Some of the many points where external leaks occur may include: oil lines, crankcase drain plug, oil pan gasket, valve cover gaskets, oil pump gasket, fuel pump gasket, timing cover and camshaft bearing seal. No possible source of leakage should be neglected because even a very small leak will cause extremely high oil consumption. For example, it has been estimated that a leak of one drop of oil every 20 feet is approximately equal to a loss of one quart every 100 miles. The best way to check for external leaks is to road test the vehicle with a large piece of light colored cloth tied under the engine. Oil on the cloth will indicate a leak which should be traced back to its source.

Front or Read Main Bearing Seals - Worn front or rear main bearing seals almost always result in oil leakage. This can only be determined when the engine is operated under load conditions. Bearing seals should be renewed when worn because a slight leak will result in extremely high oil consumption just as it would with an external oil leak.

Worn or Damaged Main Bearings - Worn or damaged main bearings throw off an excessive amount of oil which flows along the crankshaft and is thrown up into the cylinders. The amount of oil throw off increases rapidly when bearing wear increases. For instance, if the bearing is designed to have 0.0015 inch clearance for proper lubrication and cooling, the throw off of oil will be normal as long as this clearance is maintained and the bearing is not damaged in any way. However, when the bearing  clearance increases to 0.003 inch, the throw off will be five times normal.  If the clearance is increased to 0.006, the throw off will be 25 times normal. When the main bearings throw off too much oil, the cylinders are usually flooded with more than can be controlled by the piston and rings.  This causes burning of the oil in the combustion chamber and carboning of the piston and rings.

In a conventional, full-pressure lubricated engine a large loss of oil at the main bearings may starve the downstream connecting rod bearings of lubrication to such an extent that sometimes, especially at low speeds, insufficient oil may be thrown on the cylinder walls. This will cause the pistons and rings to wear to such an extent that they will not be able to control the oil at high speeds. The effect of main bearing wear will be high oil consumption.

Worn or Damaged Connecting Rod Bearings
Clearances on connecting rod bearings affect the throw off of oil in the same proportions as mentioned for main bearings. In addition to this, the oil is thrown more directly into the cylinders. Worn or damaged connecting rod bearings flood the cylinders with such a large volume of oil that the pistons and rings, which re designed to control a normal amount of oil or a reasonable increase in the normal amount, are overloaded to such an extent that some oil escapes past them to the combustion chamber and causes high oil consumption. CAUTION - Insufficient bearing clearance can also produce piston, ring and cylinder damage as well as damage to the bearing itself.

Worn or Damaged Camshaft Bearings
Camshaft bearings are generally lubricated under pressure and, if the clearances are too large, excess oil will be thrown off. Large quantities of this oil may flood valve guide and stem areas resulting in increased oil consumption.

Worn Crankshaft Journals
Worn crankshaft journals will have the same effect on oil consumption as worn bearings. When they are worn out-of-round, they cannot be set up with round bearings to give uniform oil clearance. A bearing fit to the larger dimension of a worn journal will be loose at the smaller dimension and throw off many times the proper amount of oil. Journals which are out-of-round, rough or scuffed should be reground and fitted with undersize bearings of the correct size.

Tapered and Out-of-Round Cylinders
In slightly tapered and out-of-round cylinders, the oil can be controlled by the pistons and rings. However, with increased taper and out-of-roundness, satisfactory oil control becomes more difficult to maintain. This is due to a combination of many factors. The increased piston clearances permit the pistons to rock in the worn cylinders. While tilted momentarily, an abnormally large volume of oil is permitted to enter on one side of the piston. The rings, also tilted in the cylinder, permit oil to enter on one side. Upon reversal of the piston on each stroke, some of this oil is passed into the combustion chamber.
For each revolution of the crankshaft, the pistons make two strokes - one up and one down. When an engine is running at 3000 R.P.M. (approximately 60 miles per hour) the rings in tapered and out-of-round cylinders are changing their size and shape 6000 times per minute. Consequently, at high speeds, the rings may not have time to conform perfectly to all worn parts of the cylinders on every stroke. Whenever this occurs, the engine consumes higher amounts of oil due to what is commonly referred to as oil pumping.

Distorted Cylinders
Cylinders which are distorted so that they are out of shape - not from wear, as described under "Tapered and Out-of-Round Cylinders", but from other causes, such as unequal heat distribution or unequal tightening of cylinder head bolts - present a surface which the rings may not be able to follow completely. In this case, there may be areas where the rings will not remove all of the excess oil. When combustion takes place, this oil will be burned and cause high oil consumption.

Clogged "PCV" Valve
The main purpose of the PCV (positive crankcase ventilation) valve is to recirculate blow-by gases back from the crankcase area through the engine to consume unburned hydrocarbons. Blowby is a mixture of air, gasoline and combustion gases forced past the rings on the combustion stroke. The PCV system usually has a tube leading from the crankcase to the carburetor or intake manifold. Vacuum within the engine intake manifold pulls blowby gases out of the crankcase into the combustion chamber along with the regular intake of air and fuel.

A valve can become clogged with sludge and varnish deposits and trap blowby gases in the crankcase. This degrades the oil, promoting additional formation of deposit material. If left uncorrected, the result is plugged oil rings, oil consumption, rapid ring wear due to sludge buildup, ruptured gaskets and seals due to crankcase pressurization, oil thrown out around the filler cap and consequent rough engine operation.

Honing Abrasive
If cylinder honing or glaze breaking is performed on an engine, cleaning instructions should be carefully followed to prevent metal fragmentation or abrasive damage to the rings' seating surfaces.

Cleaning instructions for reconditioned cylinders: After honing thoroughly wash cylinder walls with soapy water and a scrub brush and oil immediately thereafter, or swab cylinders with No. 10 oil and carefully wipe clean. Repeat until all evidence of foreign matter is removed. In either method that is used, a white cloth wiped on the surface should remain clean.
Note: Do not use gasoline or kerosene to clean the cylinder walls after honing. Solvents of this nature will not remove the grit from the cylinder wall and often carry particles of abrasives into the pores of the metal. Failure to properly clean the cylinder walls will leave abrasives that will cause rapid wear and ring failure and will result in elevated oil consumption.

Worn Ring Grooves
For piston rings to form a good seal, the sides of the ring grooves must be true and flat - not flared or shouldered - and the rings must have the correct side clearance in the grooves. Normally, automotive ring groove side clearance should not exceed .002-.004. As the pistons move up and down, the rings must seat on the sides of the grooves in very much the same way that valves must seat to prevent leakage. New rings in tapered or irregular grooves will not seat properly and, consequently, oil will pass around behind the rings into the combustion chamber. Worn grooves are usually flared or tapered causing increased side clearances which permit more than the normal amount of oil to pass the rings into the combustion chamber. Excessive side clearances also create a pounding effect by the rings on the sides of the piston grooves. This promotes piston groove wear and, if the condition is not corrected, breakage of rings lands may occur.

Cracked or Broken Ring Lands
Cracked or broken ring lands prevent the rings from seating completely on their sides and cause oil pumping by a process similar to that described above in "Tapered and Out-of-Round Cylinders". In addition to this, they also lead to serious damage of the cylinders as well as complete destruction of the pistons and rings. Cracked or broken ring lands cannot be corrected by any means other than piston replacement and this should be done as soon as there is the slightest indication of a crack.

Worn Valve Stems and Guides
When wear has taken place on valve stems and valve guides, the vacuum in the intake manifold will draw oil and oil vapor between the intake valve stems and guides, into the intake manifold and then into the cylinder where it will be burned. If this condition is not corrected when new piston rings are installed, an engine is likely to use more oil than it did before because the new piston rings will increase the vacuum in the intake manifold. When gum or deposits on the valve stems are removed - a procedure recommended when overhauling an engine - the seal previously formed will be removed and leakage will be more pronounced. This is particularly true on overhead valve engines where loss of oil may occur on the exhaust valves as well as on the intake valves. High oil consumption caused by too much valve guide clearance can frequently be cured by reaming or nerraling the valve stem. In some cases new valves may also be required. Use of a permanently bonded valve stem seal will give added insurance against oil leakage on complete engine overhauls or on valve jobs.

Bent or Misaligned Connecting Rods
Bent or misaligned connecting rods will not allow the pistons to ride straight in the cylinders. This will prevent the pistons and rings from forming a proper seal with the cylinder walls and promote oil consumption. In addition to this, it is possible that a bearing in a bent rod will not have uniform clearance on the crankpin. Under these conditions, the bearing will wear rapidly and throw off an excessive amount of oil into the cylinder.

Worn or Improperly Fit Wrist Pins or the Wrong Pins
The use of worn or improperly fitted wrist pins or the installation of the wrong pins, as in the case of rifle drilled rods where oil is forced to the wrist pins under pressure, can cause such an excessive throw off of oil onto the cylinder walls that the piston rings may not be able to control it. This will not only result in the direct loss of the excess oil but also in the formulation of carbon which will clog the oil passages and cause the rings to become stuck in the grooves.

Wrist Pins Fit Too Tightly
Wrist pins that are fitted too tightly at both ends prevent the pistons from expanding and contacting freely under the repeated heating and cooling encountered in engine operation. The piston distortion results in scuffing or scoring, which inevitably leads to blow-by and high oil consumption.

Clogged Oil Passages
After an engine has had long, hard service the oil passages in piston rings and pistons will likely become clogged from carbon or an accumulation of foreign matter in the oil. The passages are designed for carrying oil - in excess of the amount needed for lubricating the cylinders - back to the crankcase. When the passages become clogged, oil may be trapped in areas reducing the indicated level of oil within the engine. It may also pool in areas such as above the valve guides, which can further promote consumption.

Clogged passages in the rifle drilled rods or any clogged oil line will starve the engine of lubrication, promote wear and lead to high oil consumption. To avoid clogging of oil passages, the same precaution should be taken as recommended in "Pistons Rings Stuck in Grooves". Initial side clearance is not applicable in this case.

Unequal Tightening of Main Bearing Bolts or Connecting Rod Bolts
Unequal tightening of main bearing bolts or connecting rod bolts will throw the bearing bores out-of-round enough to shorten bearing life and to cause an abnormally large throw off of oil from the bearings. The effect on oil consumption is described in "Worn or Damaged Main Bearings" and "Worn or Damaged Connecting Rod Bearings". When bearing bores are originally machined, at the time of engine manufacture, the bolts are tightened to the manufacturer's torque. A torque wrench must be used to insure roundness of the bearing bores whenever the bolts are tightened after having been removed and reinstalled. Unequal tightening of connecting rod bolts may also cause connecting rod distortion, with results similar to those described in "Bent or Misaligned Connecting Rods".

Unequal Tightening of Cylinder Head Bolts
The strains developed by unequal tightening of cylinder head bolts may cause serious cylinder distortion and result in oil pumping as mentioned in "Tapered and Out-of-Round Cylinders" and "Distorted Cylinders". When re-installing a cylinder head, a torque wrench should always be used on the head bolts. The engine manufacturer's instructions should be followed for the torque readings and the sequence in which the bolts are tightened.

Dirty Cooling Systems
Rust, scale, sediment or other formations in the water jacket and radiator, or corrosion of the water distributing tube, will prevent a cooling system from performing its duties efficiently. This is likely to cause cylinder distortion with a direct loss of oil as mentioned in "Tapered and Out-of-Round Cylinders" and "Distorted Cylinders".

A defective cooling system causes overheating of the engine with the possibility of developing localized hot spots in some of the cylinders. This may also lead to scuffing and scoring of cylinders, pistons and rings which results in high oil consumption.

Dirty Oil
Failure to change the oil at proper intervals or to take proper care of the oil filter may cause the oil to be so dirty that it will promote clogging of the oil passages in the piston rings and pistons. This will increase the oil consumption as described in "Clogged Oil Passages". Dirty oil will also increase the rate of wear on bearings, cylinders, pistons and piston rings. All of these worn parts, as explained in individual items on each part, will contribute to a further waste of oil. Note: as a rule, dirty oil by nature is also consumed at a higher rate than cleaner oil.

Too Much Oil in Crankcase
Due to an error in inserting the oil dip stick so that it does not come to a seat on its shoulders, a low reading may be obtained. Additional may be added to make the reading appear normal with the stick in this incorrect position which will actually make the oil level too high. If it gets so high that the lower ends of the connecting rods touch the oil in a pressure lubricated engine or the dippers go too deep into the oil in a splash lubricated engine, excessive quantities of oil will be thrown on the cylinder walls and some of it will work its way up into the combustion chamber.

Incorrect Piston Rings for Type of Engine or Type of Service
If rings of an incorrect size are installed (for instance, .020" oversize rings in .040" oversize cylinders) they can readily cause oil pumping because they will not fit the cylinders and will be unable to keep the oil down from the upper cylinder walls. In this example, ring end gap will also be greater, resulting in additional oil loss, as described in "Piston Rings Fit with Too Little End Clearance". Different types of engines and their use in different types of service require individually engineering ring sets which vary in many ways. Each set has been designed for a particular purpose, but if one is used in an engine for which it is not intended, it may be incapable of controlling the oil in that engine. It is extremely important to always make sure that the correct set is used.

High Engine Vacuum
Engine vacuum has increased in modern engines due to the fact that engine rpm, valve overlap and compression habits have also increased with these models. Some of the late model engines will draw as high as twenty five inches of vacuum on deceleration, as compared to twenty inches in older engines. This high vacuum characteristic has made it necessary for the development of an oil ring to seal both (top & bottom) sides of the ring grooves and eliminate oil from passing around the back and sides under high vacuum or deceleration. Such vacuum could be the main cause of smoking and oil consumption so it is important that you use a side sealing piston ring when called for.

Worn Timing Gears or Chain
Worn timing gears or chain can cause the valves (and sometimes the distributor) to be out of time with the crankshaft. The large amount of backlash, which is caused by this wear, will prevent proper engine adjustment because timing may vary from one revolution of the crankshaft to another. When the valve and piston motions are not synchronized, extremely high oil consumption may result. This will be caused by excessive vacuum which draws large quantities of oil into the combustion chamber where it will be burned.

Piston Rings Fit with Too Little End Clearance
When fitting new rings, care must be taken to see that, with the rings in the smallest part of the cylinder, sufficient end clearance is allowed for expansion due to heat. Normal gap clearance in automotive engines with cast iron rings usually runs .003-.005 per inch of bore diameter. The rings will heat more rapidly and will operate at a higher temperature than the cylinder because they are exposed to the direct heat of the burning gases from the combustion chamber. The cylinder walls are kept at a lower temperature by the water in the water jacket. This means that the rings expand more than the cylinder and this expansion must be allowed for by use of a gap - known as end clearance - between the two ends of each ring. If sufficient end clearance is not provided, the ends of the rings will butt while the engine is in operation.

Butting will cause scuffing and scoring of rings and cylinders which leads to oil consumption. If the engine is allowed to be used for continued operation, especially under heavy load, scoring will become more severe. The ends of the rings will be forced inward - away from the cylinder wall - so that a space opens up between the rings and the cylinder. This provides a direct path for hot gases from the combustion chamber to burn the oil on the cylinder and greatly increases the oil consumption of the engine. Severe cases of butting may also cause ring breakage, with the same results as described in "Worn or Broken Piston Rings". Excessive ring end clearance leads to increase oil consumption as well.

Worn or Broken Piston Rings
When piston rings are broken or are worn to such an extent that the correct tension and clearances are not maintained, they will allow oil to be drawn into the combustion chamber on the intake stroke and hot gases of combustion to be blown down the cylinder past the piston on the power stroke. Both of these actions will result in burning and carboning of the oil on the cylinders, pistons and rings.

Broken rings are especially damaging because their loose pieces with jagged ends are likely to cut into the sides of the piston grooves. This causes land breakage which results in the complete destruction of the piston assembly. Instead of reinstalling worn rings during engine overhaul, it is always advisable to replace them. New rings have quick-seating surfaces which enable the rings to control oil instantly, unlike rings which have been used in the past. Used rings, even those that have only slightly worn will still have polished surfaces that will not seat-in properly and will lead to excessive oil consumption.

Pistons Rings Stuck in Grooves
Obviously, oil cannot be controlled by piston rings which are stuck in their grooves, so every effort should be made to prevent rings from becoming stuck. First, they should be installed with sufficient side clearance to enable them to remain free while the engine is working under load at normal operating temperatures. Second, every precaution should be taken at the time of assembly to see that all parts of the engine are clean of any dirt particles which might cause the rings to stick. Third, a good grade of oil should be used to lessen the possibility of carbon or varnish. Fourth, the oil should be kept clean by regularly scheduled oil changes and proper care of the oil filter. Fifth, every precaution should be taken to keep the engine from becoming overheated from any cause.

Late Valve Timing
Late valve timing will keep the intake valve closed too long after the intake stroke has started, and will increase the vacuum in the cylinder. The high vacuum will have a tendency to suck oil up past the piston and rings into the upper part of the cylinder where it will be burned.

Oil Pressure Too High
An incorrect oil pressure setting or a faulty relief valve may cause the oil pressure to be too high. The result will be that the engine will be flooded with an abnormally large amount of oil in a manner similar to that which occurs with worn bearings.

Oil Viscosity
The use of an oil with a viscosity that is too light may result in high oil consumption. Refer to the vehicle owner's manual for the proper oil viscosity to be used under specific driving conditions or ambient temperatures.

Piston Slap
Some late model engines meeting the latest emission requirements have changed their piston design. This can sometimes lead to a light "knock" at startup. In some cases this can increase oil consumption levels.

Internal Gasket/Intake Breach
Newer engine designs sometimes implement a combination of composite materials and metals. Gaskets and seals can sometimes breach of become stressed over time to differences in heat expansion and contraction differences causing oil consumption levels to increase.

Spark Knock
Most new automobiles have knock sensors to adjust timing to reduce emissions as well as increase engine power and performance. Spark knock is due to premature ignition of the fuel during the combustion process. Preignition results in surges of pressure being forced upon the piston. This disrupts the movement of the piston ring, resulting in a loss of ring seal on both the top and bottom on the ring, and ultimately allowing for increased blowby and oil consumption past the rings. This may also occur due to a faulty mass air flow sensor or throttle positioning switch.

Aftermarket Performance Chips and Modifications
Increasing performance through the use of performance/power enhancement products to a stock or factory engine can increase the chance of excessive oil consumption.

Lugging Engine
Lugging is running the engine at a lower RPM in a condition where a high RPM (more power/torque) should be implemented. This causes more stress loading on the piston and can lead to increases in engine oil consumption.

Inappropriate Operation of Overdrive
Operating the overdrive mode in conditions where it is not recommended will cause the engine to consume oil for a variety of reasons. Such conditions include towing or stop-and-go driving in city traffic. See also "Lugging Engine".

Leaking Turbocharger Seal
A leaking turbocharger seal will draw oil into the combustion chamber where it will burn and form carbon deposits which contribute to further oil consumption as they interfere with proper engine function.

Restricted Air Intake
Excessive restriction in the air intake system will increase engine vacuum and can increase oil consumption as noted in "High Engine Vacuum". A heavily plugged air filter would be one example of this situation.

Fuel Dilution
If unburnt fuel is allowed to enter the lubrication system, the oil will become thinner and more volatile. Both will result in higher oil consumption. Excess fuel can enter and mix with the oil via a leaking fuel injector, fuel pump problem, restricted air intake or through excessive idling.

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I  hope that this information is useful to you and answers your questions on this subject of motor oil consumption,. I am here to help and answer any additional questions you may have, whether it be oil related or any other component or system on any car, truck or other equipment.

If you would like a FREE comprehensive packet of technical, information, catalogs, specifications, retail and wholesale prices, dealer application and other crucial information regarding AMSOIL Ultra Premium Synthetic Motor Oils and Filtration Products plus much, much more please e-mail us at dave@performanceoiltechnology.com with your postal mailing address and your packet will be shipped promptly. Your name and address will be held strictly confidential.

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AMSOIL Customers Appreciate Greater MPG

Although results vary because of a variety of factors, a common denominator among AMSOIL motor oil users is an improvement in fuel economy.

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Likewise, Lance Okeson of St. Paul, Minn., gained miles per gallon after switching to AMSOIL motor oil in his 1995 Cutlass Supreme.

Okeson made the switch after learning about AMSOIL from a customer of his at a quick lube where he works. His customer was so enthusiastic about AMSOIL, Okeson did some research on the AMSOIL Website and decided to try the products. A trip from the Twin Cities to Fargo, N.D., in a steady 17 mile-per-hour wind, and back showed him an increase from 24 mpg to 30.5 mpg.

"I have never gotten 30 plus mpg with that car," Okeson said. "I have two other vehicles that I switched over to AMSOIL motor oil. One is a 4x4 and the other is an old muscle car. I switched the transmissions and the differentials in those vehicles as well."
 

ASE Master Technician Sold on AMSOIL

Mark Deschner, Friendswood, Texas, is an ASE Master Technician and Manager of the West Pear Land Tire & Auto Store.

He recently was able to demonstrate the superior quality of AMSOIL Synthetic Lubricants when he had to change out a leaking intake manifold on his 1991 Chevrolet 1/2 ton pickup truck, with more than 183,000 miles on the original engine.

"When my lead technician took the intake manifold off, for the first time ever, he couldn't believe how clean the lifter valley and the top of the cylinder heads were on my truck," Deschner said.

The technician thought Deschner may have changed it before. But Deschner assured him he had never had the intake off before.

"He always made fun of me for only changing the oil once a year and the filter twice a year," Deschner said. "I think that seeing how clean the intake and cylinder heads are in my truck has changed his mind about AMSOIL products. I've always believed in them and my truck runs AMSOIL for all lubricant needs."

He uses AMSOIL 10W-40 Synthetic Motor Oil, EAO24 Absolute Efficiency Oil Filter, TS31 2-Stage Air Filter, GF111 Fuel Filter, 80W-90 Synthetic Gear Lube, Universal Automatic Transmission Fluid, Synthetic Multi-purpose Grease, P.I. Performance Gas Additive, Rain Clear Windshield Protectant and Bosch windshield wiper blades.

"As you can see, I have pretty much converted the entire truck over to AMSOIL products," Deschner said.

 

Preferred Customer Sold on AMSOIL Quality

Peter Virgona of Merrick, N.Y. is a self-proclaimed oil enthusiast. “I do a great deal of reading and research, always looking for the best oil,” Virgona said. “The more I read the more I realized AMSOIL was the best ‘true’ synthetic I could buy. After using Mobil 1 since 1986, I made the switch to AMSOIL.”

Virgona is a warehouse worker, but he has many years of experience working on cars.

He drives a 1999 Ford Crown Victoria that has nearly 98,000 miles on the engine. He switched from Mobil 1 to AMSOIL 5W-30 Synthetic Motor Oil (ASL).

“The difference was immediate and significant,” Virgona said. “The idle became much smoother. There are times I can’t tell if the car is running. It also became much more responsive to the gas pedal, so much more responsive my wife asked me what I did to the car.”

Virgona has owned the car for almost nine years. “Not surprisingly, the gas mileage improved significantly,” he said. “This car always averaged 15 miles per gallon going back and forth from work. It now averages 16.5 mpg. That’s a 10 percent increase. I truly didn’t expect such a big change.”

He waited to report his findings until after he had driven the car at least 5,000 miles “to confirm that the numbers are average and not just a fluke.”

Virgona also has installed Ea Air and Oil Filters in his vehicles.

He told his sister-in-law about AMSOIL and then changed her oil over to AMSOIL 5W-30. She drives a 1996 Dodge Caravan with a 3.0 litre V6 engine. According to Virgona, she had always used conventional motor oil with regular oil changes every 3,000 miles.

“Nonetheless, she had a significant amount of sludge that was obvious under the oil fill cap,” he said. “She also experienced a very loud lifter noise that would come and go. Presumably, the sludge was affecting the oil circulation to the lifters.”

Oil consumption in the van was also increasing, using about one quart every 1,500 to 2,000 miles.

“I switched the van to AMSOIL and put in a new filter,” Virgona said. “Within 1,000 miles the lifter noise was all but gone. By 3,000 miles, virtually all the sludge was gone. I drained and refilled the oil a second time with AMSOIL 5W-30. The oil consumption is now down to one quart every 3,000 miles, with no more lifter noise.

“I am very happy with AMSOIL and plan to use it from now on. I recommend it to anyone who wants a great synthetic oil.”

Virgona buys his products through the AMSOIL website. “I always get my product within 48 hours,” he said. In fact, he just had a case shipped to his father in-law in Florida because he believes in AMSOIL products and wants others to experience their benefits. In fact, he’s considering becoming a Dealer.

Virgona respects that he can get detailed technical information about AMSOIL just by checking the website. “AMSOIL puts out performance test results for everyone to see. I definitely appreciate that.

“People are usually very, very loyal to AMSOIL. They know it’s the best.”

 

AMSOIL Gives Life to a Sweet Old Cadillac. Making a skeptic into a believer again.

Dear AMSOIL,

 

I thought you might appreciate hearing my AMSOIL story. When the opportunity arose last year to purchase my mother-in-law's 1987 Cadillac DeVille, I jumped at the chance. A true low mileage survivor, it was in near pristine condition. I was proudly showing it off to a mechanic friend when he said, "Uh-oh, you bought an HT-4100? Good luck buddy."

After much research I understood what he meant. The HT-4100 was rumored to be one of the most troublesome engines Cadillac ever built. The problems are numerous: an aluminum block with cast iron heads that expand and contract at different rates causing premature head and intake gasket failure, coolant loss into the oil, and finally main and rod bearing failure. They also have a heavily loaded distributor gear, weak timing gears, and sludging issues.

My first thought was, if ever an engine needed AMSOIL, it's this one. I first heard about AMSOIL at the old Brohman Dragway in the late 1970s from a fellow racer who swore by it. For the past 10 years, I've used various synthetic oils with favorable results, but never AMSOIL. Then I talked with Dave Mann, the AMSOIL Dealer in my home town, and told him my story. Having spent 19 years as a lubrication specialist with Ford, Dave knows his stuff. He made several recommendations, and shared with me his excellent e-book on motor oils.

I also asked around at the Cadillac owners group I belong to, and almost every one of them said, "Don't buy AMSOIL! It's too expensive and won't do you any good. You need this or that oil with this or that additive," and so on. So who was I to believe?

Having spent over 25 years in advertising and marketing, I have a strong skepticism for extravagant claims made by manufacturers. Usually, when you hear impressive adjectives like "advanced" and "superior," someone just wants your money or your vote (or both). So I read the science; from AMSOIL and from several independent studies. I came to the conclusion that it really is an excellent product. It also intrigued me that one of the primary sales points made by AMSOIL is to convince you to buy LESS of their product. That kind of marketing is contrary to anything I've experienced, and elevates AMSOIL's credibility level exponentially.

I switched the Cadillac over to AMSOIL 5W-30 (ASL) last fall, then put in AMSOIL 10W-30 (ATM) this spring (even though it's not a turbo, I like the extra wear protection offered by this formula). Rather than letting the oil go a full year, I change it every six months, during which time it accumulates about 6,000 miles. My dad was an auto mechanic and taught the 3,000-mile oil change rule like it was the 11th commandment - that kind of conditioning is hard to overcome. With this frequency, I still spend less money than if I changed the oil on a three-month/3,000-mile schedule. I use the money I save to have drain samples tested by an independent lab each time.

The Deville now has 50,000 miles and runs like a fine Swiss watch. I have not had a single problem with the 'troublesome' HT-4100 engine. It runs roughly 10 degrees cooler than with regular oil, and my gas mileage has increased by 10%. It has become my mission to get 200,000 miles from this car. With AMSOIL, I might just make it.

As an addendum, I also recently switched my wife's 2003 Oldsmobile Silhouette minivan to AMSOIL. Since we've owned it, this car has had a lifter clatter for the first 10 seconds on cold starts. Literally, on the first start after putting in AMSOIL, the clatter was gone.

Thanks AMSOIL. By making a superb product that truly does what you say it will do, you've given new life to a sweet old Cadillac, and made a believer out of this devout skeptic. (see photos of car and engine)

Steve Cook
Traverse City, Michigan

 

HDT Sets AMA Land Speed Record with AMSOIL

Hayes Diversified Technologies (HDT), located in Hesperia, California, produces diesel powered tactical military motorcycles for the U.S. armed services as well as the UK and EU NATO countries. Founded in 1961, the company originally manufactured electro-mechanical switches and relays to the military & aerospace industries.

The new HDT motorcycles are diesel machines combining both power and environmentally friendly performance efficiency. We are talking about a bike that gets 100 miles to the gallon AND can do 100 mph.

The HDT team was out on the Bonneville Salt Flats earlier this month, striving to establish new national and world records. Displaying the AMSOIL colors while going through the paces at Bonneville, they offered up quite a number of very strong endorsements with virtually no prompting. We noticed an increase in horsepower right away when compared to Delvac 1, said Fred Hayes, founder/CEO of HDT. What was quite surprising was the condition of the engine after a 50-mile run-in and over 120 full-throttle dyno runs. The camshaft bearings, the small and large end rod bearings, didn't even look like they had been run. During that series of dyno runs, we registered the highest horse-power and torque readings ever.

Dave Anderson, AMSOIL Technical Product Manager, had flown to Bonneville to witness and participate in the pursuit of new land speed records. Hayes said to Anderson, "Our testing proved that AMSOIL Series 3000 5W-30 Heavy Duty Diesel Oil provided better cam bearing lubrication, better transmission operation and less blow-by than our previous oil. We picked up just over one horse power at the rear well." This is a 3.7% increase and worth a 1 tooth higher gear ratio. In addition, it appears that overall coolant temperature was down about five degrees. That is roughly a 2.5% decrease in operating temperatures.

Very few bikers would be opposed to increased horsepower with lower operating temps, simply by switching over the lubricants.

With over a year of testing, we have found that AMSOIL products continually outperform all other lubricants. AMSOIL provides improved performance, increased fuel economy, lower oil consumption, and significantly reduced engine wear in all operating conditions.

AMSOIL Boosts Bottom Line for Grain Hauler

Burnell Keller of Castroville, Texas hauls a lot of corn. Saving downtime and maintenance costs boost his bottom line.

Since the 1960s, Keller Grain, Inc., at Castroville has bought high quality white and yellow corn from local farmers and trucked it to processing plants across the state of Texas. "These trucks put on about 12,000 miles a month," said Keller, the company's owner.

He was running Exxon XD3-30 motor oil in his Freightliner and changing it every 10,000 miles. He heard AMSOIL products could cut his operating and maintenance costs in half, provide better fuel economy, easier starts and extended oil drains at least three times longer than he was getting.

"We were fixing to extend the drain to 15,000 miles," Keller said. "But a sample of the Exxon motor oil analyzed at 10,000 miles came back saying the oil needed to be changed. I said, let's give AMSOIL a whirl."

After an engine flush, Keller installed AMSOIL 15W-40 Heavy Duty Diesel and Marine Oil in his Freightliner, with more than 400,000 miles on the engine.

"We did this procedure three times at a 15,000-mile analysis and filter change only," Keller said. "Each time the oil sample report came back saying the oil was good for continued use."

After the third round of analysis, the oil was changed. Keller plans to continue with 15,000-mile analysis and filter changes and to continue to use the same oil for an interval of 50,000 miles.

"That's about five times longer than before," Keller said. "It's very good. Keller Grain is now convinced that AMSOIL is a superior product and that anybody can save money using AMSOIL products."

 

 

New Life for Dodge Ram

Preferred Customer Lyle Reinier from Mesa, Ariz. has been using AMSOIL products for four years with complete satisfaction. He said that when he started using them in his 2001 Dodge Ram they “changed the way it ran.”

Now Reinier drives a 2004 Dodge Ram. He uses AMSOIL Synthetic 5W-30 in the engine, AMSOIL Synthetic Universal Automatic Transmission Fluid in the transmission and 80W-140 Long Life Gear Lube.

“AMSOIL has given this truck life that it was hiding before,” said Reinier. Reinier said the Ram now pulls stronger and runs smoother than it did before. He made the switch to AMSOIL when the truck hit the 3,000-mile mark. “What comes as a surprise to me is that my Dodge dealer had no problem doing a complete drain and fill with AMSOIL,” said Reinier.

Reinier said the dealer removed all the Dodge transmission fluid and refilled the truck with AMSOIL ATF. “Within a mile or two I could feel the transmission was smoother and showed a difference in how it performed,” said Reinier.

Reinier also uses AMSOIL in his dirt bikes. He and his wife have been using AMSOIL 0W-40 Formula 4-Stroke since it was introduced. Within the last year, Reinier performed a big bore and a valve job on their bikes in search of more power.

“The insides of the cases, transmission gears and crank shafts were all like brand-new,” said Reinier.

Reinier said the cylinder walls of each bike still showed some cross hatching from the original bore. He also said the bikes run quieter, smoother and cooler than they did before the switch to AMSOIL. Both bikes have their original clutches and have logged over 4,000 trail miles.

 

 

Customer Discovers a Burning Desire For AMSOIL

Dealer Mark Licht of Andover, N.J., was on a follow-up visit at Jimmy's Service, Inc., of Hackettstown, N.J., when the integrity of AMSOIL ATF was put to a new, on-the-spot test.

Licht showed shop owner Jimmy Naranjo several pieces of literature on oil and ATF testing results. After listening to Licht talk about the benefits of AMSOIL ATF, Naranjo turned to him and said, "You're full of it."

Licht continued to explain all the features and benefits that AMSOIL ATF has to offer, but Naranjo interrupted and told him, "There is only one way to prove this ATF is any good."

Naranjo went to his shelf and opened two brands of transmission fluid he uses and poured some of each onto his metal workbench. The shop owner than poured some AMSOIL ATF next to the other two brands. "I had no idea what this guy was about to do," said Licht.

Naranjo then took out his torch and put the flame directly on the first brand of transmission fluid he commonly used. After about 30 seconds the little puddle of transmission fluid started smoking. Naranjo proceeded to the second brand he stocked in his service shop and repeated the process. After another 30 seconds, that brand of transmission fluid began smoking badly.

"Now it's AMSOIL's turn and I must admit I thought my fluid was going to smoke out just like the others with that direct flame," said Licht.

Naranjo held the flame on the AMSOIL ATF for over two and a half minutes and there was absolutely no smoke.

"He quickly turned to me and said he'd take a 30-gallon and a 55-gallon drum of the ATF," said Licht. "We couldn't believe our eyes!"

Now Jimmy's Service stocks the entire XL line of oils, all of the AMSOIL 25,000-mile oils, AMSOIL diesel oils and all of the AMSOIL diesel additives. The shop also carries AMSOIL filters, 2-cycle oils, Power Foam Engine Cleaner and Home Heating Fuel Extender.

 

CROSS COUNTRY TRIP PROVES AMSOIL PERFORMS

Owners of motorhomes, who often travel long distances, are particularly concerned with finding ways to save on fuel costs.

A Texas man discovered AMSOIL motor oils and lubricants lived up to all of his expectations in a journey from Texas to Alaska and back in 2004.

"I have a 1998 Dutch Star by Newmar 38-foot motorhome with a 300 horse power Cat engine," said Shelby Rash, Richardson, Texas. "I also tow a car behind." Throughout 2003, Rash averaged 7.1 miles per gallon. "I use AMSOIL products and believe in them," Rash said.

He took AMSOIL 15W-40 Heavy Duty Diesel and Marine Oil, an AMSOIL oil filter, Torque-Drive Synthetic Automatic Transmission Fluid, AMSOIL 75W-90 Synthetic Gear Lube, AMSOIL Universal Automatic Transmission Fluid, for power steering/hydraulics, and the AMSOIL Synthetic Multi-Purpose Grease to a shop in Dallas in January 2004.

"They installed AMSOIL in everything, including the grease fittings," Rash said. "I installed a new AMSOIL air filter and oiled the front wet axles myself. I filled up with diesel and added AMSOIL Cetane Boost and Diesel Fuel Additive to the tank, as well." Then Rash took his four-month, 11,000-mile trip.

"I used the two additives each time I filled," he said. "I also attended two RV rallies where I 'dry-camped with a generator' for a total of 10 days during this time." The only thing he did was change the oil filter during that time.

"I averaged 8.6 mpg since January 2004 for these 11,000 miles," Rash said. "This sure helped with the high fuel prices. Just by changing to AMSOIL I averaged 1.5 mpg better.

"Is AMSOIL worth a try? I think so."

Performance Oil Technology, L.L.C.
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