ONLY Mechanical and
Truck/Automotive Engineers on the net with 27 years experience
specializing in engine, powertrain/chassis engineering, performance
and synthetic motor oil lubrication and filtration.
OIL ADDITIVES BLENDED IN DURING THE MANUFACTURING PROCESS
You may ask yourself how can a motor oil
possibly survive with all the possible sources of
contamination, wear and deposits. The answer lies in proper
blending of additives during the manufacture of the oil as
well as in proper air and oil filtration.
The additives we are referring to are not
aftermarket oil additives. Aftermarket oil additives,
regardless of their exaggerated claims, infomercials and
testimonials are not required and in many cases are
detrimental to the proper function of a motor oil. These has
been no documented laboratory or field tests that I am aware
of performed by auto and equipment manufacturers that support
the use of any type of aftermarket oil additives. In fact, the
Federal Trade Commission (FTC) has recently charged many of
these aftermarket additive marketers and/or manufacturers with
false and deceptive advertising. This topic is covered
in be covered detail in another section of this website.
The additives that I am referring to that
an oil company blends in are specifically designed and
engineered to impart specific properties to a finished motor
oil formulation. These specific additives cause a motor oils life cycle to be
extended and/or reduce the rate at which undesirable changes
take place while others improve properties already present in
the base oil. Before I cover the additives I will provide some
background information on where oil actually comes from and
how it is produced.
MOTOR OIL REFINING
I often recall the story that a friend in
the crude oil refining business told me. Being in the oil
business for most of his career he would regularly run into
people that would ask which of his companies oil wells pumped
5W-30, which wells pumped 10W-30 and which oils pumped diesel
oils and so on. I get a good laugh out of it every time I
think about it. The fact is the large oil companies do not
exist to produce motor oils exclusively.
Motor oils are made from the more viscous
portion of the crude oil that remains after removal by
distillation of the gas and oil lighter fractions.
Crude oil rarely ever is used without processing except
in some specific cases for fuel to operate power plants or for
certain asphalts. In most cases it is first separated into
different fractions that require very detailed additional
processing in order to begin to develop lubricating oils with
specific properties, such as a 5W-30, 10W-30 or a 15W-40
diesel motor oil. The first and foremost products produced
from drilling are in order to refine the crude oil to produce
gasoline and diesel fuels, kerosene and home heating oils.
There are also several different types of
crude oil depending on what part of the world it comes from. Crude oils can come in light grades that yield primarily
gasoline to heavy black crude oil.
The hydrogen carbon atom structures of the crude oils
vary a great deal as do the impurities, such as sulfur or wax.
Some crude oil is only suitable for manufacturing
gasoline, diesel and fuel oil and by-products, while others
are preferred for manufacturing lubricating oils.
The three basic types of crude oil stocks are
paraffinic, napthenic and asphaltic. Lubricating oils are generally produced from paraffinic and
napthenic stocks. Different
types of crude stocks allow refiners to select those that,
when fully refined, will provide base stocks that meet their
specific needs. Keep in mind that companies use different quality base stocks
to manufacture their finished products.
Some companies may choose to use a very high quality
base stock, in addition to carefully selected and blended
additives, while others may choose a lower quality, and thus
less costly, base stock combined with more chemical additives
to yield a similar product, however the quality and
performance can vary significantly, even though both products
may meet the same specifications. Also keep in mind that
although both products may meet the same specifications, one
has no way of knowing at which end of the specification range
the product fall into and how that product meets those
specifications on a continuing basis.
The old saying, you get what you pay for, holds true
for many petroleum products (both lubricating oils and
gasoline and diesel fuel) just as it does for most other
The first step in processing crude oil is
to remove inorganic salts and water, which can form acids
during processing and damage refinery equipment.
After the crude is de-salted it is pumped through a
complex series of heated pipes in order to vaporize and enter
what is called a fractioning tower where groups of
hydrocarbons are separated according to their boiling ranges.
This occurs because the fractioning tower is at different
temperatures from the top to the bottom, with the bottom being
the hottest. Light hydrocarbons such as raw gasoline, called
Naptha, are vaporized to the top of the tower and then
condensed to form liquid again by cooling.
The lower parts of the tower are much hotter and trap
the heavier hydrocarbons such as diesel fuel, kerosene,
heating fuel oil and other heavy oils, which are subsequently
pumped to different fractioning towers for further processing.
The products remaining in the very bottom of the
fractioning tower are typically used for making asphalt for
So, as you can deduce from this very
simplified explanation of the crude oil refining process,
motor oil is not always the prime objective. In fact, it is a
by-product remaining after the valuable gasoline and diesel
fuels and kerosene and home heating oils are processed.
Once the crude oil is separated and further refined to
a point where a specific type of motor oil can be produced,
many additional additives are required to be blended in to
produce a finished product ready to bottle and distribute.
There are also many different refining processes and it is not
my intention to cover these processes here, only to provide
you with a very basic understanding of how petroleum motor oil
POUR POINT DEPRESSANTS
Petroleum motor oils have waxes and
paraffin that come out of the ground with the crude oil.
It is very expensive to refine out these waxes and
paraffin. There is a process to do this, called
hydroprocessing, which I will discuss in later sections of
this book, however average quality oils are not hydroprocessed.
Instead, pour point depressants are added. These
additives are required in order to obtain low pour points.
They do not prevent the formation of wax crystals as
temperatures decline, but rather lower the point at which wax
crystals form and also restrict the growth of wax crystals.
VISCOSITY INDEX IMPROVERS
A motor oil must not be too viscous
(thick) at low temperatures in order to promote easy cold
weather starting but at the same time it must not be too fluid
(thin) at higher operating temperatures in order to prevent
excessive wear and prevent excessive oil consumption.
Viscosity Index Improvers (VI) are blended in a motor oil
in order to impart specific performance characteristics to the
oil under these operating extremes. For example, this allows
for a motor oil to act like a 10-weight when it is cold but
when it warms up to operating temperatures it acts as a
The determination of how well a
particular motor oil meets these criteria is called the
Viscosity Index (VI).
VI is strictly an empirical number and indicates the
effect of change in temperature on viscosity. The lower the
VI, the larger a change in viscosity with temperature changes.
There is a specific ASTM (American Society of Testing
Materials) Test D-2270 that is used to determine the VI of a
The problem that can occur in petroleum
based motor oils with VI is that under heat, load and
shear forces the molecules of the VI tend to change shape from
a round shaped molecular structure to a straightened, or
aligned, molecular structure. When this occurs the VI are
subject to degradation due to shear forces created inside the
engine, which can cause a temporary loss of the oils specified
viscosity. Under shear loads the molecules in the VI align
themselves in the direction of the shear stresses so there is
less resistance to flow. As the oil cools and the shear forces
are no longer present the VI return to their original
molecular configuration and the original viscosity is returned
to the oil. Where
serious problems can occur are under extreme heat and shear
loads where the molecular structure of the VI are
permanently destroyed and will not return to their original
configuration when the oil cools and shear stresses are no
longer present. This
is the prime reason that, as discussed previously, small
engine manufacturers and some diesel engine manufacturers
specify a straight weight petroleum oil with no VI.
In general, the greater the spread in
viscosity of an oil, the more susceptible the oil is to shear
under load and heat due to the greater quantity of VI
Improvers required to achieve the spread, such as in a 5W-50
motor oil, for example. Please
keep in mind that these issues with VI are in relation to
petroleum motor only. Synthetic multi-viscosity motor oil is
extremely shear resistant.
DETERGENTS AND DISPERSANTS
With the development of heavy-duty diesel
engines plain petroleum oil could not meet the requirements of
these engines. Deposits
left by the oil caused piston ring sticking and rapid wear
very early on as well as blocked oil flow passages.
Soon after this began occurring oil manufacturers
started to use a soap blend in the oil, which kept internal
components clean by significantly reducing the formation of
the years much more advanced chemicals were developed and used
as detergents and dispersants.
The use of these detergents does not
clean an engine but rather serve to delay the formation of
deposits and reduce the rate at which they accumulate.
They do this by neutralizing the acidic by-products of
combustion. One of the main reasons why people were told to change their
oil frequently is to remove the contaminants from the oil
before the oils capacity to neutralize and hold them is
Dispersants are chemicals blended into
the oil that suspend materials that can cause sludge, varnish
and lacquer resulting from oil oxidation to form.
The measure of an oils ability to
neutralize these acidic by-products of combustion is called
the Total Base Number (TBN). It is a measure of an oils
reserve alkalinity. The higher the TBN, the better an oils
ability to neutralize acids.
A TBN of 7 is typical for an average quality gasoline
engine petroleum oil. Premium
quality extended drain interval synthetic oils typically have
a TBN of 11-12. Petroleum
and synthetic diesel oils have higher TBN values due to the
increased acidic by-products of combustion created by the
diesel fuel combustion process. These values can range from
8-11 up to 12-14 for premium quality diesel oils.
Most motor oil has some type of anti-foam
additive blended in. This is due to the fact that petroleum
oils are subjected to extreme agitation primarily due the high
RPM of a rotating crankshaft and also the movement and
circulation of oil in valvetrain components.
The action created by the oil pump and the effect of
blow-by gasses mixing with the oil also causes foaming.
A motor oil that foams excessively cannot perform the
job of properly lubricating an engine under severe operating
conditions, or even in average operating conditions. When air bubbles form in the foam, the anti-foam additives
will attach themselves to the air bubbles in the foam and
cause the foam to weaken which in turn causes other foam
bubbles attached to each other to collapse.
The anti-foam additive essentially breaks down the foam
when the oil film surrounding the air bubbles is ruptured.
There is an ASTM D-892 test that measures a motor oils ability
to resist foaming.
RUST AND CORROSION INHIBITORS
Rust inhibitors are special compounds
blended into a motor oil that, in addition to the motor oil
itself, attach themselves to internal components and prevent
the formation of rust by forming a barrier that prevents water
from contacting the metal surface. This additive is extremely
tenacious and once it attaches itself to the component it will
remain there in order to do its job, especially during engine
shutdown. This additive is sacrificial in nature and does
deplete with time in service.
The only way to determine if these
additives are still present in sufficient quantity to
effectively prevent rust is to perform oil analysis testing or
use the specific brand/type of motor oil according to the oil
manufacturers specified change intervals. There are a two brands of premium quality synthetic motor
oils on the market that are designed and engineered for
extended drain intervals of 25,000 miles/1-year and one brand
engineered for up to 35,000 miles/1-year in which, when used
according to the oil manufacturers recommendations, will
provide exceptional rust and corrosion prevention for the
entire mileage/time interval.
In order to use any motor oil past the oil
manufacturers recommendations oil analysis testing must be
used. Oil analysis testing is covered in another section of
Corrosion inhibitors are blended into
motor oil and serve the functions of preventing corrosion of
internal engine bearings made from a mix of copper, lead,
aluminum and tine. The
acids formed in the oil are extremely corrosive and are a
result of the combustion process of gasoline and diesels fuels
as well as the additives that were blended in with the fuel
by-products of combustion are deposited on the cylinder wall
portions that are exposed to the combustion flame front above
the top of the piston and then carried into other components
by the oil. Direct blow-by is also a cause of acidic
contaminants in the oil. The amount of blow-by in a particular engine is dependent on
many factors, with the primary one being the effectiveness of
the seal between the piston rings to the cylinder.
The acids formed as a result of this will corrode
internal parts such as bearings, pistons/cylinders/rings,
rockers, camshafts, valves, timing gear teeth and other
ferrous and non-ferrous components within the engine.
There are two primary types of corrosion
inhibitor chemicals and functions:
one is for the additive in the oil to chemically bond
to the internal parts and provide a sacrificial barrier and
the other is to actually neutralize the acids so that the
corrosive potency is reduced to a level where it cannot do any
internal damage. This additive depletes with time in service
Common additives for these purposes
include Zinc, Phosphorus and Zinc Diethyl Dithiophosphate (ZDDP),
Calcium and Barium. Barium
Sulfonates and Calcium Phenates are common chemicals that are
engineered with a high amount of the alkali metals Barium and
Calcium in order to provide adequate neutralizatization
capability specifically due to the alkalinity of these metals.
Sulfur content in both gasoline and especially diesel fuel are
one of the primary causes of acids in a motor oil.
As a side note relative to rust and
corrosion protection: I currently hold two U.S. Patents for
corrosion prevention between two securely bolted together
metal parts that must still have metal-to-metal contact and
also for preventing corrosion on exposed brake rotors. The
specific application of one of these patents will is discussed
in the special bonus section of my motor oil book and will be
beneficial knowledge to any automotive enthusiast and may help
you to solve current problems when combined with my other
service procedures that have been proven over many years and
millions of vehicles to prevent one of the most common
automotive braking problems from occurring.
If you would like this information, please let me know.
Oxidation is the result of oxygen mixing
with oil at engine operating temperatures. It is not so much
the amount of oxygen absorbed by the oil that is important,
but the amount of oxidation products formed. Oxidation causes
an increase in oil viscosity as well as the formation of
acids, resins, lacquers and varnish on internal parts, and
especially on pistons and piston rings. More severe oxidation
occurs as engine operating temperatures increase.
The effect of varnish, resins and
lacquers on pistons and piston rings can cause a decrease in
the amount of heat transfer between the piston and cylinder as
well as stuck piston rings, leading to severe engine damage
over a period of time. If
the temperatures continue to increase to extremes then these
deposits will continue to oxidize into very hard carbon type
materials. When this hard carbon material meets with combustion residues
and water, sludge is formed. Sludge can do further damage such
as plug and block critical oil passageways and oil pump
In order to decrease the effects of
oxidation, oxidation inhibitors are used which disrupt the
chemical reaction that is responsible for the formation of the
oxidation as well as chemicals that actually decompose the
oxidation products already formed.
The lacquers, resins and varnish are not only formed at
high temperatures by the oil, but also a low to medium
operating temperatures by the fuel combustion process.
There are numerous very complex chemicals that are used
as oxidation inhibitors and it is not my intention to go into
the detail of what these chemicals actually are in this book.
Anti-wear additives are mainly used in
order to reduce the effects of engine operating conditions
when a full hydrodynamic oil film cannot be maintained which,
as discussed previously, are known as boundary lubrication
conditions of slow speed and low load.
These anti-wear additives primarily act as friction
reducers that prevent metal-to-metal contact. Zinc and
phosphorus are common anti-wear additives.
Under high engine speeds, high loads and
operating temperatures, even though hydrodynamic lubrication
is present, extreme pressure (EP) additives are sometimes used
by certain oil manufacturers to reduce friction further and
control wear. EP
additives are also used extensively in gear lubes. The
chemicals used as EP additives include either sulfur,
phosphorus, chlorine, molybdenum disulphide or a blend of
these additives depending on the specific application. Not all
motor oil manufacturers use EP additives as they can also have
a detrimental effect on other engine operating parameters and
can also be highly corrosive to certain metallurgical bearing
compositions and can also be incompatible with alkaline
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Customer Sold on AMSOIL Quality
That's what today's savvy consumers want.
According to marketing analysts, the average
consumer no longer accepts general sales pitches
full of empty promises. The Internet gives consumers
instant access to nearly every possible product or
service. They look for quality information, conduct
price comparisons and then make buying decisions.
The bottom line: more bang for their buck. And when
that consumer is raising seven children, top quality
products and savings are an even greater priority.
Scott Boring, Oakfield, N.Y., has seven children
with his wife Teri. He's looking for quality and
savings to keep his 1997 GMC Yukon, with a 5.7 litre
V-8 engine that "isn't noted for gas mileage,"
running down the road carrying his large family as
efficiently as possible.
A friend told Boring about AMSOIL products. He
promised better gas mileage - an important selling
point with today's high gasoline prices - more
efficient performance and longer life.
The vehicle had 40,000 miles on it when Boring
installed AMSOIL products bumper to bumper.
"I did it all at one time, just to see the
difference," Boring said. He installed
AMSOIL Severe Gear 75W-140 Synthetic Gear Oil, used AMSOIL Engine
Flush and then installed AMSOIL 10W-40 Synthetic
High Performance Motor Oil and AMSOIL Universal
Automatic Transmission Fluid.
"I especially like the ATF," Boring said. "The truck
shifts smoother and the transmission is quiet. All
you hear is the tires on the ground. I've tried
other synthetics, lots of them. I just never saw any
difference. But, with AMSOIL, I saw a difference
The first tankful of gasoline increased his mileage
from 15 mpg to 20.5 mpg. "I swear I didn't believe
it," he said. "I'm averaging between 19 and 21 mpg
all the time.
"This stuff is awesome and I'm letting all my
friends know about it."
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
Independent testing reveals that AMSOIL Signature Series 0W-30 motor oil
passes the API Energy Conservation Sequence VI test with a rating 38
percent higher than the API minimum specifications.
"The test results show that AMSOIL has the potential to save energy by
conserving fuel," said Technical Services Manager Ed Kellerman. "In most
cases it can increase mileage, but at the very least you're getting
superior engine protection."
Ralph Sites, a police officer in Rustburg, VA, said he put AMSOIL 10W-40
Synthetic Motorcycle Oil in his 2002 GL 1800 Honda Gold Wing when it had
4,550 miles on the engine.
"I had been getting 30 miles per gallon," Sites said. "I was supposed to
be getting 40 to 45 miles per gallon."
His first oil change to AMSOIL improved his mileage to 38 miles per
gallon. At 6,500 miles on the engine, after replacing the final drive
oil with AMSOIL Severe Gear 75W-90 Gear Lube, he improved to 40 miles
"I switched to AMSOIL for the long-term gain. The improved gas mileage
was just a bonus. AMSOIL is less expensive than Honda's synthetic and I
don't have to change it as often. It's a win-win situation."
He bought the bike new in January 2002 and had put 12,000 miles on it in
August. He said the improved mileage he's gotten since switching to
AMSOIL has saved him $102 just in gasoline.
Jeff Bailey in Fulton, Mo., said his 1996 Lexus GS300 with 81,000
miles on it also gained fuel efficiency when he switched to AMSOIL
"The car wants premium gasoline," he said. "I drive about 18,000 miles a
year. I ordered your synthetic product and absolutely astounded.
"I was used to getting about 20 mpg overall and having a little low-rev
Since switching to AMSOIL motor oil, Bailey gets 24 mpg and uses regular
"The engine feels even more flexible," he said. "I've used AMSOIL now
for my wife's anemic Camry 2.2 litre and have calculated that I have
saved about $120," he said. "Thanks AMSOIL for an awesome product. You
have a customer for life."
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
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,
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
Customer Sold on AMSOIL Quality
Peter Virgona of Merrick, N.Y. is a self-proclaimed
“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
He drives a 1999 Ford Crown Victoria that has nearly
98,000 miles on the
engine. He switched from Mobil 1 to
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
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,
becoming a Dealer.
Virgona respects that he can get detailed technical
AMSOIL just by checking the website. “AMSOIL puts
out performance test
results for everyone to see. I definitely appreciate
“People are usually very, very loyal to AMSOIL. They
know it’s the best.”
Life to a Sweet Old Cadillac. Making a skeptic into a believer again.
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
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)
Traverse City, Michigan
HDT Sets AMA Land Speed Record
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
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
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
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
15W-40 Heavy Duty Diesel and Marine Oil in his
Freightliner, with more than 400,000 miles on the
"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
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 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.
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
Licht continued to explain all the features and benefits that
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,
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. 888-879-1362
Distribution Centers Throughout North America
Group in the U.S.
Dave Mann Makes AMSOIL History
View the Action News article, Dave Mann Makes AMSOIL History
Again with 7th Star
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