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THIS DISCUSSION / SOURCE-DERIVED OVERVIEW
Discussion summary
YOUR RESEARCHIron and copper oil analysis
Leading reported evidence
Check i would also
Suggestion or failed attempt
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Read evidence and context
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Suggestion
Copper could also be coming from crank thrust bearings and easy to check, I would also check like Skips says manual oil pressure gauge.
Leading evidence: 'Check i would also' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, The most frequently discussed action is 'Check i would also' (1 discussions). For that action, 0 discussions report a resolution and 0 report an unsuccessful attempt. No action has an explicit, attributable resolution report under the current rules. These are forum reports and suggestions, not a confirmed diagnosis.
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Suggestion
Copper could also be coming from crank thrust bearings and easy to check, I would also check like Skips says manual oil pressure gauge.
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Suggestion
Heavier oil with more moly, more miles, more oil changes, more tests all equate to a trend that you can see.
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Suggestion
I would install a magnetic drain plug and change oil on a shorter interval.
Replace oil sooner would intuitively result in lower amounts, yes
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Suggestion · Original poster
Changing the oil sooner would intuitively result in lower amounts, yes, but that would only hide the symptom.
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I did a short mileage oil change to get M1 0W-40 out and Motul in. Here is my oil analysis from Blackstone. I didn't include the oil wear package additives since there is no purpose in comparing them.
I would install a magnetic drain plug and change oil on a shorter interval. But, I can't state what the answer is to your bigger question.
Their analysis points to a longer longer for that oil. Changing the oil sooner would intuitively result in lower amounts, yes, but that would only hide the symptom.
Do a "real oil pressure test" with a manual gauge to confirm the bearing health..
Specs :: with 40 weight oil at 90C oil temperature and at 4k RPM ....oil pressure should be above
4 bar
for 996.1 ( 5 chain) or above
3.5 bar
for 996.2 ( 3 Chain) ..
These are "exact" conditions and measurements so don't rely on the inherently inaccurate dash gauge ...
1: I'm not an expert.
2: Iron could be from the piston coating I think? I.e. bore scoring is either in your future or your present.
3: Copper could be rod/main crankshaft bearings.
4: I'm not an expert! Do what
@Porschetech3
says!
Blackstone is aware of how bore scoring shows up in the numbers and normally would write this in the analysis synopsis. Did the analyst forget? Possible. It can't hurt to ask them, a human picks up the phone and they have always been happy to answer questions.
"We always look for excess aluminum and silicon in these engines, since those metals canindicate piston scuffing and poor cylinder wear. But that's not what we're seeing here. Iron and copper are the elements reading out of line - iron, from steel parts like rotating shafts, lifters, etc., and copper from bronze or brass parts like bushings. Bearing wear (lead) seems to be fine. No excess fuel or coolant is present, and the TBN is still good so in theory this oil could be run longer. But with the metals reading high for reasons unknown, we suggest doing just 5,000 miles to monitor."
First thing I would do is listen to
@Porschetech3
.
The second thing I would do is go to a 50 oil with more Moly and change it 2x a year. My 3.6 has responded extremely well to DI50. Yeah, its expensive. Regardless of what oil you use, keep testing it as you change it.
The third thing I would do is not loose any sleep. The first oil test starts the process of analysis. Heavier oil with more moly, more miles, more oil changes, more tests all equate to a trend that you can see.
Not only am i not losing sleep, I'm sleeping better. Just the fact that there's no sign of water makes me happy after blowing the water pump. No signs of piston aluminum is a nice plus.
This is a source reference. Confirm exact model applicability in the original material.
