Power Of Trend Analysis In Used Oil Sampling - F1 Technology For Your Car!
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- Опубліковано 25 сер 2022
- Lake Speed Jr is a world renowned Certified Lubrication Specialist and Oil Analyst. In this video, Lake reveals the surprising power of trend analysis when it is applied to used oil sampling. You can employ the same techniques used by Formula 1 teams to spot problems before they turn catastrophic.
Drawing on his years formulating and testing engine oils and lubricants for Joe Gibbs Racing, Lake goes beyond just how many parts per million (ppm) and shares some real world examples.
To get started with oil analysis, visit www.speediagnostix.com
For more about Lake's background, check out / @lakespeedjr.304 - Авто та транспорт
To get started with oil analysis, visit www.speediagnostix.com
The trend analysis seems to be an excellent way to detect pending problems before they have a chance to cause major damage. Lake mentioned cylinder bore scoring as the cause of higher than normal levels of iron and chromium in the engine oil. I assume that the iron is from the block and the chromium is from the rings. Now I’m curious about what caused the scoring. Was it the result of ring failure triggered by a lubrication anomaly or the rings themselves not being able to perform as required under the extreme circumstances ? There are other possible causes but these two are the first that came to mind. Perhaps I just missed the whole point entirely.
In this particular case, the bore scoring was due to an insufficient amount of oil reaching the upper part of one cylinder. The oil pan and oil pump pick up design caused a difference in the distribution of the oil. Proper lubrication can be defined as the 4 R's - the Right oil (correct viscosity and additives for the application), in the Right place, at the Right time and in the Right amount.
@@themotoroilgeek … Allow me to add one more “R”. I say RIGHT on Lake, for providing such critically important information that everyone can benefit from. Many builders only consider how many quarts of capacity the pan can hold. They completely miss the point of an “oiling system”, where the pan design, pump capacity in volume and pressure with regards to the engines bearing clearances, pickup type and adequate clearance to the pan and the filter capacity in GPM flow and its efficiency in particulate microns are all important factors to keep everything lubricated under all conditions.
As part of the blueprinting process, I also disassemble the pump and clearance its internal components and match the pump gasket to its mating surfaces to ensure proper oil flow. Crank scrapers always need to be carefully checked for correct fitment too.
Of course you know all of these details but if a novice builder reads this, they might just benefit from it. Thanks again for your reply and everything you bring to the Motorsports community 🏁.
@@danielwilson6665 Many thanks!
@@themotoroilgeek … Lake, you might have noticed the abundance of self appointed experts spewing bogus information online. However, your credentials are without doubt and the knowledge that you share is clearly based upon real world facts. Say hello to your newest subscriber 👌.
@@danielwilson6665 Thank you! That's why I'm here - to provide facts.
Not only saved alot of money for an.e gone like that but quite possible saves him from injury or death!
Good point!
I know that I am a little late to the party here...When is the right time to start sampling? During the second break-in oil (driven), after a first round of conventional oil, or two? My question is how do we determine what the new normal is? Do two or three samples constitute the norm? Thanks for all that you do for us!
The best time to start is the first sample. That is the “high water” mark in terms of wear. The trend analysis from there will establish the baseline for the engine. All of this combined allows for the reduction in wear via educated decisions on the oil and oil change intervals as well as early warning if something goes wrong.