Drivbiwire said:
Let me clear this up a bit for you, so follow along.
For every 1000 units (drops, liters, take your pick) of oil that pass between the cam lobe and the lifter 1 unit of oil additive passes thru. Oil additives are a very small component of the overall oil volume. Depending on the oil and the additive package it ranges anywhere from less than 1% to 3% by volume.
errr, seems I am already lost. Fuzzy math, or perhaps we dropped a decimal place or added an extra zero somewhere (1:1000 ---> 0.1%)?
In reality, additives can make up upwards of 20% (that is one fifth or one part in five) of the volume of multi-viscosity motor oils. The portion targeted at cam lobes might be only 0.1%, but who knows? The motor oil compounders are not readily sharing these details. Where are you drawing your information from?
Drivbiwire said:
Oil additives are comprised of multiple compounds each having a specific target for improving the oils base stock performance.
If you drain the oil the combination of those additives which had found equilibrium due to either pressure, heat or both are now gone from the motor by way of the drain plug.
Now you pour in a new batch of oil whose additives have never been heated or met with the pressure of the target regions of the motor. Over the first 1,000 to 3,000 miles in the motor those additives meet with the target locations and eventually reach that optimal point of equilibrium where they provide the oil specifications expected level of protection.
bah -- I agree some of these additives will have a synergistic relationship and that there is an initial oil-break-in period (though fleeting if not insignificant in regards to actual wear), but I am not on board with your "equilibrium" assertions and my opinion is that this equilibrium theory or at least the implications you attach to it are open to debate (to put it nicely).
A partial laundry list of some types of motor oil additive would include:
-------
extreme pressure adds
anti-wear adds
viscosity/flow/pour point adds
friction modifier adds
detergent adds
anti-foam adds
corrosion inhibitor adds
anti-oxidant adds
snake powder adds (think PTFE - bogus of course)
Have to take exception to your speaking as if you have firsthand knowledge of what & where these individual additives are targeted --- can you elaborate or perhaps cite a source indicating 1) a representative compound for each type of additive and 2) what the "specific target" of the different additives (and likely conglomerates) is supposed to be?
Short of you having a career's worth of experience in the field oil compounding/formulation, I contend you cannot because you have no intimate knowledge of what goes to what and practically nothing you've said goes much beyond mere conjecture.
Drivbiwire said:
Speaking of cam lobes and lifters which are one of the highest pressure points in the motor if not the highest. Everytime the cam contacts the lifter a "sacrificial layer" is formed by certain additives in the oil. Also with every pass of the cam lobe part of the layer is also wiped away or "sacrificed" to protect the underlying metal surfaces thus exposing those surfaces each awaiting another pass of the cam and lubricant along with the 1% concentration of additive for replenishment of the layer.
New oil can't provide immediate replenishment to the high pressure surfaces since the oil itself is still in a state of flux being new to the motor as well as the levels of heat and pressures the engine applies to the new oil. This results in a brief increase in wear during a period of time after the oil change.
Your 1st paragraph here gives an okay general description of what is going on but you completely fall off the deep end in the second paragraph. Perhaps you could (once more) point out the source(s) and/or some serious data backing up your assertions? Moreover, the very phrasology you use, "still in a state of flux", "brief increase", "a period of time" makes whatever you are trying to say here all but meaningless.....perhaps you can clarify and actually say something that means squat. Sorry if this sounds harsh or cutting, but really (rolleyes) the BS meter is showing a high overboost condition.
Viable proof should be accessible. I am certain there are ample wear investigations monitoring (diesel) engine oil conditions on a continuous basis (ferro- & spectrographic). Some decent papers/reports on this sort of study would be rather convincing, depending....such studies are definitely out there. Perhaps someone will offer up links to a couple gems from a direct googlization; I have not as yet had time to look.
Drivbiwire said:
With new oil, the high pressure surfaces will operate for a period of time until the new additives can place on those specific regions of contact/pressure and only when the oil has reached a state of quilibrium in the motor will it provide the lowest levels of wear.
Again we are not dealing with a concentration of 100% additive in the oil. This partly why it takes a period of time for additives to become stabilized in an engine.
Changing oil early (prior to the specifications intended interval) results in failure of the oil to reach a state of equilibrium resulting in increased wear in the motor.
[CUT PICTURE]
This filter was as black as night but it was providing nearly zero restriction. Close inspection of the filter will show you that it's far from plugged and still has the capability of a very long service life. Again the visual cues of the filter are COMPLETELY meaningless..........[SNIP]
Speaking of COMPLETELY meaningless, yup, that picture cinches it for me --- NOT! The various assertions you make on filtration are another story/debate altogether, but best to let that sleeping dog lie....for now at least
jj (you can call me jake or you can call me slick
)