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Synthetic Oil Myths & False Fears

Ten Myths About Synthetic Lubrication

First Published in National Oil and Lube News by Ed Newman

It's a fact of life that behavior is strongly influenced by what people believe, whether true or not. Numerous examples from history bear this out. For example, sailors were once fearful of sailing outside the sight of land less they would fall off the edge of the world. (Christopher Columbus's faith changed the world) In the early 19th century, the train was considered dangerous because it was believed that if you traveled faster than 25 miles per hour, you would be traveling too fast to breathe. At a later date, the New York Times warned that electric light may cause blindness. Microwave ovens, automobiles and airplanes have had equally vociferous opponents.

Looking back, it is easy to laugh at some of these things people so firmly believed. But these people were not stupid. They were simply misinformed. In many instances they had simply drawn conclusions before all the facts were in. How easy it is to make the same mistake today. In our own time, synthetic motor oils have been the object of many misconceptions held by the general public. Many people, including some mechanics who ought to know better, have been misled by persistent myths that need to be addressed. What is even worse, is that manufacturer's of equipment know the truth about synthetics, but do not commonly specify or recommend them for use in their equipment! (See the Mission Statement for Koch Enterprises)

PARAMETERS OF THE DEBATE

Synthetic lubricants are fuel efficient, extended life, engineered lubricants manufactured from select base stocks and special purpose additives. In contrast to petroleum oils which are pumped from the earth and refined, synthetics are custom-designed in the laboratory, with each phase of their molecular construction programmed to produce, in effect, the ideal lubricant.

In responding to objections most commonly raised against synthetics, it is important to establish the parameters of the debate. When speaking of synthetic motor oils, this article is defending the synthetic lubricants which have been formulated to meet the performance standards set by the American Petroleum Institute (API). (The first such synthetic motor oil to meet these industry-accepted tests for defining engine oil properties and performance characteristics was AMSOIL 100% Synthetic 10W-40 in 1972.)

Many people with questions about synthetics haven't known where to turn to get correct information. Is it super oil or snake oil? Some enthusiasts will swear that synthetics are capable of raising your specialty car from the dead. On the other hand, the next fellow asserts that synthetics will send your beloved car to an early grave. Where's the truth in all this?

In an effort to set the record straight, I've assembled ten of the more persistent myths about synthetic motor oils to see how they stack up against the facts.

Myth #1: Synthetic motor oils damage seals.

Untrue. It would be foolhardy for lubricant manufacturers to build a product that is incompatible with seals. The composition of seals presents problems that both petroleum oils and synthetics must overcome. Made from elastomers, seals are inherently difficult to standardize.

Ultimately it is the additive mix in the oil that counts. Additives to control seal swell, shrinkage and hardening are required, whether it be a synthetic or petroleum product that is being produced.

Myth #2: Synthetics are too thin to stay in the engine.

Untrue. In order for a lubricant to be classified in any SAE grade (10W-30, 10W-40, etc) it has to meet certain guidelines with regard to viscosity ("thickness").

For example, it makes no difference whether it is 10W-40 petroleum or 10W-40 synthetic, at -25 degrees centigrade (-13F) and 100 degrees centigrade (212 degrees F) that oil has to maintain a standardized viscosity or it can't be rated a 10W-40.

Myth #3: Synthetics cause cars to use more oil.

Untrue. Synthetic motor oils are intended to use in mechanically sound engines, that is, engines that don't leak. In such engines oil consumption will actually be reduced. First, because of the lower volatility of synthetic lubes. Second, because of the better sealing characteristics between piston rings and cylinder walls. And finally, because of the superior oxidation stability (i.e. resistance of synthetics against reacting with oxygen at high temperatures.)

Myth #4: Synthetic lubricants are not compatible with petroleum.

Untrue. The synthesized hydrocarbons, polyalphaolefins, diesters and other materials that form the base stocks of high quality name brand synthetics are fully compatible with petroleum oils. In the old days, some companies used untested ingredients that were not compatible, causing quality synthetic lubes to suffer a bum rap. Fortunately, those days are long gone.

Compatibility is something to keep in mind, however, whether using petroleum oils or synthetics. It is usually best to use the same oil for topping off that you have been running in the engine. That is, it is preferable to not mix your oils, even if it is Valvoline or Quaker State you are using. The reason is this: the functions of additives blended for specific characteristics can be offset when oils with different additive packages are put together. For optimal performance, it is better to use the same oil throughout.

Myth#5: Synthetic lubricants are not readily available.

Untrue. This may have been the case two decades ago when AMSOIL and Mobil1 were the only real choices, but today nearly every major oil company has added a synthetic product to their lines. This in itself is a testament to the value synthetics offer. But, beware, many of the other "syntheitcs" are not true PAO (Polyalphaolefin) syntheitcs (ie: Castrol Syntec, Pennzoil, etc...) they are hydroisomerized petroleum oil or an ester based synthetic blend.

Myth #6: Synthetic lubricants produce sludge

Untrue. In point of fact, synthetic motor oils are more sludge resistant than their petroleum counterparts, resisting the effects of high temperatures and oxidation. In the presence of high temperatures, two things happen. First, an oil's lighter ingredients boil off, making the oil thicker. Second, many of the complex chemicals found naturally in petroleum base stocks begin to react with each other, forming sludge, gums and varnishes. One result is a loss of fluidity at low temperatures, slowing the timely flow of oil to the engine for vital engine protection. Further negative effects of thickened oil include the restriction of oil flow to critical areas, greater wear and loss of fuel economy.

Because of their higher flash points, and their ability to withstand evaporation loss and oxidation, synthetics are much more resistant to sludge development.

Two other causes of sludge - ingested dirt and water dilution - can be a problem in any kind of oil, whether petroleum or synthetic. These are problems most likely due to the air filtration system, and the cooling system, or from short trips leading to severe service on the oil, and not the oil.

Myth #7: Synthetics can't be used with catalytic converters or oxygen sensors.

Untrue. There is no difference between synthetic and petroleum oils in regards to these components. Both synthetic and petroleum oils are similar compounds and neither is damaging to catalytic converters or oxygen sensors.

Myth #8: Synthetics void warranties.

Untrue. No major manufacturer of automobiles specifically bans the use of synthetic lubricants. In point of fact, increasing numbers of high performance cars are arriving on the showroom floors with synthetic motor oils as factory fill.

New vehicle warranties are based upon the use of oils meeting specific API Service Classifications (for example SG/CE). Synthetic lubricants which meet current API Service requirements are perfectly suited for use in any vehicle without affecting the validity of the new car warranty. In point of fact, in the over 25 years that AMSOIL Synthetic Lubricants have been used in extended service situations, over billions of miles of actual driving, these oils have not been faulted once for voiding an automaker's warranty.

Myth #9: Synthetics last forever.

Untrue. Although some experts feel that synthetic base stocks themselves can be used forever, it is well known that eventually the additives will falter and cause the oil to require changing. Moisture, fuel dilution and acids (the by-products of combustion) tend to use up additives in an oil, allowing degradation to occur.

However , by "topping off", additives can be replenished. Through good filtration and periodic oil analysis, synthetic motor oils protect an engine for lengths of time far beyond the capability of non-synthetics.

Myth #10: Synthetics are too expensive.

Untrue. Tests and experience have proven that synthetics can greatly extend drain intervals, provide better fuel economy, reduce engine wear and enable vehicles to operate with greater reliability. All these elements combine to make synthetic engine oils more economical that conventional non-synthetics.

In Europe, synthetics have enjoyed increasing acceptance as car buyers look first to performance and long term value rather than initial price. As more sophisticated technology places greater demands on today's motor oils, we will no doubt see an increasing re-evaluation of oil buying habits in this country as well.

CONCLUSIONS

Since their inception, manufacturers of synthetic motor oils have sought to educate the public about the facts regarding synthetics, and the need for consumers to make their lubrication purchasing decisions based on quality rather than price. As was the case with microwave ovens or electric lights, a highly technological improvement must often overcome a fair amount of public skepticism and consumer inertia before it is embraced by the general population.

But the word is getting out as a growing number of motorists worldwide experience the benefits of synthetic lubrication. The wave of the future, in auto lubes, is well under way.

AMSOIL is the undisputed leader in synthetics.............

Since 1972, AMSOIL Synthetics have proven to be the BEST. AMSOIL also engineers and manufactures Super Duty Oil filters (which have a 12,500 mile/6 month service life in gasoline engines, and 10,000 mile/6 month service life in diesel engines, with 8 micron filtration), as well as specialized by-pass filtration systems for commercial and fleet applications in cars and light, medium and heavy trucks which can filter particles down to less than one micron ( a standard, non-Amsoil full flow oil filter can only filter to 20-40 microns, and at a reduced efficiency) making oil changes virtually unnecessary and virtually eliminating engine wear. These filters have been proven by billions of miles of over-the road trucks, construction equipment and fleet service.

AMSOIL saves you time and money.
The only 25,000 mile/one- year and 35,000/one- year motor oil in the world.
Exceeds the most stringent performance specifications of all major U.S. and foreign automotive and truck manufacturers.
Provides up to four-times the wear protection of other motor oils.
Increases the service life of your vehicle.
Improves performance, fuel economy and efficiency.
Diesel oil and filtration products designed to deliver 1,000,000 miles for over-the-road trucks before engine overhaul.
Used by many national racing teams, fleets, police departments, construction firms and trucking companies.

Oil Color, Lubrication Ability and Contamination Levels

AMSOIL Synthetic Lubricants are designed and engineered for extended drain interval service. The color the AMSOIL on your dipstick (or ANY oil for that matter) has absolutely no bearing on whether or not the oil is suitable for continued use or if it should be drained and replaced. Use the recommended change intervals for both the oil and engine oil filters as specified by AMSOIL, or for extended use with By-Pass filtration, trust oil analysis at set intervals. (As simply stated as possible, for example, if I take a fresh gallon of Amsoil oil and pour a few ounces of black ink into it to discolor it, it is no more contaminated than before! This is why, with By-Pass filtration, which is able to take out water and wear causing particulates below 1 micron in size, oil analysis is used. Science is used, and not the naked eye, to guarantee results and insure your equipment!)

It is a common misconception that an oil's color is an indication of how dirty it is. This is absolutely NOT TRUE with Amsoil. The color of the oil does not have any bearing on Amsoil's lubrication ability. Most oil and especially diesel engine oil will turn black in the first few hours of operation due to contaminates generated by the combustion process and soot particles. The ONLY way to accurately determine an oil's lubricating value or contamination level is through (spectrographic) oil analysis. Oil analysis is common practice used regularly in commercial, industrial and fleet operations and can also be used for passenger cars, light trucks or any other application. In addition oil analysis will also determine the exact pars per million (ppm) of wear metals in your oil which provides an indication of any abnormal wear or specific components that need mechanical inspection in addition to checking for any fuel, water or glycol contamination. *At the end of this section you will find a listing of what oil analysis testing checks for.

The useful life of an engine oil is dependent on several factors such as the quality of the oil, type of fuel, equipment condition, type and operating environment of the equipment and, most important, the type of filtration used. The filtration system and the oil are vital tools for preserving engine life. A highly efficient filter is essential to protect an engine by removing both liquid abrasive contaminants held in suspension by a high quality premium oil such as AMSOIL. When using AMSOIL Synthetic Lubricants for extended drain intervals the AMSOIL Super Duty Filter must be changed at 12,500 miles or 6 months for gas engines and 10,000 miles or 6 months for diesel engines, such as the Ford Powerstroke or Dodge Cummins.

If the AMSOIL Dual-Guard or Dual-Remote By-Pass Filtration Systems are used then the AMSOIL Super Duty full flow engine oil filter must be changed at the same intervals as specified above and the by-pass filter(s) changed as indicated by oil analysis results. The oil does not need to be changed when using by-pass filtration unless oil analysis testing indicates it is necessary.

It is not uncommon to get several hundred thousand or more miles on the AMSOIL oil, when using by-pass filtration. A Mack Dealership recently performed a teardown inspection on a 1990 Mack E7-400 diesel engine with 630,000 miles total and 409,000 miles without an oil change and its parts were examined by an engine rater from a major oil additive raw materials manufacturer and supplier. The engine showed light to moderate wear throughout, just as an engine in similar service and lubricated with conventional oil changed at 15,000-20,000- mile intervals (as is common with over-the-road semi-trucks) would show. In fact, according to the engine rater the parts examined- cylinder liners, pistons, rings, bearings, valve train components- could have been put right back in the engine and would have continued to provide the good, dependable service they had provided all along- after 409,000 miles without an oil change! If you would like the full detailed report and photographs of this teardown inspection please see the "Information & Application Assistance" page and follow instructions or e-mail us your e-mail request and I'll send an electronic "Mack Engine Teardown" Brochure in the common Adobe Acrobat .pdf file format. If you do not have Adobe Acrobat software to read this file, download it from my "Information & Application Assistance" page.

* Oil Analysis Report Items Include:

-sample #, date sampled, date tested, unit #, engine make, model, year, oil brand, viscosity grade, sump capacity, make up oil added, type of filtration, last filter change

- component miles, oil miles, last oil change miles

- % presence of gylcol, water, fuel

- viscosity @40 deg. C. and at 100 deg. C.

- % solids

- soot, oxidation %, NOX %, TBN, TAN

- % iron, chromium, lead, copper, tin, aluminum, nickel, silver, manganese, silicon, boron, sodium, magnesium, calcium, barium, phosphorous, zinc, molybdenum, titanium, vanadium and cadmium

- recommendations and additional test results

- Additional tests upon request! Request from me, or download from this site, the "Oil Analyzer's Oil Analysis Service Brochure" by going to the "Information & Application Assistance" page and follow instructions.