Oil?

[6555]

Hi Guys (and Gals):

I have been using Exxon Elite in my (hi time) C 90. They don't make it anymore, and Ive used my last Qt. Been thinking of going to P66 20W50, any thoughts? .....Thanks.........John Sharkey

[8233]

I know a lot of people who use the Philips XC 20W50. Have heard 99% positive feedback. I knew one IA that took care of a university fleet that felt the Philips seemed to show more water in the oil during the winter months compared to others. I have zero idea why that would be. On the surface, that sounds more like the engines were not getting warm enough to allow for evaporation of water due to condensation.

I use straight weight Aeroshell W80 with Camguard on mine but if I was going to use a multiviscosity, it would be the Philips.

[2356]

I use the Phillips X/C and Camguard. Very satisfied.

[6930]

Another X/C 20-50 with Camguard believer. Over 1,000 hrs since my overhaul, 76-80 cold at my last annual, 21 hours per quart oil burn rate. I used a new mechanic this last annual and he couldn’t believe the numbers for a 1,000 hour small bore Continental.

10 years of oil analysis history with nearly perfect numbers every time....consistent test to test. No metal from cut filters (even with pleats swiped with magnet). I change the oil every 25 hrs to get the lead out.

I fly pretty much every week though the last two years my plane was stored for 4 months per year when we go to Florida (properly prepared for storage).

Mike

[8342]

Phillips now has a 20W-50 oil with the Camguard already mixed in. It is called Victory oil.
I am a co owner in a Cherokee 180 and we switched to the Victory oil last year.
It saves measuring the Camguard every time.
The FBO I worked at years ago use the Phillips XC oil for years and never had any issues so I feel confident in using this new oil.

Rick

[8233]

Phillips now has a 20W-50 oil with the Camguard already mixed in. It is called Victory oil.
I am a co owner in a Cherokee 180 and we switched to the Victory oil last year.
It saves measuring the Camguard every time.
The FBO I worked at years ago use the Phillips XC oil for years and never had any issues so I feel confident in using this new oil.

Rick

Actually, it is not Camguard but they are mixing in Lycoming LW-16702 additive. Different formulation but similar idea. Mike Busch has written quite a bit about the various options and explains them but I believe he still favors Camguard.

[6930]

David is correct.

I just listened to a seminar Mike Busch did on oil last week and Victory oil came up. He still favors Camguard. As I understand it, the LW-16702 is anti-scuffing only. Camguard is a corrosion inhibitor plus an anti wear and anti sludge compound.

Mike

[8233]

David is correct.

I just listened to a seminar Mike Busch did on oil last week and Victory oil came up. He still favors Camguard. As I understand it, the LW-16702 is anti-scuffing only. Camguard is a corrosion inhibitor plus an anti wear and anti sludge compound.

Mike

Thanks Mike, I had forgotten about the seminar which I went back and listened to. He also talked about The Aeroshell W80/W100+ which he had talked Aeroshell into making some time back to put the additive package used in the Aeroshell 15W50 (anti wear and corrosion inhibitors) in the Straight weight oils . He then gets into Camguard and basically says it's a newer product and improvements were made so he likes it a bit better. Camguard has additional anti wear and anti corrosion inhibitors.

https://www.youtube.com/watch?v=AEGyN2U3FSM

[a64pilot]

Why are you guys so hot on Camguard?
The cam wear issue is only Lycoming’s isn’t it? Plus where their cam is located makes it susceptible to corrosion, but our little TCM’s don’t have either issue?
In my opinion your better off running a high quality oil, straight weight for most of us and taking that camguard money and using it to buy more frequent oil changes.

Do any modern oils not contain the Lycoming additive now?

You want your engine to last longer? change it’s oil more frequently.

But then I say the same for oil analysis, take that money and spend it on more frequent oil changes too, and or take the money and fly more often.

It’s just human nature to want to find things that make our toys better, but often they aren’t required and or don’t do much.

To Certify an oil additive, you do NOT have to prove it’s of any use and or performs as claimed, you only have to prove to the FAA that it does no harm.

I wonder if Camguard is ZDDP? Which has been removed or at least greatly reduced in automotive oils as it poisons Catalysis, but old style flat tappet camshafts need it.

But here is the catch, IF Camguard is ZDDP, and if say Aeroshell has ZDDP in it, which I’d bet lunch money it has, ZDDP ideally needs to be between 1200 to 1400 PPM, higher levels than that will increase wear, not decrease it, so more is not better.
ZDDP has been around since WWII, was developed for aircraft engines and was in all oils until the EPA has required it to be removed as over time the phosphorus decreases the effectiveness of the catalytic convertor.

I find it hard to believe that a huge major company like let’s say Aeroshell hasn’t or won’t put an additive in their oil if it had even just a few of the magic qualities that cam guard claims,don’t you think that would sell a lot more oil if in fact they could advertise truthfully even just a few of the benefits Camguard claims?

[a64pilot]

Read this article
https://www.blackstone-labs.com/wp-cont ... -17-AC.pdf

Especially interesting to me was the last paragraph which was there of course as a sales pitch for oil analysis, what was interesting was the admission that the problem would have been found with an oil filter inspection, and that one hadn’t been done.

If your paying a Certified mechanic to change your oil and they don’t cut open and inspect the filter, you should not use them. Even our screens main purpose is to provide a means of inspection, sure it may catch the odd piece of carbon that falls off of the bottom of a piston, but it’s really there to catch broken pieces / parts so you will find them before the engine fails.