#6.7 cummins redline series#

#6.7 cummins redline series#

Each engine series will also exhibit a typical wear rate (macro data). Each unique engine will have a fairly consistent wear rate, viewed over time (micro data). What you're learning first hand is what I've seen in over 15,000 UOAs in my database. At that rate, you'll make your 1M miles, assuming other influences don't cause degradation. That is very typical Fe wear rate for the ISB-type engines. Factory leather has no tears, dash and all other plastics have no cracks, and the body is as sexy as ever. I don't need CJ-4 or CK-4 oil to protect anything.Ĭummins actually advises to 'Do not use' oils meeting either spec in engines without EGR or DPF. My engine is happy enough with 25K mile oil changes that I just want some fat viscosity and some fat TBN. I'm going back to Amsoil AME or that 15TBN TR oil. Speaking of being deleted, I think I'm just done with CJ-4 oil. I didn't change the oil filter or add any makeup oil at all.įuel remains a non-issue on my deleted truck. Or the bypass-in-filter LF9028 I use has done some serious cleaning. Maybe the first run of Schaeffer oil just scrubbed the engine clean of soot. Schaeffer 5W-40 did not hold TBN as well as 15W-40 did, and I have no idea why soot levels have all of a sudden plummeted.

This engine in these conditions is going to drop 2PPM per 1K miles no matter what. Why so many oils? Trying to see if something will give me less iron. Silicon is up because it is an additive in Redline.įirst run was Amsoil AME 15W-40 (diesel and marine 12TBN, a CI4+ oil), second was Schaeffer 15W-40, third is Schaeffer 5W-40, and last is the Redline 15W-40. Oil has been getting into the charge air system which leaches potassium from the intercooler.Ĭoolant passed an exhaust test and system holds either vacuum or pressure overnight without any movement. Turns out it is a result of crankcase vent filter failure. I did two close UOAs to investigate the potassium situation.