Rich9928p

Test results found on an oil board ....

Viscosity, 1R = 10.5
viscosity, 1 = 10.2

Calcium, 1R = 2856 3% greater than M1
Calcium, 1 = 2773

Phosphorous M1R = 1912 82% higher than M!
Phosphorous M1 = 1049

Zinc M1R = 2105 87% higher than M1
Zinc M1 = 1127

Moly M1R = 108
Moly M1 = 100

Viscosity Index 175 for Mobil 1 R

Thus the new Mobil 1R has signifcantly higher treat rates than regular
Mobil 1. Of course there are many aspects of the oil that spectro
cannot uncover, even in the additives shown with respect to exact
chemistries, qualities, etc..

Both oils tested at the same lab (www.avlube.com), same day...
George Morrison, STLE CLS

Drewster67

Cool Beans Rich! -

Thanks!.

Lagavulin

I hope Doug can chime in and help us with the significance of the results.

mark kibort

take your chances! let us know if your oil pressure is at 4bar vs the 3 bar at idle of most mobil 1 928s when its 90 degrees out.

for me , its not worth the chance, and my track record speaks for itself.
redline or amzoil for racing and nothing else!
MK

Doug Hillary

Hi,
Rich - thanks for posting the M1 R details available to date - great stuff

I think it will be valuable to know what the HT/HS viscosity is ( measured at 150C ) and the NOACK volatility has been measured at
Along with this the actual API and ACEA ratings will determine its everyday use

As well I was waiting until the first few UOAs appear that may give us an insight into the overall shear stability and durability of the oil in use

This oil uses very advanced chemistry and it will be unwise to judge it against any other M1 product

Mark you obviously do not trust the old M1 ( Tri-synthetic 10w-30 ) for racing but you would be wise to look at this product with an open mind
Many people have had great success racing old M1 in other viscosities
and many more will race on new M1 SuperSyn with even greater success

I think it would make a great project for an engine builder with a engine dyno to check out the M1 R product. Logging engine output, oil flow and pressure, oil and coolant temperatures against a standard 15w-40 lubricant, and another racing oil of similar viscosity to M1 R
Correlating these will help us all

As mentioned earlier the M1 R oil has survived well in our Ford/Holden V8 Supercar racing here and in the 24h Bathurst event. The latter race being won on this product

It is wise to remember that oil flow is constant if not impaired and the oil pressure is the resistance to the flow. It is the flow factor that enables better cooling via the oil - of the two, flow needs to be better understood

As a matter of interest I am currently dealing with ExxonMobil who want to tear down and measure up one diesel engine of mine that has done 1 million kms on Delvac 1 5w-40. It has an oil use factor of 1ltr/6000kms and oil changes on this engine have averaged out at 93000 kms

Regards

mark kibort

I understand. Ill be the first to admitt that Im no expert here, not even close. But those pressure readings to concern me when compared to redline and Amzoil. How about sheer tests. are they relavant? are their any comparing the new M1R to the other brands??

You have to admit, i have litteraly worked over a few different motors, in racing environments, and have had none of the characteristic failures that many have had using mobil 1. film strength, 4 ball wear tests, viscosity tests at temp, whatever. I think there is a reason somewhere in the test details!

I will keep an open mind. I still think on most street motors, oil doesnt really matter that much. (as long as you have some!)

MK

Doug Hillary

Hi Marc,
yes being circumspect is wise. This is a new product and it will be excellent in some engines and perhaps not so good in others
I suspect Mobil will lay a lot on the line with M1 R from an "image" viewpoint and will not want it to go astray

The High Temperature/High Shear ( HT/HS ) viscosity and the NOACK volatility will tell us a lot more that we can add to the data we have at present. All are part of the M1 R "jigsaw"

At idle the oil pressure is sacrificed for flow - the thinner the oil the lessor OP. Many non Porsche engines have an idle OP of less than 2bar ( 29psi ).
Our engines do have a very robust OP above 3.5k and with an OP RV set near 9bar who would doubt the intent

Going by our user experience here the 928 Porsche's idle OP varies from 1+ to 3+ depending on oil viscosity/temperature and the engine's core temperature. It varies from MY to MY too with at least three modifications during production in order to keep up a reasonable idle OP

Regards