Anyone running Rotella T6

[drumstick]

I've ran this in my turbo Honda but haven't heard much about it in the mustang world

Sponsored

 

[3beeps]

Yes, I've used it for ~5k miles (changed it 3 times now since it took a year to put those miles on). 5W-40.

 

[drumstick]

Yes, I've used it for ~5k miles (changed it 3 times now since it took a year to put those miles on). 5W-40.

Awesome- what was in there before? I don't have the tick or anything on my 18, just think its a good oil for FI cars.

 

[3beeps]

Awesome- what was in there before? I don't have the tick or anything on my 18, just think its a good oil for FI cars.

My first oil change was Pennzoil Ultra Platinum. I only switched because I've seen it recommended for turbo cars and I used to use it in my STI.

The 2018 seems to do best with thicker oil and Ceratec but do more research before swapping. I don't have a 2018+ so don't take my word on it lol.

 

[gimmie11s]

Im using RT6 on my 2018 with twin turbos. The T6 has a nice additive package which is what I think the draw is.

I used to have the tick but its now gone since the idle was raised a hair on the TT tune.

 

[engineermike]

Man I have a large stash of “old” rotella t6 that had more ZDTP and the SN rating than the current stuff and I’ve been tempted to use it. FYI for comparison the limit for most current SN+ oils is 800 ppm phosphorus, while acea a3/b4 (high performance euro oils) will have more like 900+. Current rotella t6 has 1000 while the old version had 1100. More is generally better for protection up to about 1400, but api and company believe that anything over 800 will shorten the life of the cat converters so just keep that in mind.

 

[Kona 18]

T6 is really good oil, most UOA's come back positive for it. I'm on Penzoil ultra platinum now but will prob make the switch to t6 on my next oil change

 

[drive_55_not]

I'm using the new T6 5w-30 Multi Vehicle oil in my '18, I've been using the T6 5w-40 in my SC 3v for the last 5yrs and have no issues with it. I just didn't wanna use a 40weight oil in the 18.

I'm coming up on 7000 miles on the 1st fill, my car has seen very little oil loss, I;ve been beating on my car hard since I bought it [I bought it to Drive it, NOT be a garage queen] I lost about a pint on the original Motorcraft fill, I have topped off about a quart on this fill, That's after a couple dozen 1/8 mile passes, dozen 1/4mile and several trips down to the Mexican border ...

The Multi Vehicle is SN rated, and is as shear stable as the 5w-40. As it is geared more towards gas and small diesel trucks he additive package is different between the new MV and 5w-40.

It has less Calcium but more Magnesium which is where the new SN+ oils appear to be going to help with LSPI if you're concerned about that.

It also has higher Boron for the Ceratec users.

 

[engineermike]

That’s really high viscosity for a 30 weight. Just a touch higher and the bottle would say 40 on it. The boron dose is high but it’s low on phosphorus (to comply with SN) and moly. Fwiw, the t6 5w40 has about the same boron but more ZDTP.

 

[sdiver68]

For an 18+ I would want SN+ rating due to direct injection.

 

[engineermike]

If LSPI is your concern then the rotella MV looks to be a pretty good fit.

 

[Dr. Norts]

For an 18+ I would want SN+ rating due to direct injection.

+1 to this. Pennzoil platinum is SN+ but for some reason the ultra platinum isnt yet, not sure why.

SN was reformulated to SN+ for direct injection / boosted engines to prevent LSPI and create a better oil for these engines.

 

[engineermike]

Sn+ wasn’t to address gdi; it’s to address LSPI which generally happens during high cylinder pressure at low rpm. High cylinder pressure at low rpm is common when engines are downsized and turbocharged, like ecoboost. Gdi allows even higher cylinder pressure in those cases. If you’ve driven an ecoboost you can see how they calibrate it to run significant boost at low rpm during normal driving.

I personally don’t think this applies to the gen3 coyote because the engine wasn’t downsized and it’s not calibrated to run high cylinder pressures at low rpm (at high load, it turns high rpm). I find it very difficult to get into boost below 2500 rpm (where LSPI occurs) unless I force it by manually shifting, because the transmission downshifts. I don’t see much reason to lock it into a high gear and floor it, either, so I’m not too worried about LSPI in mine.

 

[sdiver68]

Sn+ wasn’t to address gdi;

"Technically speaking, LSPI is an abnormal combustion event caused by the higher in-cylinder pressures common in modern engines — those that are turbocharged and/or GDI — while operating under low-speed, high-torque conditions. If you’re currently driving a vehicle with one of these engines, pay close attention to what we’re about to tell you."

https://team.valvoline.com/diy/maintenance/what-you-need-know-about-low-speed-pre-ignition-lspi

More here about the 2018+ oil spec change: https://www.mustang6g.com/forums/th...ication-wss-m2c945-a-vs-wss-m2c945-b1.114631/

 

[engineermike]

Sn+ wasn’t to address gdi; .

That’s funny....

“API SN PLUS is a new motor oil specification developed for turbocharged engines that is being developed in response to automakers request for motor oils that protect against Low-Speed Pre-Ignition (LSPI). LSPI is an engine condition known to occur in Turbocharged Gasoline Direct Injection (TGDI) engines that can be mitigated by changing the motor oil formulation”

https://www.pennzoil.com/en_us/education/know-your-oil/what-you-need-to-know-about-api-sn-plus.html

Api:

“...new classification to address low-speed pre-ignition (LSPI) in turbocharged direct injection gasoline engines”

https://www.api.org/~/media/Files/Certification/Engine-Oil-Diesel/Forum Files v2/4-KFerrick-API-Update.pdf

Plus, the sequence ix LSPI test used to qualify SN+ oils is a downsized turbocharged engine.

Edit: I’m not trying to convince anyone not to use SN+ oils. I’m just not convinced that LSPI is a real risk on a coyote, so I will continue as I have and choose oils that I believe to offer maximum engine protection, while letting the fuel economy, cat converter protection, and LSPI concerns fall by the wayside. For me, that means acea a3/b4.

Sponsored