gsxr
Full Access Member
I haven't seen many (any?) people posting oil analysis results, and I'm guessing not many owners bother. Given the timing chain issues with the Jaguar AJ133 V8 engine in the 2010-2013 LR4, and the ongoing debate about appropriate oil ratings/certification, I was curious how the dealer oil was working on a normal 10kmi change interval.
See attached PDF for results. Other than a somewhat high iron level, the other wear metals were amazingly - almost shockingly - low. Which is good news of course, assuming the iron level doesn't increase. As expected the dealer (Castrol) oil is indeed low ZDDP, with phosphorus levels around 800 and zinc a bit over 900, both typical for the latest emissions-friendly / economy-friendly oils. The dash of moly was an unexpected bonus though.
Overall the results looked very, very good for 10kmi with one exception: the TBN of 2.4 is quite low considering a fresh quart of make-up oil was added 3kmi previously (at 7kmi into the 10k interval). Adding oil boosts TBN, which means if I had not added a quart, the TBN could have been below the 2.0 point which is getting into the uncomfortable zone. There's no fixed rules on TBN but Accutrack will give a warning with TBN below 2.0 and I think under 1.0 is considered "critical".
Bottom line, I was pleasantly surprised with the results. The TBN measurement indicates that 10kmi is probably the reasonable limit for the change interval, and it would be better to change at 7k or even 5kmi with the dealer oil, even under "normal" operating conditions. I'll probably change at 120k (6k interval) next and after that may do every 5k (125, 130, etc) just so it's easy to tell when the next change is due. I was considering switching to Red Line 5W-20 (which may be more suitable for 10kmi+ intervals) but for the moment I think I'll do a few 5-6kmi intervals with the dealer oil and monitor the results.
We don't put a lot of miles on the LR4 but I plan to get analysis with each change, so I'll try to remember to post the 120kmi analysis results in this thread, probably around late 2018.
See attached PDF for results. Other than a somewhat high iron level, the other wear metals were amazingly - almost shockingly - low. Which is good news of course, assuming the iron level doesn't increase. As expected the dealer (Castrol) oil is indeed low ZDDP, with phosphorus levels around 800 and zinc a bit over 900, both typical for the latest emissions-friendly / economy-friendly oils. The dash of moly was an unexpected bonus though.
Overall the results looked very, very good for 10kmi with one exception: the TBN of 2.4 is quite low considering a fresh quart of make-up oil was added 3kmi previously (at 7kmi into the 10k interval). Adding oil boosts TBN, which means if I had not added a quart, the TBN could have been below the 2.0 point which is getting into the uncomfortable zone. There's no fixed rules on TBN but Accutrack will give a warning with TBN below 2.0 and I think under 1.0 is considered "critical".
Bottom line, I was pleasantly surprised with the results. The TBN measurement indicates that 10kmi is probably the reasonable limit for the change interval, and it would be better to change at 7k or even 5kmi with the dealer oil, even under "normal" operating conditions. I'll probably change at 120k (6k interval) next and after that may do every 5k (125, 130, etc) just so it's easy to tell when the next change is due. I was considering switching to Red Line 5W-20 (which may be more suitable for 10kmi+ intervals) but for the moment I think I'll do a few 5-6kmi intervals with the dealer oil and monitor the results.
We don't put a lot of miles on the LR4 but I plan to get analysis with each change, so I'll try to remember to post the 120kmi analysis results in this thread, probably around late 2018.
