Mobile One European Car Formula W0-40 oil

[099 FEVER]

The 0-40 Mobile One that meets the factory Chrysler specifications is no longer available in the
US according to Mobil One. They do not have a recommendation for a replacement. They said to try a competitors oil. This makes no sense unless they want to avoid litigation if something goes wrong. My question is the Mobile One 0-40 European Car Formula that is available a viable substitute for our trucks. Mobile One would not answer that question. I would prefer to stay with the Mobile one brand.

 

[Psycho1122]

I just purchased a jug of 0W40 FS at Wal-Mart last Sunday.

 

[AMS3]

The 0-40 Mobile One that meets the factory Chrysler specifications is no longer available in the
US according to Mobil One. They do not have a recommendation for a replacement. They said to try a competitors oil. This makes no sense unless they want to avoid litigation if something goes wrong. My question is the Mobile One 0-40 European Car Formula that is available a viable substitute for our trucks. Mobile One would not answer that question. I would prefer to stay with the Mobile one brand.

I use the Amsoil brand for mine. It's a bit expensive, but I feel it's worth it. Just my two cents, for what it's worth.

https://www.amsoil.com/lookup/auto-...pickup/8-3l-10-cyl-engine-code-h-e/us-volume/

 

[Ram x 10]

Officially, Mobil 1 has not undergone certification to meet FCA specs (starting with the SN revision, I believe). This does not mean that Mobil 1 will harm your engine, it means that Exxon has not spent the time and money to have their products tested/certified for FCA specs.

Chrysler switched their bulk supplier of oils from Exxon to Sopus (Pennzoil, Shell, etc) when they emerged from bankruptcy. Why? That is something that has been up for discussion for a long time now.

Further reading:

https://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=3174751

For what's it's worth, I run Mobil 1 0w-40 "European Formula" in my truck.

 

[rottenronnie]

http://www.kmn-lubricants.com/wp-co...35408_342_ChryslerMS6395-Supreme-05-03-13.pdf

The above link provides all kinds of information about the MS-6395 specification. If you read it all and understand it, there will be a prize.

Apparently, TWO YEARS of "rigorous testing" is required to pass MS-6395 at which time the engine(s) are attacked by anxious Engineers with micrometers. It would be interesting to compare notes with those that did "the same testing" of oils (albeit different engines because NO two engines are exactly the same), without the '6395 spec!

As far as lab-testing of different oils go, that should be repeatable, I guess.

Sidebar: Mobil1 sells oil for specifically for V-Twins. I wonder what would happen if you were to use that oil in a Honda Gold Wing. I think the Honda engine would become confused and start burning oil and/or kick a rod immediately.

To add to the controversy: If you change a Camshaft, Pistons (RINGS), rods (now we have different pin and surface materials), rod-bearings, main-bearings, valves, valve guides, lifters, timing chain set or any other component that requires oil in your 8.3L. , does that mean you still have to use the MS-6395 spec oil? Why? Why not?

I'm sure the MS-6395 spec means something but I don't believe it is vitally important to the survival of any particular engine. I could be wrong but I'm not losing any sleep over this one.

Another Sidebar: I've been using General Motors Dex VI in my Mopar 48RE automatic for quite some time and it still works and looks like brand new inside.

Personally, I think ALL of the modern lubricants are very, very high quality and just work.

Here is a list of oils (from the Jeep Forum) that still meet the MS-6395 spec for those that are concerned:

Synthetics

• Pennzoil Platinum
• Royal Purple
• Castrol Edge
• Halvoline Synthetic
• Quaker State Ultimate Durability

Conventional

• Pennzoil (Yellow Bottle)
• Quaker State Advanced Durability
• Valvoline (White Bottle)

 

[Pamooney3]

The 0-40 Mobile One that meets the factory Chrysler specifications is no longer available in the
US according to Mobil One. They do not have a recommendation for a replacement. They said to try a competitors oil. This makes no sense unless they want to avoid litigation if something goes wrong. My question is the Mobile One 0-40 European Car Formula that is available a viable substitute for our trucks. Mobile One would not answer that question. I would prefer to stay with the Mobile one brand.

pennzoil covers the srt10 now

 

[Psycho1122]

Personally, I think ALL of the modern lubricants are very, very high quality and just work.

Here is a list of oils (from the Jeep Forum) that still meet the MS-6395 spec for those that are concerned:

Synthetics

• Pennzoil Platinum
• Royal Purple
• Castrol Edge
• Halvoline Synthetic
• Quaker State Ultimate Durability

Conventional

• Pennzoil (Yellow Bottle)
• Quaker State Advanced Durability
• Valvoline (White Bottle)

Check the "Protection ranking List" to see where these oils land. Viscosity is a huge factor.

https://540ratblog.wordpress.com/2013/06/20/motor-oil-wear-test-ranking/

Note: Mobil1 0W40 "FS" is still #7 , Royal Purple first shows up on the list in any form at #102!! , Havoline Synthetic 5W30 shows up at #111. Funny thing, the Havoline "conventional" oil shows up at #82?!? The Quaker State "Ultimate" synthetics make a great showing on the list in any viscosity.

So I also begin to question the validity of "MS-6395" Specification.

 

[rottenronnie]

I've read through the above link many times and believe that even the worst oils tested should provide adequate lubrication under most engine operating conditions.

I'm sure there are more than a few of 8.3L engines that have changed hands (and countless Hemi engines, on and off warranty) that will go on to live long and happy lives without the MS spec.

I'm using M1 0-30 without the MS-6395 spec and have zero concerns about it failing to provide proper lubrication.

EVERY single component in my engine has been either swapped or modified in some way and NONE of the manufacturers of those components stepped up and said I would have to use specification XX-XXXX or parts failure would occur. Why would I need to continue using an oil with this spec if so much inside the engine has been changed?

Things like proper ignition timing and sufficient octane are FAR more important to the survival of an engine than using an oil that may not be providing a specific spec.

Again, WHICH PARTS INSIDE THE 8.3L ENGINE (or the modern Hemi engines) ABSOLUTLEY REQUIRE MS-6395 and why is this information hard/impossible to find? (I've got an email into Mopar but don't expect a White Paper on the topic anytime soon).

I would really like to know.

Anyone??

 

[rottenronnie]

Well, I made some progress:
Here is some information on the GF-5 Standard from the Internet...

GF-5 Issues
Most of the issues surrounding the coming GF-5 oil standard have to do with engineering test procedures that are obsolete or need to be changed. The current Sequence IV-B fuel economy test, which is done in a laboratory on a test bench, will have to be replaced with some type of engine dynamometer test that more accurately simulated real-world driving conditions. The new test procedure should be ready by early next year.

Another concern is that some of today’s GF-4 oils may not lubricate timing chains adequately, so a chain wear test or roller follower test may be added to the GF-5 standard. There has also been discussion about adding an oil aeration test that would measure the effect of air bubbles in the oil on lubrication.

GF-5 may also require reducing phosphorous and sulfur even more to extend the life of the catalytic converter to 150,000 miles and beyond. Phosphorous and sulfur can contaminate the catalyst and reduce the life of the converter if the engine uses oil. But both of these ingredients are also important anti-wear agents, so the fear is that reducing phosphorous and sulfur too much may end up reducing the life of the engine itself.

There are already concerns that today’s levels of phosphorous may be too low for older pushrod engines with flat tappet camshafts. Camshafts with flat-bottom lifters generate a lot more friction between the cam lobes and lifters than roller cams with roller lifters. Consequently, cam lobe wear in older engines may be a problem if the oil does not contain adequate levels of anti-wear agents, or if the oil is not changed regularly. END


Again, no worries here as I change my oil every 3500 miles anyway.

 

[CaptnCrash]

If you're using after market cams that require higher valve spring pressures, regardless whether or not they use roller lifters, many builders will demand you use an oil with higher HDDP content. None of these spec oils have that. I have a hemi that falls into this category.

So for a stock engine okay --- maybe --- .. I personally don't believe in 0w anything unless it's consistently -30F all the time. I've never had an oil related failure - period. I've never had issues with my SRT10 truck or my Gen III Viper that are oil related.

All these latest specs are about it seems attempting to increase fuel economy and one of them attempts to help curtail detonation or knocking. Which again happens because of tuning attempts at bettering fuel mileage.