| Author | Message | ||
| jr villanueva (Jrrockstar67)
Registered Member Username: Jrrockstar67 Post Number: 7 Registered: 2-2009 Posted From: 69.15.129.202  Rating: N/A |
HI GUYS,I HAVE A 71 MCI WITH A 6V92 DD ENGINE,IM PRETTY NEW TO BUSNUTS,MY QUESTION IS IVE BEEN USING ROTELLA T 15W40,I LIVE IN COLORADO SO IT GETS PRETTY COLD OUT HERE,IVE HEARD FROM DIFFERENT PEOPLE THAT SAY IM SUPPOSE TO USE 40W OIL,CAN ANYONE HELP ME WITH THIS. | ||
| marvin pack (Gomer)
Registered Member Username: Gomer Post Number: 1265 Registered: 3-2007 Posted From: 69.69.20.25  Rating: N/A |
Jr; straight 40 is the best to use in ANY DD Non detergent. If it gets Real cold a Block heater is the way to go and it will only take a couple of hours to heat er up and you be a going down the road. Gomer | ||
| Jim Wilke (Jim Bob) (Pd41044039)
Registered Member Username: Pd41044039 Post Number: 607 Registered: 2-2001 Posted From: 184.0.13.120  Rating: N/A |
Marvin, I think it's supposed to be detergent oil. Anything with an oil filter is supposed to have detergent oil. | ||
| joe padberg (Joemc7ab)
Registered Member Username: Joemc7ab Post Number: 485 Registered: 6-2004 Posted From: 66.38.159.33 Rating: N/A |
If you are going to use your bus regularly in the depth of winter also consider adding an oilpan heater, so that the engine oil will flow rather than having the consistancy of grease. Autowreckers in our area wring their hands in glee when it gets very cold,because of all the engines that get wrecked because of lack of lubrication during start up. Joe. | ||
| marvin pack (Gomer)
Registered Member Username: Gomer Post Number: 1266 Registered: 3-2007 Posted From: 69.69.20.25 Rating: N/A |
Jim I do believe you be right and I be wrong. It is detergent oil Delo 100 I think??? Rotella straight 40 is detergent oil too Gomer | ||
| Laryn Christley (Barn_owl)
Registered Member Username: Barn_owl Post Number: 692 Registered: 10-2006 Posted From: 71.254.38.213  Rating: |
This is from the March '07 issue of BusRide. Why 2-strokes use single-grade oil. ******************************************************************** A surprise find in the world of tribology by Christopher W. Ferrone. After many years of premature engine failures my frustrations turned to further investigation. For more than 25 years beginning with the Detroit Diesel (DDC) 92 series in 1981, I have researched ways to use quality lubricants and creative methods and intervals to extend the life of engine components. In 1995, I joined forces with Detroit Diesel to assist with a failure modes and effects study using my empirical fleet data on Series 92 engines. That project lead to a technical paper, single source part number (23514770) repair kit, and a national ad campaign to assist operators with the care and feeding of their Series 92 engines. As a result of emissions compliance the newer engines are 4-stroke cycle unlike the 2-stroke cycle of the 71 and 92 series. Other than the fact one is a 2-stroke and the other a 4-stroke, from a purely mechanical standpoint, these two engine types are similar in function and lubrication intervals. Since the crank journal is constantly under load as compared to the 4-stroke engines, the 2-stroke engines require a single-grade oil with a higher viscosity. The boundary lubrication never has a chance to recover for 2-stroke engines. In 4-stroke engines, the boundary lubrication does have a chance to recover during the non-loading turn of the crankshaft, which allows the use of multi-viscosity oils. The use of single viscosity oil in 4- stroke engines can actually extend the life cycle with really no downside. As our fleet became a mix of 2-stroke and 4-stroke engines, I was concerned with the accidental introduction of multi-viscosity oil into a 2-stroke engine, which, of course, would have led to a catastrophic failure. With this in mind, I called Detroit Diesel to discuss the use of single grade oil in a 4-stroke Series 60 engine. Told this would not be a problem, we began to replace engine oil in the Series 60 with single viscosity oil. Thanks to indoor parking, we can use XHD 40 weight oil in both the summer and winter. Where starting the engine in cold weather is a concern, simply use XHD 30 during the winter months. For fleets that still incorporate 2-stroke engines, this will not be an issue because they use a heavier single-grade oil anyway. With any one cylinder/piston and main bearing journal, the 2-stroke journal is under load with every turn of the crankshaft. In a 4-stoke engine, the journal is under load every other turn. A 2-stroke engine only uses single viscosity 30- or 40-weight engine oil. Oils for 4-stroke engines are generally multi-viscosity 15W-40. In some instances, the engine is acceptable to synthetic oils, which are outstanding for a number of reasons, but are very high priced compared to traditional engine oils. Having used this oil in DDC Series 60, Cummins 5.9L and PowerStroke 4-cycle engines for more than 10 years, the engines have never experienced a lubrication failure or shown any negative effects. In fact, the PowerStroke engine currently has 483,000 original miles all to the credit of single grade oil — well beyond its projected life cycle of 250,000 miles. The Cummins 5.9Ls also have lasted well beyond the expected life cycle. My original Series 60 test engine has 375,000 city miles, in addition to thousands of idle hours, which equates to almost 1.2 million highway miles. I attribute the additional success of these engines and their extended life cycle to the use of single grade (XHD 40) motor oil. Single grade oils are much less expensive than the synthetic oils recommended for 4-stroke engines. It is worth mentioning that in addition to extended engine life, specifically crankshafts and bearings, the peripherals such as turbochargers, air compressors and gear trains also benefit from the single grade oils. There is no need to keep two types of oils in the shop and run the risk of a mechanic accidentally pouring a multi-viscosity oil into a 2-stroke engine. Though this has been an ongoing process in our operations for more than 10 years with the utmost success and simplicity, it is still advisable to contact the engine dealer to confirm single grade oils are acceptable before making the switch. People may think I am crazy, but I use XHD 40 motor oil in all of my automatic transmissions and power steering as well. ******************************************************************** | ||
| Luvrbus (Luvrbus)
Registered Member Username: Luvrbus Post Number: 1058 Registered: 8-2006 Posted From: 74.33.43.204 Rating: N/A |
This oil thing is funny here is a guy using 40 w in a 60 series according to the DD book it says never use a single weight in a 60 series then DD says never use a multi weight in a 2 stroke ? FWIW I have a friend that owns a fleet of 6v92 and this guy runs 15/40 in the engines,transmission and power steering 1st engine that blew was over 400,000 miles I always used 40w in my 8v92 fwiw (Message edited by luvrbus on March 05, 2011) | ||
| john w. roan (Chessie4905)
Registered Member Username: Chessie4905 Post Number: 2041 Registered: 10-2003 Posted From: 71.58.71.157  Rating: N/A |
I don't know how being a two stroke effects load on rod bearings. Fresh cooler oil is constantly being fed to the bearings each revolution. I guess it could be a problem during severe lugging. Maybe in 92's?? Generally, 71 series don't get bearing problems. Usually a liner/ piston will seize first, before bearings are damaged. | ||
| FAST FRED (Fast_fred)
Registered Member Username: Fast_fred Post Number: 1462 Registered: 10-2006 Posted From: 66.82.9.83  Rating: N/A |
20% of most oils are addatives. The oil for a 2 stroke DD is CFII , in 40 wt. PERIOD If cold starts at -20F are a problem , purchase a block heater. FF | ||
| RJ Long (Rjlong)
Registered Member Username: Rjlong Post Number: 1791 Registered: 12-2000 Posted From: 71.195.124.20  Rating: N/A |
Chessie - To help corn-fuzzle you, think about what's going on in the two engines: In a two-stroke, EVERY downward movement of the piston is a power stroke - the exploding fuel mixture pushing hard on the piston and rods. In a four-stroke, every OTHER downward movement of the piston is a power stroke, subjecting the piston and rods to the exploding fuel mixture. The piston then comes back up again, pushing out the exhaust gases, and when it begins it's downward stroke again, all it's doing is drawing in air - thus no load (comparatively) on the rod bearings. It's during this "off" cycle that the load on the bearings is such that the oil layer has a chance to recover, compared to the always "on" loading of the two-stroke. Make sense? FWIW & HTH. . .  | ||
| jr villanueva (Jrrockstar67)
Registered Member Username: Jrrockstar67 Post Number: 8 Registered: 2-2009 Posted From: 70.56.58.25 Rating: N/A |
Thank you all for all the info...... | ||
| Geoff (Geoff)
Registered Member Username: Geoff Post Number: 910 Registered: 12-2002 Posted From: 71.211.111.63 Rating: N/A |
Humm... so if I get a teaspoon of 15w-40 and pound on it with a hammer it will break down the molecules? | ||
| Bruce Henderson (Oonrahnjay)
Registered Member Username: Oonrahnjay Post Number: 685 Registered: 8-2004 Posted From: 149.168.204.4  Rating: N/A |
Geoff - On an entirely different engine, I've seen bearing races in heavily loaded roller bearings shredded in weeks because multi-grade oil "sheared" down and didn't protect them from scuffing loads. On single-grade oil, they lived for years. | ||
| john w. roan (Chessie4905)
Registered Member Username: Chessie4905 Post Number: 2042 Registered: 10-2003 Posted From: 71.58.71.157 Rating: N/A |
depends on the qualities of the particular oil. everyone has a particular e3xperience to relate. Use what suits you. It's not like we put the miles on these like otr trucks. How many years to put on 100,000 miles at $4.00 plus a gallon of fuel. |
