AMSOIL 20W-50 Competition Diesel Oil

DOMINATOR 20W-50 Competition Diesel Oil

The Confidence to Compete, The Protection To Win

AMSOIL DOMINATOR® 20W-50 Competition Diesel Oil is designed for professionals and enthusiasts who want a step up in diesel protection. It is specifically designed for high-horsepower diesel engines and delivers the benefits most important to diesel competitors, including robust durability, outstanding bearing protection and the ability to withstand the extreme pressures and temperatures common to diesel competition.

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APPLICATIONS

• Use in performance-modified diesel engines that require any of the following specifications:
• API CK-4, CJ-4, CI-4+, CH-4
• Cummins 20081/20086
• Mack EO-O/EOS-4.5
• Volvo VDS3/VDS4/VDS4.5
• Caterpillar ECF-2, ECF-3, ECF-1-a
• Renault RLD-3/RLD-4
• Chrysler MS 10902
• Ford WSS-M2C171-F1

For more information on AMSOIL DOMINATOR 20W-50 Competition Diesel Oil

AMSOIL PRODUCT WARRANTY

AMSOIL products are backed by a Limited Liability Warranty. For complete information visit www.amsoil.com/warranty/.

AMSOIL Signature Series Synthetic Diesel Oil

 AMSOIL Signature Series Synthetic Diesel Oil provides exceptional wear protection.

AMSOIL Synthetic Diesel Oil Information

New Diesel API Specifications for 2017

Changes in the Diesel Market

Diesel engine technology must deliver reduced emissions and improved fuel economy without sacrificing power.

Federal regulations are dictating that medium- and heavy-duty diesel vehicles must reduce fuel consumption and greenhouse gas emissions 15 percent by model year 2018, driving major changes in the diesel world. The API CJ-4 specification that has represented the standard for diesel oil performance for the past decade will soon give way to new specifications that will evolve with diesel technology to help ensure manufacturers meet federal mandates.

Two Specifications Replace CJ-4

Initially labeled Proposed Category 11 (PC-11) in its working stages, the new API specification has been split in two (API CK-4, FA-4) to accommodate the different requirements of older and newer engines. Both specs focus on drastically reducing emissions and improving fuel economy, while providing increased engine-protection benefits through improvements in oxidation stability, shear stability and resistance to aeration. Engine oils meeting the new specs will begin launching Dec. 1, 2016.

What are the Differences Between API CK-4 and API FA-4?

API CK-4

Designed for current model-year and older diesel engines, API CK-4 oils will offer greater protection and performance benefits over API CJ-4 oils. CK-4 oils will be backward-compatible with CJ-4 oils and will be recommended in all applications specifying CJ-4 (and prior) specifications. In addition to the traditional 15W-40 viscosity grade, CK-4 will offer lower-viscosity options to enhance fuel economy benefits, including 10W-30, 5W-40 and 5W-30.

• Designed for current model-year and older diesel engines

• Backward-compatible with API CJ-4 (and prior) oils

• Offers traditional viscosity grades of 15W-40, 10W-30, 5W-40 and 5W-30

API FA-4

Introduced for 2017 and newer diesel engines designed to meet new emissions standards, API FA-4 is a new category of lower-viscosity oils. It was created to further improve fuel economy and reduce emissions, while delivering the same enhanced protection and performance benefits of CK-4.

API FA-4 oils will be formulated to further improve fuel economy in two ways: lower viscosity and reduced high-temperature/high-shear viscosity (HTHS). While the diesel lubricant market has traditionally been dominated by 15W-40 oils, FA-4 will primarily feature 10W-30 oils. In addition, because lower HTHS numbers are linked with improved fuel economy, the minimum HTHS for FA-4 is lower (2.9) than the minimum HTHS for CK-4 (3.5).

• Designed for certain 2017 and newer diesel engines

• Not backward-compatible

• Designed to improve fuel economy and reduce emissions

• Primarily features 10W-30 viscosity grade

AMSOIL Prepared for Change

AMSOIL customers can be well-assured that we will be ready for the implementation of the new diesel specifications with top-performing synthetic formulations.

New Test Requirements

In order to meet federal regulations, original equipment manufacturers (OEMs) are relying on engine designs that produce ever-increasing operating temperatures. The new API CK-4 and FA-4 specifications introduce new shear-stability requirements to minimize viscosity loss, as well as two new and updated tests to ensure additional protection benefits in the areas of oxidative stability and aeration resistance:

New Mack T13 Test

Measures oil oxidation under the higher temperatures common with modern engines.

New CAT Aeration Test

Replaces the Engine Oil Aeration Test (EOAT), which used hardware that isn’t available anymore
The rest of the tests carry over from API CJ-4.

AMSOIL Diesel oils

Natural gas is an up-and-coming alternative to gasoline and diesel.

From stationary engines to heavy-duty equipment and even passenger cars, natural-gas engines are becoming more prominent.

Mark Nyholm | Technical Product Manager - Heavy Duty - AMSOIL Inc.

 Alternative fuels have been the talk of the town for over 10 years now, and the quest to reduce engine emissions, fuel costs and dependence on foreign oil often leads to fuels other than gasoline or diesel. Natural gas is one of these upand-
coming alternative fuels. For many of us, natural gas heats our homes and runs our stoves, water heaters and clothes dryers. This low-carbon fuel is making its way to powering a variety of natural gas engines for both stationary and vehicular applications. Compared to the relatively complex chemical structures of gasoline and diesel, natural gas has a relatively simple chemical makeup primarily composed of methane. When natural gas is burned, it produces fewer pollutant emissions than coal or petroleum products, which makes it a natural choice on the quest to reduce engine emissions.

Three varieties of natural gas are used: compressed natural gas (CNG), liquefied natural gas (LNG) and renewable natural gas (RNG) or biomethane. CNG is natural gas compressed into high-pressure containers for storage or transport. LNG is achieved by cooling natural gas to -260°F at atmospheric pressure. LNG is 1/600th the volume of natural gas at atmospheric temperature and pressure, making it ideal for applications that are
weight or space limited. Biomethane, or biogas, is a naturally occurring, renewable energy source created by the breakdown of organic matter, such as farm and landfill waste. This low-carbon organic waste can be processed to high-quality natural gas suitable for use in pipeline or a variety of stationary and vehicular engines.

Vehicular natural gas engines are used in many mobile applications, including public transit buses, refuse haulers, delivery trucks, school buses and many other medium-/heavy-duty trucks. Natural gas has even made its presence into a few small passenger vehicles such as the Honda Civic; and Ford, General Motors and Ram have natural-gas-powered light-duty pickup trucks. Because of the limitations in engine availability, the heavy-duty market is primarily where natural gas is being used today. The limited number of natural-gas filling stations has also put constraints on the expansion of applications outside of engines either directly connected to the natural-gas pipeline or to vehicles that return to base daily. So if you are looking for natural-gas-powered vehicles, think locally and look at medium- to heavy-duty applications performing duties similar to diesel-powered vehicles.

Nearly all the natural gas used in North America is produced domestically, allowing local control over the energy supply. The cost of natural gas is substantially less than diesel or gasoline, resulting in reduced fuel costs. Many cities and states are looking to natural gas for two main reasons: First, natural gas engines are much quieter than their diesel counterparts. An idling diesel engine can be up to 10 times louder than a natural-gas engine. Because these engines often operate in the public sector, reducing engine noise creates more peaceful environments for operators, passengers and bystanders alike. Second, natural gas produces lower levels of nitrogen oxides and particulate matter emissions than diesel. Complying with the emissions regulations set forth by the Environmental Protection Agency (EPA) or the California Air Resources Board (CARB) has become essential to conducting business in North America.

Natural-gas engines have specific lubrication demands that differ from those of diesel and gasoline engines. AMSOIL continues to be at the forefront of natural gas engine lubrication and is involved in various natural-gas organizations. We have run multiple field trials proving our superior lubrication chemistry, and we continue to strive to improve lubrication for these engines through analytical and laboratory testing. AMSOIL Synthetic Vehicular Natural Gas Engine Oil (ANGV) and AMSOIL Synthetic Stationary Natural Gas Engine Oil (ANGS) both feature a low-ash formulation to minimize deposits that can lead to engine knocking and valve recession, while anti-wear additives provide excellent wear protection. Their thermal stability minimizes oxidation, and their low volatility reduces oil consumption. With oil analysis, both are proven for use in extended-drain-interval applications.

Although natural-gas vehicles currently represent a small percentage of the overall vehicle market, steady growth over the next decade is expected. A study from Pike Research (a research and consulting firm focusing on clean technology markets) forecasts worldwide sales of natural-gas trucks to grow at a compound annual growth rate (assuming a steady rate of growth much like the rate of return on an investment) of 14 percent between 2012 and 2019. The vehicular natural-gas market represents another arena of opportunity for AMSOIL Dealers, now and in the future. Remember, although these heavy-duty engines are similar to diesel engines, they do come with some very important differences that you should be aware of. Take a little time some evening and Google “natural-gas vehicles.” Prepare to be astonished at the quantity of information about natural gas that has made its way into our lifestyles already.

For more information on AMSOIL Synthetic Motor Oils including Synthetic Natural Gas Engine Oil and Synthetic Diesel Oils.

After 1.6 Million Miles 18 Wheeler Shows No Signs of Quitting

After 1.6 million miles on the original drivetrain and 1.1 million on the factory-rebuilt engine, Jerry Pruett and his AMSOIL-lubed Kenworth show no signs of retiring.

When AMSOIL Dealer Jerry Pruett of Woodhull, Ill. purchased his new 1999 Kenworth over-the-road truck in December 1998, he thought it might run forever if he installed AMSOIL synthetic lubricants. Now with more than 1.6 million miles on the drivetrain and over 1.1 million on the factory-rebuilt engine, "forever" still remains in sight.
The mileage is even more impressive considering how little work the truck has required. The Detroit Diesel Reliabilt^® engine still has virtually all of its original components, including the turbo and fuel injectors. The truck accumulates 2,300-3,000 miles a week hauling loads averaging 27,000-35,000 pounds, with some up to 80,000.
The reliability of the drivetrain is also notable. Though the clutch has been replaced a couple times, the transmission hasn't been touched. "I've done nothing to the transmission. All the gears in it are at 1.6 million miles," said Pruett. The differential gears are also original to the truck.
Pruett runs SAE 60 Super Heavy Weight Synthetic Racing Oil (AHR) in the transmission. He uses Severe Gear^® SAE 190 Synthetic Gear Lube (SRN) in the differentials, although AMSOIL primarily recommends 75W-90 Long Life Synthetic Gear Lube (FGR) in over-the-road applications. "A little bit thicker oil couldn't hurt with the high miles," said Pruett.

AMSOIL Helps Increase Life of Defective Engine

The truck was originally equipped with a Detroit Diesel engine that, unknown to Pruett, contained a manufacturing defect known to cause catastrophic failure early in the engine's service life. Pruett initially installed Shell Rotella during the break-in period. "I wanted the rings to seat prior to switching to AMSOIL," he said. At about 140,000 miles, he installed Series 3000 Synthetic Heavy Duty Diesel Oil (HDD).
With 506,000 miles on the engine, the number three piston failed. "In talking with the mechanics, I found out there was a defect on these engines, and some blew around 300,000 to 375,000 miles," said Pruett. "In one instance, a rod came through the engine and punctured the computer. I felt my engine lasted as long as it did because of AMSOIL." When the mechanics removed the cylinder heads, the original hone marks were still visible on the cylinder walls. "The mechanic said the engine was not wearing out; the oil was doing a great job. Had it not been for the piston failure, it could have run forever."

Detroit Diesel Reliabilt^® Engine

Despite the engine warranty having expired 6,000 miles earlier, Pruett presented his case to Detroit Diesel. "I felt Detroit Diesel was taking advantage of me. Other guys using any old oil were receiving warranty coverage because their engines failed sooner. I told them I was using the best oil in the world and, because of that, the engine lasted longer," said Pruett. "To have that engine last past the warranty was a surprise to them, I think." Detroit Diesel agreed to provide Pruett a factory-overhauled engine at cost, in addition to $4,500 for installation.
The factory-rebuilt engine has since powered the truck for 1.1 million miles, requiring virtually no repairs. "I haven't even pulled the cylinder head off this thing," Pruett said. "I didn't replace the water pump until accumulating over 900,000 miles. Usually a water pump lasts 350,000 miles on a good day." As with the previous engine, Pruett installed Shell Rotella during the break-in period prior to switching to Series 3000 Synthetic Heavy Duty Diesel Oil.
The lone repair required was replacement of the camshaft at about 100,000 miles, barely out of the break-in period when still using Shell Rotella. Pruett believes the camshaft was original to the engine and not replaced when the engine was factory re-built by Detroit Diesel.
With close to 800,000 miles on the engine, Pruett switched to higher-viscosity 15W-40 Synthetic Heavy Duty Diesel and Marine Oil (AME) to guard against excess oil consumption common as engines age.
During a routine 31-point inspection completed when Pruett had a faulty sensor replaced, the mechanic remarked how nice the turbo looked. "They thought it had only been in for a couple months," said Pruett. "It was 12 years old." Pruett credits the Donaldson Endurance™ Heavy-Duty Air Filter for the turbo's longevity. "I was sold on the air filter from day one," he said. "Throttle response was quicker, it boosted the horsepower a little bit and turbo noise decreased."

100,000-mile Oil Changes

Pruett also uses the AMSOIL DUAL GARD^® By-Pass Oil Filtration System fitted with two EaBP110 By-Pass Oil Filters. Regular oil analysis continually indicated the oil was suitable for continued use, allowing Pruett to establish an oil change interval of once per year, or about every 100,000 miles, based on historical data. The EaBP110 By-Pass Oil Filters are changed twice a year, or about every 50,000 miles. Practicing extended drain intervals saves a considerable amount of money each year compared to using conventional oil and standard drain intervals. "Some guys are spending up to $1,200 a year on oil changes when they could be spending half that with AMSOIL," said Pruett. "They're throwing their money away."

Excellent Fuel Economy

Additional savings are realized each time Pruett fills his diesel tanks. "The truck really kind of scares me; it runs so good. I'm still getting about 7 mpg," said Pruett. During a run from Indianapolis, Ind. to St. Louis, Mo., the truck achieved 9.7 mpg. "The truck is capable of that mileage if I can just keep my foot out of it," said Pruett. He has used AMSOIL Diesel Concentrate (ADF) since day one, which not only helps fuel economy but, according to Pruett, has contributed to the fuel injectors lasting as long as they have. He also keeps AMSOIL Cold Flow Improver (ACF) on hand and uses it when conditions dictate.

No End in Sight

Pruett's truck serves as a rolling billboard for AMSOIL. It's covered in AMSOIL decals, along with the contact information for Pruett's AMSOIL Dealership. He shares his AMSOIL story with truckers at every opportunity. Pruett turns 62 in January and has thought about retiring, but, unfortunately for him, his truck has not. "I really want to see how far this truck can go, so I keep on trucking away."