I couldn't find Delvac 1 anywhere that I typically look, but I did end up buying the Mobil 1 Truck & SUV. The T&S loks pretty much the same as D1 on the virgin oil analysis comparisons that I've seen. The clincher for me was that the T&S was CI-4 rated, and the price at Walmart was pretty good. I used 3 qts of T&S and topped off with Delvac 1300. Next time I'll try 4 qts.

 

Well Dr Evil, thats your call, and the beauty of freedom of choice . Personally I dont mind the difference in cost because I can run the d1 much longer than you can run your delo with the same protection. It's all a matter of how often you want to get under your truck, and how much used oil you'd like to pile up in your garage. Aside from the time savings, when I really think about it, I could care less about using $60 in oil vs $20. Delo is $6.something a gallon here, and you use 3. Delvac is $20 a gal here....so $20 vs $60. $40 extra every on a $45k truck is peanuts If you change delo every 5k and delvac every 10k you are only out $20...

 

3 quarts?

Blended d1300??????Please folks don't take Dom Perrignon and top it off with budweiser!!!!!!!!!

 

Now, let's go back to reality - - the plain nitty gritty world. Ever since the controversy started comparing Dino to Syn, all the "experts" (definition of an "expert": someone that does not sell syn, make syn, or profit from syn) that test and use lubes seem to agree on one principle: if you are using a "syn" in order to extend oil changes you are better to use dino and change at the recommended intervals. In fact, if you want to compare dollars to dollars, change oil more often using dino so the dollars float out equal. I have been told the biggest advantage of the syn is under extremely high stress applications where high temps are involved.

I'm not arguing the point, just throwing in what I have read and been told. I have no doubt syn is a better lube, but when weighed with practicality in normal usage, is it worth it? And, should you extend oil changes because you are using it?

DoubterBob

 

Different horses for different courses. We have 3 vehicles and use the following oils:

Wife's 5.9L Durango - Mobil 1 10W-30 (synthetic)

My Acura 3.2TL-S - Royal Purple 5W-20 (synthetic)

Dodge Ram 3500 HO/6-speed - Chevron Delo 400 15W-40 (dino)

The first two vehicles are daily drivers subject to Houston area stop-and-go conditions. I use synthetic in them and change oil and filters at the manufacturers' recommended "severe service" intervals.

The truck is used almost exclusively to tow our 13,500 lb 5th wheel. It will go out on a 1000 mile trip over a long weekend, then sit in the garage for 1-2 months with only Saturday or Sunday excursions to Lowe's or Home Depot to keep the batteries charged and heat up the engine. Since I really don't want the weak acid byproducts of combustion as well as condensation sitting in the crankcase for extended periods of time, I change the oil & filter at approximately 3500 mile intervals. With only 19,500 miles on the truck since taking delivery on 8/15/01, this equates to an oil change about every 6 months. For my application, this works out fine for me, and there are a lot of hotshot trucks out there that have many hundreds of thousands of miles of dependable service under severe conditions using Delo or Rotella dino oils.

Rusty

 

On synthetics vs dino vs blends;

I have to do 3750 mi oil changes as I have CARB engine. From what I gather the CARB engine has the older, shorter oil change interval because it runs cooler in order minimize nitrogen oxides and hence produces more soot. Cummins and Dodge have stated that you cannot use a synthetic to extend an oil change interval, or use oil analysis, or bypass filters, etc.

So far I find synthetics too expensive to use (but some Rotella synthetic on sale at Walmart for $12 a gallon is attractive for use on the cars), but I have used a synthetic blend for gentle cleaning on older engine and it worked well for me. That experience, combined with a cost that I could justify, has resulted in my use of a synthetic blend in all of my vehicles. Besides, the last oil that I used in the truck was Exxon XD-3 Elite, which I liked a lot as it made for a quieter engine, and it is a synthetic blend.

I'm assuming that a synthetic blend will provide a bit better cleaning, high temp protection, and flow at low temp than straight dino.

 

I was hoping this could be an informative thread about the availability of Delvac 1, however I knew someone would turn it into an oil debate. Thanks for opening that can of worms 5ver bob However now that it's open, I can't resist at least this Bob - what you said makes absolutely no sense.
This sentence "one principle: if you are using a "syn" in order to extend oil changes you are better to use dino and change at the recommended intervals." For one makes no sense, and for two doesn't explain any reasoning.
On top of that, doing extended drains with a bypass sytem and synthetic, it is WAAAAY cheaper to use than dino, even including the cost of the bypass system. I put the math down on one thread and it's not even close, dino at 5,000 mile intervals and $5/gal was far more expensive than D1 using a bypass system.

In my mind, nitpicking aside,*most of* the people who dont use synthetic dont because of the cost, or a lack of education in the subject. They come up with various reasons of why they dont need it etc, but it always comes down to 'yeah well it may be better oil but I dont need it so why spend the money'. Some eat mcdonalds all the time, some eat organic vegetables and health food. Which will make your body or truck live longer, we will see. Use what you like, but I know my truck's internals are cleaner than anyone using dino and changing it every 5 minutes

 

With all respect, I guess you didn't read my post. Some of us use both synthetics and dino oils in our vehicles, the selection depending on usage profiles. I've worked for a manufacturer of engines, gas turbines, turbochargers and compressors for over 30 years and have been involved in lube oil qualification, long term operating and maintenance agreements where we select and supply operating fluids, and other technical management positions, so this ain't my first rodeo. I've used synthetic oil (primarily Mobil I) in every vehicle I've owned since my 1983 Volvo 245 Turbo, except for this truck. My choice of Chevron Delo 400 has been carefully considered and is the right choice for me based on the unique operating profile of my truck as previously described. By the way, I am running Royal Purple synthetic hypoid gear lube in the truck's rear axle!

I would respectfully submit that there is no one right answer for every possible situation and circumstance.

Rusty

 

Carefull guys, this WILL NOT be turned into an oil war thread.
We have no problem with good, technical discussions, but with oil threads, it seems that opinions usually lead to a locked thread.

Thanks,
Rich.

 

Rusty, good point. I mistakenly left out the word MOST in that sentence, and I still contend that most people don't use synthetic due to lack of oil education or cost issues. I'll edit the post. You should also realize that you are an exception to the rule..

I'd be interested to hear what your reasoning is or your particular circumstance that you feel delo is a better choice in your truck. I can't think of one, so please enlighten me!

DieselDaze - if everyone keeps their pants on and acts like an adult, I see nothing wrong with a little debate, oil or otherwise.. Keeping the pants on is the trick, some folks tend to get a little huffy when it comes to oil

 

As I mentioned,
We have no problem with good, technical discussions.
As long as discussions are backed with facts there should be no problem.

Rich

 

In any case, back to the original point for those that missed it, WAL-MART is now serving up juicy and delicious relabeled Delvac 1!!

 

Thanks for keeping it on track Lightman.

Rich

 

My truck is heavily fueled, so I will tend to get more soot and combustion byproducts than a stock truck. This is compounded by the fact that probably 90% of my truck's miles are spent towing our 13,500 lb 5th wheel. With the current high-sulfur diesel we have here in the U.S., the soot that winds up in the crankcase will normally form around sulfur particles. Therefore, there's an abundance of carbon, sulfur and water (a normal byproduct of combustion) in the crankcase.

Now, add to that the extremely high humidity conditions we experience here on the Texas Gulf Coast. This promotes condensation in the crankcase as the engine block temperatures cycle from day to night as the truck is just sitting idle in the garage. The result is even more water in the crankcase.

With water, carbon and sulfur (and various compounds thereof) in the crankcase, weak and strong acid formation can be a problem - typically carbon-based (carbolic and carbonic) acids and sulfur-based (sulfurous and sulfuric) acids. The TBN package in a diesel oil can neutralize these combustion acids until it is depleted, but in that regard, synthetics don't offer any real advantage over a quality dino oil - the additive package is the key. Chevron's additive division, Oronite, specializes in marine and onshore industrial diesel engine oils and has a well-proven TBN additive package. For reference, many of these engines (especially the marine engines) are burning heavy fuel oil in the Bunker fuel classification.

Having said that, any acids that might start accumulating in the crankcase will work on bearing metals, etc. based on calendar time that the truck is sitting in the garage. Therefore, given all the above, I don't wish to let the oil stay in the crankcase for more than 6 months or so. Thus, my 6-month (which happens to equate to about 3500 miles, typically) oil change intervals. I'm changing oil to flush the crud out of the crankcase, not because the physical properties of the lube oil base stock have deteriorated. For that reason, why should I spend the extra money for a synthetic?

Rusty

 

Rusty you are absolutely correct. If your truck is sooting up the oil quickly, synthetic will do you no good. Just a matter of semantics, but fuel available in this country is not high-sulfur (5000ppm limit), but rather low-sulfur, with an epa limit of 500ppm sulfur. You are however correct, it makes a suitable environment for soot.

Rusty, I'm sure you will admit and realize though, for most of us that have 3rd generation trucks that are stock or relatively stock, the HPCR, combined with lack of egr, lack of ccv, and a large oil sump, soot is far from a concern. In fact, TBN depletion will occur far more quickly than reaching the safe limits of soot content in 3rd gens - which is exactly why premium synthetics offer the ability to safely extend drain intervals. Not to mention their superior cleanliness in regards to deposits.

I can't wait for ULSD!