The eBay Oils (Part 3)

Welcome back to the eBay Oils! If you missed the previous two installments, wherein we describe what we found in some old oils that Ryan bought on eBay, you can read them here and here.

HyVis 4 Winter

We’re going to kick this party off with an oil that I personally have never heard of: HyVis 4 Winter Motor Oil. The can looks very groovy and it has no zip code, so I’m placing it from the very early 1960s or late 1950s. It’s “Mileage Metered” and it has a picture of a medal with a ribbon on the can, so you know it’s good stuff. HyVis was apparently way ahead of the curve on extended oil use, because on the top of the can it says it’s good for 1,000 to 9,999 miles. Interestingly, the oil has zero additive in it (Figure 1). Or perhaps it’s got additive in it, just not any that we read. The grade is not listed on the can, but the viscosity came back as a light 20W. With the lack of additive it’s not surprising that the TBN read 0.0. It’s tempting to do an experiment and run this apparent mineral oil for 10,000 miles in the dead of winter, just to see what would happen. If you know of any guinea pigs, send them our way!

Amoco LDO 10W/40

Next up is a pair of old oils: Amoco and Texaco. These names remind me of gas stations we’d stop at on family vacations in the 1970s. Amoco (which he always pronounced Uh-muck-o) is the one that reminds me most of my Dad. Amoco gas stations were called Standard stations in some parts of the country, and I’ll always associate the blue, red, and white logo with long trips across the country in our green van with the velour bed and hanging beads. But Amoco did more than fill up gas tanks in the 70s–they also sold oil, and this “Long Distance” version is an SAE 10W/40. The additive package looks a lot like the Mobil Special oil we saw: heavy on phosphorus and zinc, lighter on calcium and magnesium (Figure 2). Just the right oil for a couple of bandana-wearing hippies traveling with two little kids from Indiana to Nova Scotia in 1976 in a green van with a sunset painted on the side. Ah, the ’70s.

Texaco Ursa ED 20-20W and Texaco Havoline Super Premium 10W/40

The Texaco Ursa ED oil is scant on advertising copy. They must have had their hands full designing this “Extra Duty” 20-20W oil instead. On the can they recommend this oil for everything you can think of except lawn mowers. It’s got a lot of additive in it (Figure 3), but the additives are configured more like what we’d expect out of a gear lube ¾ except with more calcium. Why the 20-20W and not just 20W? We’re not sure. Maybe it’s fancier. The viscosity read like what we see today out of a standard 5W/30. Texaco Havoline Super Premium 10W/40, on the other hand, looks a lot like one of today’s diesel-use oils in additives (Figure 4), with a normal 10W/40 viscosity.

Lucky Strike 20-20W

We knew Lucky Strike made cigarettes, but we had no idea there was an oil of the same name until Ryan found this can and bought it on eBay for $29.99. The can looks seriously old, with no information on it beyond the name, a picture of an oil derrick, and the words “One U.S. Quart.” A quick Google search revealed no real information¾just some old Lucky Strike Oil & Gas Company stock certificates from 1917. The oil probably isn’t quite that old, but it may very well be the oldest of all the cans we bought. They didn’t do a lot with additives back then, though we did turn up 125 ppm barium (Figure 5). Not a lot else was present in this 20-20W oil. Note that without any calcium or magnesium, the TBN read 0.0.

 

Union 76 20W/50

Union 76 20W/50 is clearly made for speed. You can tell because of the black-and-white checkers on the front. According to the lid, this oil was tested and certified by the national association for stock car auto racing. My friend Google tells me that stock car racing became popular back in the 1920s (when moonshiners were outrunning Johnny Law during Prohibition times), but this can is clearly not that old. Not only did they not make multi-viscosity oils that long ago, but the can comes from zip code 90017 so it has to be from 1963 or later. According to the can, it’s 100% parrafinic oil with selected additives, which our spectrometer reveals to be your standard line-up of calcium, phosphorus, and zinc (Figure 6). Look at that viscosity though¾it’s higher than we see in today’s 20W/50s.

Castrol R Racing

Who doesn’t love Castrol? Other oil companies, that’s who. But we like them all right, so we bought two old cans. One, with liquid tungsten, we reviewed in the first article in this series. The other appears to be much older: I’d place it from the 1940s or 1950s. Not only does this can have a high opinion of itself (“The Masterpiece in Oils!”), but they direct you how to ask for it at the store: “Do not ask for ‘XL’ or ‘XXL.’ Always state the full name.” Like modern oils, they stress the high quality of the oil with terms like “organo-metallic” that are meant impress those of us who aren’t in the oil business. I don’t know if I’d call this a masterpiece in oil work though: it looks like what we see out of ATFs these days as far as additives go (mostly phosphorus with a little zinc thrown in). Since the word “Racing” is stamped into the top of the can, the thick viscosity (like a 50W) makes sense (Figure 7).

Sinclair Dinolene 20-20W

I’ve always had a soft spot in my heart for Sinclair. The can has a picture of a dinosaur on it! This shit came from the ground, no doubt about it! Another 20-20W oil, the oil is light on advertising copy but heavy on additives. In fact, it looks a lot like recent versions of Shell’s Rotella 5W/40, except with a little less calcium. It’s much lighter than Shell’s 5W/40, though, with a viscosity reading like a 30W or a heavy 20W oil. Note the presence of lead (Figure 8). 

Amsoil Super Premium 10W/40

Until I started writing this article, I had no idea that Amsoil has been around since 1972. This particular sample came, like all the rest, from a can, so it has to be at least from the mid-’80s (which is when most companies switched to plastic bottles). Even 30+ years ago, Amsoil was pushing 25,000-mile oil changes, and the can even lists a comparison between this oil and regular old petroleum as far as engine temps, flashpoint, oxidation, and lubrication range (unsurprisingly, Amsoil wins in each category!). Modern Amsoil products tend to be heavy on additives and that was true back in the day as well (Figure 9). Just for fun, we compared this oil with a virgin sample of Amsoil 10W/40 that we ran in February 2012 and they look a lot alike. The only difference is in the older oil there’s less of everything: 500 ppm less calcium, and 100-200 ppm less phosphorus and zinc. They used magnesium in the older oil, while the TBN and viscosities were nearly identical.

Pennzoil Dex2 and Z-7 10W/40 

Pennzoil started as Penn’s Oil in 1913, and I have to admit, “Why the Liberty Bell?” was my most pressing question as I looked over these two old cans. Originally, Penn’s Oil came from an oil field in Pennsylvania and was christened with a Liberty Bell logo to remind users of its Pennsylvania roots. This can of ATF clearly has an earlier generation of logo on it, and Google informs me that Dexron II was introduced in 1972. This may very well have been the transmission oil that kept our green van chugging through the ’70s. There are a lot of different ATFs in stores today, though generally they have about the same additive configurations. This one is a little different in that it has more boron, magnesium, and zinc than most modern ATFs. The viscosity is right where we’d expect it to be though. Pennzoil’s 10W/40 oil can is flashy, a la the 1980s. It’s “The Motor Oil With Z-7” and although they don’t specify what that is, they do specify that “You need no extra oil additive.” So that’s reassuring. It’s rated SF-SC-CC, so I’d place it at about 25 years old. Maybe the magic of Z-7 is copper: that’s something we saw a lot of back in the day, when Blackstone was founded. Interestingly, magnesium is the dominant additive in this one, followed by zinc, phosphorus, copper, and boron (Figure 10). The flashpoint was lower than what we see today from 10W/40s.

Renuzit

At last, we finish our tour of ancient oils. (Some of these samples are older than the people reading this article. This makes me feel very old. Hey, get off my lawn!) I said before that I thought the Lucky Strike was the oldest of the oils we tested, but that’s only because I forgot about this can of Renuzit sitting in Blackstone’s garage. It’s rusty on the bottom so it leaks, and it’s not from a can like the others. This one was sold in a 5-quart metal jug. I particularly love this one, because the can not only says you’ll “Cut Your Oil Bills In Half,” but the first point of advertising on the side is a “Faster Getaway!” Now, they don’t actually say that this is the choice of oils for bank robbers, but I know if it was 1941 and my hungry Great Depression self was contemplating which oil to put in my Ford Special for bank-robbing time, this is the oil I’d pick. With practically no calcium or magnesium present, the oil’s TBN read 0.0, but it does provide would-be crooks with phosphorus, zinc, and barium as well as a 20W viscosity for the getaway (Figure 11). When you’re busy working a tommy gun, the last think you want to think about is whether or not you’ve made the right choice in oil.

So that’s the end of our series. A lot of thought goes into making oil, and that’s been the case for many decades now. We’ve poked some fun at the way oil companies sell their products, but heck, they’ve got to say something. We stand by our statement that “oil is oil” and in the end, it doesn’t make a lot of difference what you decide to use. Through all the years and all the permutations and configurations of oil and oil additives, the crude (and now, synthetic) stuff has kept cars running since Henry Ford did his thing more than 100 years ago. Buy what suits your vehicle and your wallet¾not what anyone else says you should use!

By |2024-09-19T10:12:53-04:00July 20, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on The eBay Oils (Part 3)

The eBay Oils (Part 2)

Welcome back to the eBay oils! If you missed the first installment of this article, you can read it here.

True to his word, Ryan listened to his Passat (if you’ll recall, it was making a noise that sounded like “Sell Me” in German) and got his wife a new Hyundai Elantra this month. Free oil changes were not included as part of the deal, so Ryan will be changing his Elantra’s oil himself. And while he’s willing to experiment with his 1984 ½ ton Chevy pickup truck, it’s doubtful (for now, at least), that he’ll be using either Wolf’s Head or Fox Head oil in his new car.

Wolf’s Head SD 10W/40

Wolf’s Head Motor Oil Company was originally founded in Pennsylvania in 1879 as “Pennsylvania Crude.” (The source of this is Wikipedia, so take this information with a grain of salt.) I’d place the can from the late-1970s or early 1980s. It is “Formulated from Finest Quality Base Stocks and Superior Motor Oil Additives” and back then, like today, the container gives no actual clue as to what the additives are. That’s where we come in. The report is an interesting one. Note the lack of calcium, which is used in almost all engine oils nowadays as a detergent/dispersant additive. Instead of calcium, it contains a lot of copper as an additive. This is a trend we were glad to see die. All that copper in the oil masks bronze wear.

Wolf’s Head ATF

Wolf’s Head also made (makes?) an ATF, though the only selling point on this can is that it’s “Refinery Sealed.” Maybe they couldn’t think of anything interesting to say about it, because honestly it looks just like a lot of ATFs we see today: mostly phosphorus and zinc, with a smattering of other additives thrown in for good measure.

Fox Head 40W

Oil marketing has come a long way since the days of yore. Today when you want to buy a high-dollar oil you’ll find it has a name that conjures up something special: speed (Red Line), richness (Royal Purple), slickness (Amsoil), racing (Mobil 1), space-age (Quantum Blue), etc. I’m not sure what “Elf” is meant to conjure up, but they follow it up with “Excellium” so you know it’s Excellent oil. Contrast those names with our next contender, Fox Head, which just makes me think of…well, a fox head. In my oil. Fortunately, that’s not what analysis turned up. (Although…we don’t test specifically for fox heads, so we could be missing something here.) The Fox Head can is red, white, and blue, so you can feel patriotic when you buy it (unless you’re in Canada. Then you can indulge in justified rage about Americans and how we think we’re the center of the world). Fox Head oil was made by the Tritex Petroleum company out of Brooklyn, NY, and my extensive research (aka first-page Google results) tells me the company still exists and is presently located in Tulsa, Oklahoma. The logo, a sly-looking fox, has nothing on today’s slick oil packages. And the oil itself also has nothing on today’s oils: the oil itself is nearly bereft of additives. Basically a mineral oil, it has a little magnesium, phosphorus, and zinc in it, and not a lot else (Figure 3). This is not necessarily a problem, however. As you’ll recall in the article when Ryan used 30W aircraft oil in his truck, wear went up a little but the engine didn’t fail or anything. Still, I won’t be putting it in my Outback anytime soon.

Shell Rotella S 10W

Shell Rotella has been around for a long time. It’s good oil, and since they’ve been making it for decades, they’ve pretty much got the routine down and haven’t messed with it a lot over the years. Unlike now, when you can actually follow Shell Rotella on Twitter (who knew Rotella had so much to say?), back in the day Rotella had to get by just by on traditional advertising and word of mouth. We called Shell to see how long they’ve been making this oil and the guy not only could not tell me, but he was unable to tell me who might know. Surely someone at that company has a historical file? If so, they’re not sharing that info with plebeians like us. He did mention that Rotella really made its name in the ’70s, though I’m guessing this can of SF, SE, SC oil was made in the late ’80s.  He also said the “S” versions of Rotella were sold internationally, and indeed, this can came from our friendly neighbors to the north (*waves hi to Canada). Suffice it to say that the oil has changed very little over the years. Its main additives are the same as what we see today, but the interesting part of this oil is that it’s a 10W (Figure 4). We often see heavy-duty thin-grade additive packages in tractor-hydraulic fluids, which are used in systems like transmissions and hydraulic systems in off-highway equipment like bulldozers and backhoes. Note the TBN of this oil read higher than most of the others we’re talking about. That’s because of the high calcium level¾the TBN is based on the level of calcium sulfinate and/or magnesium sulfinate. When those compounds aren’t present, you get a low TBN.

Quaker State 30W & 10W

Next up is another oil familiar to today’s buyers: Quaker State. This HDX oil is a straight 30W, and Quaker State was ahead of the marketing game on this one. The can’s copy touts their “high quality,” “modern refineries,” and “quality control laboratories,” and this was about as scientific as it got 30 or 40 years ago. The additive package is fairly stout, though like Wolf’s Head oil, calcium is in short supply (Figure 5). We also bought a can of Quaker State 10W oil, and when we looked at the report we had to go back and double-check the can to make sure this wasn’t actually ATF. It’s not: it’s labeled as an SAE 10W oil, though the additive package looks an awful lot like what we see of out today’s transmission oil. Interestingly, there’s a lot of barium in it (Figure 6). Barium must be expensive, or else it doesn’t do much, because we rarely see it in oil samples of any type nowadays. This is engine oil, but it might work in transmissions too.

Quaker State Deluxe 10W/40 & Sterling 10W/40

Apparently we are fans of Quaker State, because we also tested a couple more varieties: Quaker State Deluxe, and Quaker State Sterling. As you know, modern oil companies generally have a lot of different brands under the same name (for example, Valvoline has TK, TK, and TK, as well as TK). For the most part, these oils are mostly the same; they’ll throw in a few slight differences in additives and call it good. These cans of Quaker State, however, were mostly pretty different. The Deluxe version looked a lot like their 30W oil (but more calcium–Figure 7). Quaker State Sterling HD 10W/40, on the other hand, went out on a limb with almost 800 ppm sodium, almost no magnesium, and then levels of calcium, phosphorus, and zinc that are comparable with today’s oils. Touted as “Energy Saving Motor Oil,” Quaker State was getting its game on in pushing this brand: it mentions “special friction modifying additives,” the longevity of the company (over 60 years when the can was made), and its suitability for those wishing to follow extended drain intervals. Heck, I’m sold, and I see this stuff all the time.

Mobil Special 10W/30 & Artic 20-20W

Mobil is no slouch in the marketing department, but they really outdid themselves with the can we tested, “Mobil Special.” The name alone tells you all you need to know about why to buy this oil. All oil companies like to mess with their additive packages, and Mobil, like the others, changes their oil up fairly frequently. That was the case back in the day too, because the additive package in this “Special” oil is different from what we typically see in today’s oil. Apparently Mobil was an early rider on the ZDDP train, because this oil is chock-full of both phosphorus and zinc. Calcium and magnesium are present too, but at lower levels (Figure 8). We also tested a sample of Mobil Artic oil. The Artic can is clearly older than the other Mobil can¾the logo is older, and there’s no zip code listed with the address, so it’s pre-1963. A straight 20W, it’s labeled as HD oil, meeting “Car Builders’ Most Severe Service Tests.” While it’s “Artic” and not “Arctic,” we can’t help thinking this oil is meant for cold-weather operation. The can even looks like it’s ready for winter: all white, but with a little color on it so you don’t lose it in the snow when you’re out in the tundra changing your oil. This one definitely has an unusual additive package, relying heavily on barium (maybe it’s got a purpose after all!). Interestingly, less zinc is present than phosphorus (Figure 9). Nowadays it’s the other way around.

Phillips 66 Trop-Artic 10W/40

We were going to stop with Mobil Artic, but we can’t resist comparing that one with Phillips Trop-Artic. We’re not exactly sure what Trop-Artic means, but since the can is selling itself as All-Season we’re guessing it’s something along the lines of “use it in the tropics, use it in the arctic.” A 10W/40 in viscosity, this oil looks a lot like what we see out of modern 15W/40s¾a stout additive package and a relatively thick viscosity (Figure 10). In other words, even though this oil is several decades old, it would be fine to use in your F150 tomorrow.

Okay, ten old oils is all we can do for this article. Fortunately the next installment will contain such gems as old versions of Amsoil, Castro, Sinclair, Amoco, Lucky Strike, Union 76, and more! Tune in next time for the next installment of the eBay oils!

By |2024-09-19T10:11:13-04:00July 20, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on The eBay Oils (Part 2)

The eBay Oils (Part 1)

We were visiting my inlaws last November and needed some oil for my Passat. It just starting to clatter a little on start up and when I checked the oil, it was down two quarts. The clatter sounded something like “Sell Me” in German.

Anyway, while searching for some make up oil (my father-in-law Lee had two quarts of my favorite—Super Tech), I came across an old can of Pennzoil ATF. By old I mean it was a round can made of cardboard, like a Crisco can. It brought back memories of helping my Dad change oil when I was seven or eight. (My job was jabbing the pour spout into the top of the can.)

Lee said he bought it for an old 1984 Buick LeSabre. That was the last car he owned that leaked oil and when that car was gone, he was left with half a can of ATF. Working in an oil lab, I was intrigued by what was in it. So Lee let me have the quart because he would never need it again.

When I got back home, I started looking at old cans of oil on eBay and found a lot. It turns out these are fairly collectable, and I found roughly 300 unopened cans for sale, of all different types and years. I decided that in the interest of science, Blackstone should buy some of these and test them to see what was in them.

Now, you may think I’m crazy because once you open an old can of oil like that you ruin the value of it, but I was prepared to make this sacrifice for the good of the oil analysis community, and plus, Blackstone was buying, so it really didn’t bother me too much. If you think about it, how lucky can you get to be able to buy little time capsules of a product and test it? Can you by beer from 30 years ago and still drink it? I guess, but chances are it’s long gone bad. How about a 30-year-old can of sardines, or a 5-year-old one for that matter? No way. So, I would really be a fool not to try this and see what shows up.

One thing led to another and before I knew it I had bought 28 cans of old oil and spent almost $1,000. Pretty soon these oils started rolling in and I experienced a little buyers remorse. Did I really need to buy all this? What was I going to do with the cans? Once you open a can of oil, it’s almost impossible to seal up properly. Would there be anything to even see in these samples? And, does oil go bad? We get this last question all the time, and my answer has always been no, but I was dealing with oils from the 1930s,1940s, and 1950s here–really old stuff. Maybe all the additive in there (if any was even used) would settle out and there wouldn’t be anything for us to read. Fortunately, I had bought some oil that would help answer that.

Shaken, not stirred

Before I did any testing, I wanted to see if I would need to shake these oils up. If the additive had fallen out of suspension, then all of these old cans would need to be shaken before I even opened them. Ideally, it would be great to have two oils of the same batch, so I could run one unshaken and run one shaken and see what type of difference shows up. That’s where my two antique vintage Havoline Texaco all-metal cans came into play. “SAE 20-20W” is stamped on the top of the can, and the text on the back says, “For API engine service classifications MM, MS, DG, and DM.” It also assured me that it’s “The finest engine protection in the world.”

I bought these two for $25.00 total, and going by what looks like a date on the can, I think they were from 1968. They were from the same seller and looked exactly the same. Chances are good they came from the same case someone bought years ago and they have been sitting on the shelf even since.

I decided to run a test. I would take one to the local hardware store (www.doitbest.com) and have them put it in the paint shaker for five minutes. Then I would crack them both open, test them, and see what differences showed up. You can see the results in Hav No Shake and Hav Shake.

To my surprise, there was actually more of some additive in the oil that I didn’t have shaken. Also, the additives really weren’t that different from what we see in today’s oil. The oil was supposed to be a straight 20W and it was. Also, it had a strong TBN, so the additive that was present was still active.

About the only unusual thing was that phosphorus was higher than zinc. Those two elements are normally from the ZDDP additive, but maybe there were using a different formula back in 1968. It’s hard to say, but from that test I learned that when it’s done right, the additives actually become part of the oil during blending and time/gravity alone won’t cause them to separate back out.

So that settled it. I didn’t need to shake all of these oils and could just start running them. That’s good because some of these old cans were bound to break open during shaking and spray oil all over Norm and his paint department.

But is it still good?

However, that really didn’t get down to answering the question: Is this oil still good to use? For that, I was going to have to run another test.

Of all the oils I bought, one of the most expensive was very rare—according to the seller, antique Renuzit Certified, Premium Quality 2500 Mile oil. Not only does this oil offer the ability to run the oil 2500 miles in between oil changes (“Cut your oil bills in half!”), but it claims to provide a longer engine life, smoother motor, stronger oil film, and best of all, “a faster getaway.” They don’t actually advertise it as the best oil for bank robbers, but they should have.

It cost $75.00 + $25.00 shipping, but I got a whole gallon of it. Unfortunately, the can had some rust on the bottom of it and it started leaking during shipping. The good news was, I now needed to do something with this oil and I wasn’t going to dump it in a waste barrel. So I am going to actually run this in my engine. Not in my Mini (it’s still under warranty), but my trusty old GM 350, rebuilt twice by yours truly.

I know what you are thinking—this SOB is out of his mind!—but don’t try to talk me out of it. I’m going to run this oil and decide once and for all if running old oil really hurts anything. Will my engine blow-by and leave me stranded on the side of the road? Will the seals start leaking like mad a leave a slick of oil behind for other cars to slip on and spin off into the ditch (a la Spy Hunter)? Will this be the end of my beloved 1984 Chevy Custom Deluxe? Well, like the monkey said after he shit in the corner—that remains to be seen!*

Castrol with Tungsten

My first purchase was Castrol with Tungsten. Tungsten! What the hell? Since when did they start putting light bulb filaments in oil? Or maybe a better question would be, “When did they stop?” The bottle was partly in French, so I’m guessing it was from Canada, and that makes sense; the oil blenders up there will put anything in the oil and if the engine breaks, they just blame it on the cold. (Just kidding, Canadians! You know we love you guys.) I had to buy the single element standard to run Tungsten and set our spectrometer to run it, but after a little messing around, we got some results .

Sunoco DX Diamond motor oil – API SB

After seeing Castrol with Tungsten, I was ready for anything, but when I saw Sunoco’s Diamond oil, I didn’t really think they put diamonds in there. That would be one expensive additive. I did want to see what was in this SAE 40W oil though.

The case says is has an API rating of SB, which was used from 1930 to 1963. Several websites state that this oil can cause equipment harm. All I can say to that is, too bad I don’t have five quarts of this stuff, because I love a challenge. It doesn’t look so harmful in the oil analysis. The viscosity wasn’t quite in the 40W range and it didn’t have much in the way of detergent/dispersant additive present, but then again, it does state on the can that it is “Recommended for vehicles that do not require detergent oil.” Sometimes those oils don’t have any additive at all, but there was quite a bit of phosphorus and zinc here (figure 4).

K-Mart 10W/40 Motor Oil (API SE) & DEXRON ATF

Back before Wal-Mart dominated the world, there was K-mart, and when I was in 4th grade, there was no greater crack on someone than “You buy your underwear at K-Mart.”

Well, I wonder what those boys would say if they found out I bought my oil at K-Mart too. The motor oil is listed as Deluxe and it says on the side of the can that this is specially blended multi-viscosity oil containing the finest approved additives and base oils. So you can’t go wrong there, right?

Looking at the results, I’d say this oil is indeed deluxe. The viscosity is pretty strong for a 10W/40, and the additives would be suitable for diesel use. The oil does have a CC rating as well as an SE rating, and those put the date of this oil as being made sometime in the 1970s. The ATF has a standard additive package until you get down to barium. That’s not used much anymore. See figures 5 and 6 for the analyses.

Valvoline SAE 20W – API SB

The big marketing claim for this oil says it “Contains Miracle ChemAloy.” Miracle! Really! Does the Pope know about this? There were no miracles in the additive package that I can see, but maybe that’s the miracle of it—you can’t see it, but it’s in there and it works. This oil doesn’t have much of a TBN because it doesn’t contain much calcium, but the old stand-bys of phosphorus and zinc are there, and at pretty much the same levels we see today (figure 7).

Harley-Davidson Premium Grade Motorcycle Oil (SAE 40) 75-P

This can caught my eye because it reminded me of Evel Knievel. In fact, the logo on the can is the same as what is on Evel’s website, so the two were heavily linked back in 1970s.

What’s interesting is that Harley-Davidson actually came up with their own oil weight specifications. This can is 75 Medium Heavy and is for use in all motors at temperatures above 40°F. They also made 58 Special Light, which is good for temperatures below 40°F, and 105 Regular Heavy—good for all motors operating under severe conditions at high (?) temperatures. Apparently, it was up to us to decide what high temperatures are; also, neither the 75 or 105 was “special.” I’m sure the special label added some extra cost and that made it special to Harley-Davidson.

Looking at the report, you’ll see this was a 40W oil and WOW look at the barium. That isn’t used much anymore and was likely some sort of detergent additive (figure 8).

ARCO Graphite SAE 10W/40 (API SE-CC)

After seeing the word graphite in the name, I had to check this stuff out. True to its label, there was a lot of graphite in the oil (figure 9), and if you’re the kind of person who likes clean oil on your dipstick, this wasn’t the brand for you. Graphite is known as a lubricant, but I wonder how this stuff did in engines. Looking at the report, you can see the graphite at the insoluble reading of 0.5%. That’s extremely high for virgin oil, so the stuff doesn’t stay in suspension very well. On the plus side, the can says this oil provides

  • Improved gasoline mileage
  • Reduced piston ring and cam wear
  • Easy low temperature starting and excellent lubrication at low and high operating temperatures

The oil is also “Patent Pending” and I’m wondering how that application is progressing down at the Patent office these days.

In Parts 2 and 3 of “The eBay Oils” we’ll be looking at old cans of Amsoil, Mobil, Valvoline, and more. Look for the next installments this summer!

By |2024-09-19T10:10:17-04:00July 19, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on The eBay Oils (Part 1)

Ryan’s Cholesterol

A few years ago I went to our family doctor for a checkup. For most of my life I’d never been one for getting check-ups, but now my insurance company pays for a yearly visit, so I decided to start.

After all the basics, the doctor suggested I do a blood test, because I’m “getting old” (almost 40!?). So after fasting for 24 hours to make sure nothing I ate would skew the results, I headed to their lab to get my blood drawn.

You can imagine my dismay when the nurse called a few days later with my test results — high cholesterol! My initial reaction was shock, followed by a realization that maybe I am indeed getting older.

The nurse said my total cholesterol read 203 and that the doctor wanted me to change my diet and start taking the drug Lipitor. Again, more shock followed by a little confusion as to what exactly 203 meant, and then a wave of depression at the idea of having to take a drug for the rest of my life, along with quitting eggs, butter, and bacon. “Fortunately,” the nurse continued, they offer free Lipitor at the local supermarket pharmacy, like that was supposed to make everything all better.

After a few letting this all sink in, I decided that I was not indeed getting older. In fact, I’d wager that I was the healthiest SOB my doctor had seen all month (based on the state of the patients in her waiting room).

Looking at data

Also, given the fact that I look at data all day long, I began to wonder about the 203 reading. What’s average, what are the units on that, and what was my average cholesterol reading? Maybe I’ve always read high.

After a little more thought, I decided to just ignore my doctor and get retested to see if I can get a trend going. My thinking was, maybe high cholesterol is kind of like high iron in your oil. We normally say that just one high reading isn’t much of a concern. Maybe it was higher before but it’s headed down now, or maybe this level is just normal for you and the way you operate your engine. A trend gives you far more information that just one bad reading. We usually wouldn’t suggest any major changes after one just one high reading, so I was a little disheartened that my doctor would prescribe a lot of life-changing measures based on one test. My course of action would be to get more information about it and check back to see if the high reading was a one-time occurrence or not.

So I had my blood tested again about a month later to see if the first test was accurate. Unfortunately it was, but still, that made me feel a little better about the repeatability of the lab and that test itself.

The vitamin D cure

As luck would have it, that same month I attended a lab training session in Columbus, Ohio at Mettler Toledo (they make an awesome auto-titrator if you’re even in need).

During dinner one night with the other class attendees, we got to talking about Vitamin D and its relationship to cholesterol. My classmate was in the business of testing for Vitamin D levels in food and said that there is a direct relationship between the two. As it turns out, the more Vitamin D you get, the lower your cholesterol goes. And what’s more, Vitamin D is free to us all, being produced naturally by your skin when it’s exposed to sunlight.

This really got me thinking — my first and second blood tests were taken in during the high of winter in the Midwest. A person doesn’t get much sunlight in the winter (at least in Indiana). So maybe if I checked my cholesterol again in summer, it would improve. This started me on a quest to get my blood tested again that summer to see if I could indeed confirm that there was a relationship between Vitamin D and cholesterol.

At the start of September, I called my doctor and requested another blood test, and this time I wanted Vitamin D added as well. After a few days the nurse called with my results. It turns out my Vitamin D level was low at 30, and she wanted me to start taking a supplement to see if I can bring that up (again with the knee-jerk reaction to one reading).

“How about my total cholesterol?” I asked. “Oh, that’s fine at 156.” she stated. This was an eye-opening test because it proved that my cholesterol level did indeed change significantly and I didn’t have to change my diet or take any drugs to artificially lower it.

This also brought up a mildly chilling realization. Suppose I started taking a drug to lower my cholesterol back in February and then had it tested again in September. My cholesterol would have read lower, but everyone would have pointed to the drug as the reason and I’d be stuck taking it for life.

After-market oil additives are a parallel to this in the oil analysis world. A lot of people start to use an additive and after several years start to think it’s the reason their engine is running well. When in reality, chances are very good the engine would still be running fine had they not used the additive.

Trends are key

All of this started back in 2013 and I have accumulated a lot of data since then on my cholesterol and Vitamin D levels. Being in the lab business, I wanted more data before I made any hard and fast statements and I’m still not ready to say one way or the other that the Vitamin D and cholesterol are related. I’m not advocating that you ignore your doctor’s advice (that’s a Stark family virtue), but I am saying that as far as testing goes, it’s not very often that you need to take action just on one bad reading. Trends are important when analyzing data, so be sure to get them even if it takes a little pain.

By the way, during all of this blood testing, I found myself longing for a lab where you could walk in and easily get blood work done without a doctor’s order, one that would send you your results in a nice, easy-to-read format, with an explanation of the data in plain English.

Also, the report would show you an average so you could get an idea about how high or low a reading might be. Whoever could come up with this type of medical lab in real life would be sitting on a gold mine. Now, you may ask, “Why don’t you start one, Blackstone?” and the answer to that is easy—we’re too busy testing your oil.

_______________________

Cholesterol follow-up

Back in August 2015 I wrote about cholesterol testing and its parallels to oil analysis. I’m sure you’re all wondering how my health has been, so this is a follow up to that. In the article I stated that there appears to be a connection between Vitamin D and cholesterol and I am here to tell you that I might have been wrong.

My final blood test was on August 7, 2015 and at the time I was taking a Vitamin D supplement to see if it would lower my cholesterol. Well, the supplement worked: my Vitamin D increased to 33, which was an all-time high; however my cholesterol also increased. So barring any sort of lab error that might have occurred, I’m not sure if there is a conclusion or not.

That article received a lot of feedback and I enjoyed all of the comments from our customers, but was especially intrigued by one e-mail I received. He pointed me towards the book “The Great Cholesterol Con,” by Malcolm Kendrick, and while it wasn’t the easiest read I’ve ever come across, it did change my life.

The books states that cholesterol levels aren’t related to heart disease at all and that I should eat anything I like. Well, I’m 43 now and can make up my mind on what I do, and I have to say, I really liked the sound of that. It was the first time I had ever heard anyone say that your diet isn’t related to heart disease and he had that data in his book to back it up.

I’ll admit I never read any of the studies he talked about, though apparently they are all available on the Internet. As for what causes heart disease, well, I won’t spoil the book for you ¾ ha ha just kidding, I’ll spoil it: stress! Reduce that in your life and you’ll be better off. Who can argue with that? Plus now that I don’t have to feel bad about putting butter on my toast, my life just got less stressful.

_______________________

Yet another follow-up

A few years ago I wrote an article about how trends in blood tests were just as important as trends in oil analysis. This medical talk spurred a lot of comments and advice which I greatly appreciate, though surprisingly enough, not too many of you seemed concerned about my suicidal-scorn for statin drugs. Still, I’d like to thank all of those was responded and I’d like to pass on one bit of great advice from a doctor/pilot. His best advice for living a long healthy life: Stay off ladders.

By |2024-09-19T10:15:06-04:00July 19, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on Ryan’s Cholesterol

Blackstone and the Post Office

(TL;DR: You can use the labels that are on your kits now, but if you’d like new ones, you can print one here.)

“I am FED UP,” said the customer on the phone. “Do you even have my sample? I mailed it a month ago.” I looked up his tracking number and he wasn’t exaggerating – he mailed it September 15, and we had just received it that day, October 15. Sound familiar?

Why is it taking so long for samples to arrive? And what are we doing about it? Read on, Blackstone fans. Have we got a story for you.

The Post Office makes some changes

“I think the post office isn’t charging us enough.” Ryan Stark, Blackstone’s president, and my brother and business partner, said to me one day last November after reconciling the checkbook. He’d noticed that for the last few months, the amount we were paying in postage had dropped significantly.

Stick with me, this is all going to tie together.

Last summer, just as we were all realizing the pandemic was not simply going to disappear, I learned the post office was ending their Merchandise Returns program. Because our samples came back to us on MR labels, we needed to create a new one, so I had my printer start working on it.

A major part of that process is getting approval from the USPS at various points along the way. And that’s where the process slowed…then slowed down some more…and then, like molasses on a winter sidewalk, came to a creeping halt.

We called USPS. How’s the label going? No reply. We emailed. How’s the label coming along? Nothing. Time passes. Months go by. Sometimes we’d get a reply – “We should have an answer for you soon!” But then…nada.

Back to the money

Meanwhile, the issue of not paying enough postage was still a problem. What do you do when you think the USPS isn’t charging your business enough? You call them – so I did.

I first contacted my local post office – the ones who deliver us samples every day, the ones who know who we are and what we do. “I think we’re not being charged enough,” I explained. “Nope, that’s not me,” she said. “They take care of that in Indianapolis now.” She gave me a number, so I called down to Indy. “Huh,” the Indy person said. “Let me look into it.”

Reader, you can see where this is going.

I got nowhere in November, so I called again in January. “Hey!” I said. “I still don’t think we’re getting charged enough!” “Hmmm” said the voice on the line. “Let me ask my supervisor about that.”

Time marches on. After calling and emailing various USPS representatives throughout February and March, I got fed up in April and sent an email blast to every single USPS contact I had, including the ones in Washington, D.C.

That one got some attention.

They started looking into what was going on, and to make a long story short, the issue culminated in a conference call with several USPS bigwigs. “Well,” said Bigwig #1, “you owe us (insert a huge amount of postage here. Nope, it was more than that).

It turns out that when the USPS stopped their Merchandise Returns program, our local post office stopped charging us for our incoming samples. We were still being charged for outgoing mail, but we hadn’t paid postage on incoming samples since the MR program ended in August.

After much gnashing of teeth and some heated words on my end (would they ever have caught the problem if I hadn’t kept after them? We’ll never know), we settled on a plan to pay the outstanding postage.

As part of this reconciliation, one of the USPS Bigwigs suggested we have samples returned to us in a Tyvek envelope, to help catch spills. Well, oil spills aren’t really the problem with getting samples delivered, but I tucked the idea away for the future.

Back to the labels

Meanwhile, the new label still had not been approved. And people still needed kits. While all this was going on, we continued to print and send out hundreds of thousands of old labels on kits. What choice did we have? Now those old Merchandise Return labels are now on kits that are sitting in garages, hangars, and marinas all over the country. This is our old label. Don't use it!

So when did we get it resolved? We officially started printing our new, USPS-approved labels more than a year after the old label was officially discontinued. The thing is, the post office reassured me that it would be fine to continue to use our old label – we would just have to pay more when people returned them.

Which is fine. Fine, fine, fine. Except, for some post offices, it’s not so fine. Most of those old, Merchandise Return-labeled kits get here no problem. But occasionally, a post office will hold on to it and not deliver it because it’s the old label, even though they said we could keep using them.

At this point, there’s nothing we can do about the thousands of old labels that are in circulation except try and get the word out. So that’s why you’re reading this. If you have old labels on your kits (they say Merchandise Return right on them), click here to ask for new ones. We really do want to receive your samples. And we don’t want you to have to wait for a month to get your results.

But wait, there’s more!

So while all of that was going on, Travis – a long-time Senior Analyst-turned-coder – had an idea. “What if,” he said to me one day, “we do a test to see if putting samples in a Tyvek envelope helps with the return postage time?” Because although oil spills aren’t a significant problem, it does seem to be a problem that the mailer is 1) small, and 2) clearly headed for a laboratory. Putting the oil into a Tyvek envelope might solve both issues. So we started a test – for one month, we sent all outgoing kits with a labeled Tyvek envelope for returning the sample to Blackstone.

The results were immediate and striking: this was a winner. We didn’t even run the test for the full month. The data Travis put together showed that return times were cut in HALF (from an average of 8.74 to 3.48 days) when samples came back to us in the Tyvek envelope. (See the sidebar.) We stopped the test and immediately started including Tyvek envelopes with each kit order, for return samples.

USPS supporters

Despite the problems, we are proud supporters of the United States Postal Service. No other carrier offers service to every single part of the US, no matter how remote. Lots of people don’t have access to UPS or FedEx, though if you want to use them to send in your samples, that’s absolutely fine.

The changes we’ve made to our label and the return package are already paying off in getting samples to us in a timely fashion. If you need new return envelopes and labels for your kits, let us know – we’re happy to send them out!

______________________________________

Update! The Post office has discontinued their First Class Return labels (my new mantra: change is good…change is good). We are now using Ground Advantage labels. All the same things in this article still apply. You can use the First Class return labels, but your sample will arrive faster with a Ground Advantage label. You can print one off right here.

By |2024-09-19T10:15:59-04:00July 19, 2023|Aircraft, Articles, Gas/Diesel Engine, Industrial, Marine|Comments Off on Blackstone and the Post Office

The Acidity Question

Every now and then you hear about oil becoming acidic and causing internal corrosion in an aircraft engine. Usually that goes along with the oil absorbing water and then forming acids, but I’ve always disagreed with this statement.

It’s a well-known fact that corrosion is a problem for a lot of aircraft engines that don’t see much use, but is it really acidic oil that’s causing the corrosion, or simply bare metal parts being exposed to the atmosphere? So I decided to run some testing to see what I could find about acidity and aircraft oils.

Now, think back to high school chemistry. Remember learning about acids and bases? Normally with something like water, you measure the pH to determine how acidic or basic a liquid might be. A pH of 7 is neutral, lower than 7 is acidic, while higher than 7 is basic.

The problem with oil is, you can’t run a pH on it directly. So instead, we have the Total Base Number (TBN) and Total Acid Number (TAN) tests.

These are fairly simple tests and the basic principle is this. After you mix a measured amount of oil with some chemicals, you can run a pH on those chemicals. But that doesn’t equate to the TBN or TAN.

To get the TBN you add acid to the chemical mixture until it reaches a pH of 4. To get the TAN, you add a base to the mixture (in this case, potassium hydroxide) until the pH reaches 10. (You might wonder why we don’t just report the pH of the chemical mixture and have that be the end of it, and the answer to that is unknown, at least to me.)

The TBN test

The TBN test is commonly done on automotive oils, but not aircraft oil. That’s because the TBN always reads 0 or close to it with aircraft oil.

Automotive oil has a lot of additive packed in there and that is what the TBN reading is based on. That additive makes the TBN increase. Oil salesmen use the TBN test to help sell their oil, with the idea being that the higher the TBN, the better the oil. But the TBN is really just a testament to how much additive the oil starts with, not necessarily how well the oil will work in any given engine.

You might wonder why aircraft oil doesn’t use the same additives? It’s because the additives used in automotive oils aren’t ashless. The additives present in all aircraft oils have to be ashless, meaning when the oil burns nothing is left. This is why it’s a bad idea to use anything other than aircraft oil in your aircraft engine.

The TAN test

The TAN test is commonly done on industrial oil like hydraulic fluid. There is a theory that when oil becomes acidic it will accelerate wear and cause all kinds of problems, but that’s just a theory — and a pretty weak one in my book.

When most people think of acid, they might think of something like acid reflux and heartburn. Or maybe sulfuric acid burning a hole in their clothes, but that gives acids a bad rap. If it weren’t for acid, your food wouldn’t get digested and we’d be without a lot of very important chemical compounds. What’s more, there is no known correlation between acidic oil and higher wear that I know of.

It is commonly talked about that water in oil will cause it to become acidic, and maybe it will if the water has something to react to. But with aircraft oil, it doesn’t. The additives present aren’t sulfur-based like they are with automotive oils, so when water gets into oil, it usually just stays there until the oil gets hot enough to cook it back out.

Testing the theory

So for this newsletter article, I decided to run some TAN tests on various aircraft oils and see what shows up. Virgin aircraft oils usually have a TAN in the range of 0.4 to 0.8. It’s important to know where the TAN starts out, so you know how acidic the oil has become after use. (You’d think that oil starts out with a TAN of 0.0, but usually it does not.)

For the used oil data, we tested the TAN on 63 random aircraft samples.

Acid Chart

The average TAN reading for those samples was 1.3. That might seem like a fairly large increase, but in the oil analysis world, 1.3 is considered a low acidity reading for any type of system. A reading of 3.0 shows some acidity and anything over 4.0 can be considered fairly acidic.

The highest TAN reading we found was 2.3, but in our testing any readings over 2.0 were rare. In fact, only three samples read higher than 2.0 and none of those had water present, but two were considered inactive. Five of the samples we tested did have a trace of water present, but their average TAN was just 1.1, so we didn’t find any correlation between water and a high TAN.

Acid Chart 2

So how about inactive engines? Two samples that were inactive did have a TAN of over 2.0, but they were the exception, not the rule. We had 11 samples in our test run that were considered inactive, but the average TAN of those was just 1.2.

Based on this testing, it doesn’t look like oil acidity is really a factor at all. Does that mean you shouldn’t worry about inactivity? No — we’ve seen too many examples of poor wear from inactive engines to say that’s not a problem. What it does mean is that in our opinion you don’t need to worry about your oil being acidic. And in life, one less thing to worry about is a good thing!

By |2024-09-18T14:08:24-04:00July 18, 2023|Aircraft, Articles, Gas/Diesel Engine, Marine|Comments Off on The Acidity Question

Oil Filter Inspection

Routine oil filter inspections are a useful tool in the aircraft owner’s diagnostic toolbox. We use spectrometers to test for metals on a microscopic level, smaller than you can see and smaller than an engine’s oil filter will remove from the oil. Larger pieces of metal that might not show up in spectral testing will be trapped in the oil filter. By checking the filter at each oil change, you’ll get a good idea of what normal is for your engine and be able to quickly identify any changes that might be the early signs of a problem.

Cutting the housing

In order to inspect the filter pleats, they must first be removed from the housing. While a hacksaw or angle grinder might get you there, we strongly recommend using a filter cutter to remove the lid of the filter housing. A filter cutter cleanly cuts the robust steel housing without producing metal shavings that might find their way onto the filter pleats you are about to examine. Plus, who doesn’t like a good specialty tool?

The AFC-470 from Airwolf Filter Corp is our go-to cutter here at the lab: http://www.airwolf.com/aw/products/oil-filter-cutter. This tool fits the filter from any Lycoming or Continental engine we’ve come across. Airwolf also offers a smaller cutter for Rotax engine filters. For those who might also want to examine filters from other engines, like their car or truck, filter cutters that cover a wider range of filter sizes are available from speed shops such as Summit Racing. (https://www.summitracing.com/parts/sum-900511)

  1. Secure the filter lug in a bench vice. If the filter doesn’t have a lug, you can secure the lower section of the filter housing in the vice – just be careful to not crush the housing or it may trap the internal cartridge with the filter pleats. Poking a hole in the housing to allow oil to drain can also trap the internal cartridge, so we recommend avoiding that as well.
  2. Place the filter cutter on the filter and gently tighten the cutting wheel. We like to take a conservative approach in cutting the housing, progressively tightening the cutting wheel over a few rotations, rather than trying to cut through in one pass.
  3. Once the lid has been cut, the cartridge with pleats can be removed from the housing. It is also good to inspect the inside of the filter housing for metallic particles and other debris that may not be trapped in the filter pleats.

Removing pleats from the cartridge

You have two options at this point. You can use a solvent such as mineral spirits to wash debris from the pleats, leaving the cartridge assembly intact. The resulting solvent/debris slurry is then filtered for examination. In our experience, this flushing method may not always remove all of the debris from the filter pleats. We prefer to cut the filter pleats from the cartridge for examination by the following method.

Disclaimer: There is the potential to guillotine a finger or two during this process. Proper technique greatly reduces the chances of extensive cursing and an unplanned trip to the local emergency room.

  1. Place the filter cartridge horizontally on the bench and hold with your non-dominant hand. Locate the filter pleat seam that adjoins the two ends, usually with a metal band or glue.
  2. Hold the knife with your knuckles against the bench for stability. Starting at the seam and using only downward force, cut along the edge of the pleats opposite the side you are holding. We prefer to rotate the pleats into the knife blade, firmly holding the knife in a fixed position. This method, when done properly, protects your off-hand’s fingers from the knife blade, where the knife moves downward into the bench if it were to slip.
  3. Flip the cartridge around and repeat steps 1-3 on the other side. You may have to make a few passes on each side to fully cut the pleats. Using a new razor blade helps.
  4. Again locate the seam where the two ends of the filter pleats are joined together. Cut across the pleats on either side of the seam.
  5. The pleats can now be removed for examination. If properly cut, the pleats will come out in one long piece with a clean edge on both sides.
  6. The pleats will still contain a fair amount of oil at this point, making it difficult to see metallic debris. If time allows, you can place the pleats on paper towels to drain overnight. You can also squeeze the pleats like an accordion and mop up the oil that squeezes out with paper towels.

Inspecting the pleats and basic identification of common particles

Stretch the pleats out under a bright light or outside on a sunny day. Larger metal slivers will be obvious, but you may have to look quite closely to identify smaller particles. Here at the lab, we have a dedicated space with clamps that stretch the filter pleats out in one long section. You can improvise in the shop by placing something heavy on both ends of the pleats.

  • A strong magnet (covered with a plastic baggie or cling wrap) will remove ferrous particles from the pleats. We also suggest checking the pleats themselves with a magnet. Severe steel wear may generate enough small ferrous particles to make the pleats react to magnet.
  • Aluminum has a bright, silver appearance and will not react to a magnet.
  • Copper-containing alloys, such as brass or bronze, vary from a light straw to copper color and will not react to a magnet.
  • It is also common to find carbon, especially in the filters from turbocharged engines. Carbon is black, hard particles that can be broken apart between your fingers. A large amount of carbon might indicate excess blow-by, but what counts as excessive is unique to each engine. Regularly checking the oil filter will give you a good idea of how much carbon is normal for your engine. You might also find carbon with steel embedded in it, so it is good to check carbon particles with a magnet.
  • Small bits of sealer material may also be found, especially after repairs. We generally don’t worry about this sort of non-metallic debris.
  • You might also find lead deposits from fuel blow-by. These particles have a bright, foil-like appearance that can look very much like a metallic wear particle. These deposits can be distinguished from metallic wear by their soft and “smudgy” texture. It is worth mentioning that these deposits are not lead from the wearing surface of a crank or camshaft bearing.

Steel sliver

Aluminum flakes under magnification

Brass/bronze under magnification

Carbon deposit

Sealer material

Lead deposit

Evaluating Filter Debris/Conclusion

In some cases, a filter will contain so much metal that a looming problem is almost certain. But it is more often the case for the findings to land in an ambiguous gray area, where the severity of the metal is situationally dependent. You can expect to find some metal and other debris in the filter from a fresh overhaul, for example, where the same findings would be unusual in a routine filter inspection for that same engine at 500 hours since major.

Lycoming offers good guidance on the identification and evaluation of filter debris in Service Bulletin 480F. In our opinion, a lot of the information in that bulletin can also be applied to Continental engines. Blackstone also offers a filter and filter screen examination service as a compliment to oil analysis – but we recommend doing routine filter screenings yourself to get familiar with what’s normal for your particular engine. Save your money for flying — check your filter yourself!

Further Reading

https://www.lycoming.com/content/suggestions-if-metal-found-screens-or-filter

By |2024-09-18T14:16:01-04:00July 18, 2023|Aircraft, Articles, Gas/Diesel Engine, Lab Tests|Comments Off on Oil Filter Inspection

Tales From the Oily Side

My business card says “Founder.” It’s not a title, but more of a boast, an inside joke. I’ve had all the titles a man could want and as I settle into the long, hopefully comfortable ride toward the end of this long, challenging and exciting life, the word Founder on my business card describes the business activity I am most proud of.

Is this a great country or what? Where else can a guy start with nothing and create something? There isn’t any paved, well-lighted path to business creation, but there are no barriers to prevent anyone from doing it either. This is a story about creating a business. It would have been helpful to be a genius, or rich, or to have powerful backing. I didn’t have any of those things but I still managed to get the job done. I can attest to surviving many great risks and difficulties in the past two decades, and we’re still standing, hale and hardy. Part of the reason we survived was just luck. Part of it was having a good idea. Part of it was refusing to quit when any reasonable man would have. All of it was a hoot! I’m the Founder. I started it. I believe in it.

The beginning of Blackstone

In the beginning I was sitting in a lawyer’s office in August 1985, incorporating Blackstone Laboratories. My wife was a full-time student at a private college and worked part time. We had some residual savings and stocks from past jobs, but after a month and a half of no employment, I was essentially broke. I was starting a laboratory business that I knew would be capital-intensive, with no capital. I had no clientele, no reputation as a businessman, and no place to open the doors. I was as alone as a guy could be and needed a lot of luck.

A lot of luck was awaiting me. Without it I would just have been another hapless hopeful with his shirttail hanging out, having lost his house, and returning to the dismal task of finding a real job in the world of work.

Incorporating Blackstone Laboratories was probably the most outrageous thing I have intentionally done. It made perfectly good sense to me and no sense to anyone else. My idea was to take oil analysis out of the full-service petroleum laboratory business and, concentrating solely on that one function, do it better, faster, and cheaper than anyone else. Ray Krok did it with the hamburger when he created McDonald’s. I wanted to do the same with oil analysis.

There are (I now realize) some obvious differences between Ray Krok’s idea and mine. When he started McDonald’s, Krok was already a successful businessman and had money and influential friends. His market was everyone who liked hamburgers, which includes nearly everyone on the planet. Even with all of this going for him, his journey into new business creation was not an easy one. Bankers, for instance, were reluctant to loan him money. At that time, there was no business category for “fast food.” To them, Krok was a restaurateur, but didn’t fit the mold for that type of business. They say there was a time that you could have bought half interest in McDonald’s for $50,000.

Good fortune

I could not have survived my early beginnings with Blackstone Laboratories without good fortune smiling on me. Early on, I was sitting in my back yard working on my business plan when who should mosey down my driveway, but my long-lost brother from Wyoming. “Hey, what’s up?” he asked. Bob was a graduate engineer beating the bushes for a new job, having recently been separated from a nice income by a West Coast power company. He pulled up a lawn chair. Sitting there beneath a maple tree on a fine, late summer afternoon, I outlined my plan for conquering the world with a better, faster, cheaper oil analysis program. He was off to Louisiana for a job interview and was thinking about visiting Alaska after that for the same reason. His parting words, as he made the trip back up the driveway was, “If you get the money, let me know. I might want to throw in with you.”

If Ray Krok had trouble with bankers, you can imagine the uphill battle I was facing. Bankers at least knew what hamburgers were. “Oil analy…what?”

The morning of the appointment to sign for the loans, I was sitting at the foot of my bed on a hope chest. As I was pulling on my socks, I realized my feet were ice cold. I was 42 years old and I thought surely, by now, I was past the point that I could come up “chicken” about any experience. Sure enough, I was literally experiencing cold feet. Once I signed those notes — along with my wife of the time, who took the plunge right along with me — I was embarking on this journey for real. The only possible outcomes were abject failure and bankruptcy, success, or death.

I got the initial loans approved for Blackstone not because of my brilliant business plan, my dazzling footwork, or my good looks. I got the money — far short of what I needed, I might add — because one of my neighbors was a commercial loan officer for a local bank. Why he was willing to go out on a limb for me I can’t tell you. Normally, bankers are not that adventurous.

Starting sales

Nothing happens in a new business until someone sells something. Just short of three months from the first day I began working on Blackstone Laboratories, we opened the doors in 600 square feet of rental space. About 80% of the loan money had been spent on new equipment and building renovation. Bob had come in with me, and with the help of many volunteers we fashioned a functioning laboratory and hung out our shingle. But wait! We didn’t have any oil samples to run. Money was flowing out fast enough, but nothing was coming back in.

Along with all the other activities of the past three months, I had been putting together a potential client list. At that time there were only a few places in our local business area that used oil analysis. Users typically had large diesel engines, critical factory machinery, or airplanes. Today, with everyone beginning to realize the importance of oil analysis, the market is vast. When we started you could list all the client possibilities within fifty miles of driving distance on one pack of index cards.

I called most of the “possibles” and made an appointment with anyone who would talk with me. The market greeted the coming of a new oil analysis company in town with little enthusiasm. During that first three months I didn’t actually have anything to sell. I built the potential client list by asking the question, “If I get my oil analysis business opened by November 1 and I can offer you the best oil analysis program on the planet at no more cost than you are paying now, will you consider using it?” That was a fair question that was hard to say no to. When they said yes, as most of them did, it gave me the perfect opportunity to set up the second appointment. But it didn’t get me any sure clients.

Money flows out of a business as steady as a beating drum. In order to survive you have to somehow match that outflow with income. While that may be intuitively obvious, it is a rude awakening when, after opening the doors of a new business you suddenly become aware that with each passing moment you are bleeding away your liquidity and have nothing coming in to replace it.

Just in case someone should actually call us or drop in, Bob stayed at the office. I went out to sell.

There was a semi-trailer manufacturer in town that had a garage to service their semis. The facility was Quonset huts of varying sizes attached together. I had visited several times and was certain they were going to buy our service. An unusual aspect of the place was this: to get from the smaller office Quonset hut to the larger one in which their maintenance work was done, you had to pass through the men’s rest room.

On the day I was to close the sale, Bob was along so I could show him the ropes. We met with the maintenance manager in the office. After a brief discussion the manager got up saying, “Well, if you want to work with us, come on” and headed into the men’s rest room. I started to follow when Bob grabbed my arm. “Wait a minute,” he said, “we don’t need business that bad!”

Working without pay

In the beginning, all the shoe leather I could spend didn’t produce thirty new clients in two months of dedicated work. Because we didn’t take credit cards, all the work we did manage to procure was with businesses that had to be billed. The invoice terms were net-30 but payments tended to arrive 45 to 60 days from the invoice date. I could only get invoices typed once a month. After our grand opening at the start of November, we didn’t achieve any cash flow income until after Christmas that first year. By Christmas I was flat broke. I had to go over to Bob’s house one evening and confess. The bank account was tapped out. There would be no more paychecks until we got business rolling. “Think it over. Are you willing to come back to work January 2 with no income? In or out…let me know.”

Bob stayed. For the next year payday became a function of finding ways to pay bills with little to no income. I personally borrowed from every source possible until eventually no one would lend me any more. It took a year of hard selling to get enough income to pay bills even without payroll. Sometime during the second year of operations we managed to eke out enough to pay Bob and myself $100 a month.

Entering the computer age

As sales increased, so did the physical requirements of typing reports and invoices. Bob ran the samples. I took care of nearly everything else. We reached the point of sixteen oil samples a day sometime in the second year. We had no computers and no money to buy any. If I started typing reports at 1:00, I could produce the sixteen (perfect) reports by 10:00 that night. The reports were three -part NCR paper, so any typos meant I had to start over typing a new report. My typing skills left a lot to be desired.

Late in the second year a mildly rotund gentleman with a round beaming face strolled in our front door. He was starting a new computer hardware/software company and needed business. I needed a computer and a program to run it. We made a deal. With his help, we managed to build a functioning computer system that could produce a perfect Blackstone oil report. It multiplied my report capabilities several times over. When we added the invoice function the following year, we had a system that could comfortably produce fifty reports a day.

The poor years

I come from a family of seven children. We grew up without having much other than the community of family closeness. In his autobiography, Ray Charles speaks of poverty: “Poverty knits people together. Affluence has the opposite effect.” Being desperately broke in the early years of the company’s development and working closely with Bob had a familiar ring to it. We were certainly a nonprofit business without having the tax benefit of being such. Business grew slowly, though we were never without things to do. One of the problems was neither of us could get any time away from the business. He didn’t have many oil samples to run, but they needed to be run every day. I had to be on the property every day to report the data and take care of the other aspects of running a business. Typing reports usually happened late in the day, after being on the road selling all morning and afternoon. Bob decided we needed another person so we could get the occasional day off.

Sometime in the second year, my brother John started hanging around the lab. Bob, who couldn’t stand to see idle hands, put John to work. John had sick leave income so was doing better financially than the two of us. He learned one lab job, and then another. He eventually was running the lab, freeing Bob up to do other things, including getting the new computer system up and functioning. For a while, John’s appearance was spotty, sometimes working at a factory, sometimes at Blackstone.

Then one fine fall morning, John showed up at Blackstone to work full time. While we needed the help, there was no money to pay him. We were not in any position to put anyone on the payroll since we really had no payroll. But John was family and was showing faith in what we were trying do to, so I welcomed him to the operation and tried to figure out how we were going to support him.

During the first year of operations I had invested several thousand dollars in Blackstone. Most of it was borrowed. Our revenue had grown to the point that I drawing some of that money back from the company and was getting some of the loans off my back. In order to support John I simply diverted the loan payment money to him for income.

Driving beaters

John had always driven “beaters” for transportation. When something, anything, went wrong with one of them, he would simply abandon it and buy another. Anything that was transportation was okay with him . When he started at Blackstone he was driving a rusted out AMC Hornet. The company bought me a Jeep pickup truck since I had to be on the road selling and my problem-ridden Jaguar had died. John’s Hornet died so I gave him the company pickup to drive and bought another Jeep, an aging Wagoneer from a car lot.

The only reliable set of wheels between the three of us was the Jeep pickup. When either Bob or I broke down, John would get the call to tow us in. Having had the experience of being on the strap behind John once in my life, I had no desire to do it a second time. Towing is a two-person function if it is to be done safely and successfully. With John up front you were sort of on your own. It wasn’t that he forgot you were back there. He would simply set off and navigate traffic as if he didn’t have a care in the world.

Returning from a late fall, family campout in southern Indiana, Bob suffered an electrical failure in his wife’s aging Toyota fifty miles short of home. John got the call. He found Bob along the berm of the northbound interstate lanes. John hooked Bob up to the strap and lit out in a cloud of dust. Everything went well until John swung out to pass a semi tractor-trailer rig at highway speeds. When Bob steered left to follow, the steering locked since he had forgotten to turn on the ignition. There followed the wildest ride of his life. The Toyota swung left as far as it could go, then swung back to the right, threatening to tunnel itself under the semi. It stopped short and swung left again. Bob was sliding back and forth in ever increasing arcs and there was nothing he could do about it. John continued the pass and a final hard swing took both of them to the ditch, fortunately upright. Bob was speechless. It took awhile before he could pry his white fingers off the steering wheel.

Price matters

We continued to build Blackstone by saving engines in cars, trucks, airplanes, and factory machines. Our clients stuck with us because our program really worked. We saved them money, it was as simple as that.

Selling it was another matter. You can be the best and know you are the best but still have trouble convincing new client prospects. Our defensive position was to maintain our current client list by saving them money. Our offensive position was pounding the bricks with all the energy I could muster up and still get into work that afternoon to get the reports out in a timely manner. There was intense competition out there for the limited numbers of businesses that used oil analysis. We were the best but not the cheapest, and cheap seemed, at least at the time, to turn more heads than did quality. The benefits of using our quality program were so great that I thought the cost of the oil samples was incidental. The problem was convincing new clients of that.

At first I tried selling oil analysis at the same price as my competitors. Most of them had subsidized programs, meaning they had another source of income, like oil or equipment sales, and could provide oil analysis at an unrealistically low price, often half of the cost of actually processing the oil sample. As an independent laboratory we had no such advantage. Competing price-wise was the shortest possible path to bankruptcy. I had to raise prices or cease to exist. We did that in short steps until we finally got to the point that the volumes we were running could support the company and the three of us, if we didn’t expect much income.

Enter Craig

Sales grew quickly in the first three years, but fortune really smiled on us when Craig joined us as a commission-only salesman. Craig was between jobs and marriages and was an acquaintance of John’s. Always open to a new product or idea, Craig stopped by one day to see what we were up to. It was our third year of operation. He found our approach to oil analysis exciting and decided he could bury us in oil samples in a short period of time. I’d heard it all before, but having been out there pounding the bricks myself, I was willing to try anything. Craig was different in a charming way. A moderately tall, bright-eyed, lanky young man with prematurely graying hair, he was a guy women wanted to hug. There were times I wanted to hug him myself.

If the Greek derivation of the word enthusiasm is “god within,” Craig was blessed with an entire committee of gods. He liked to laugh and it was fun laughing with him. We talked about where we might find new business and he decided it was factories, which were the biggest users of oil of all the companies that used oil analysis. I’d had good luck with factories and had several as clients.

We had a Ford factory in the Toledo area that sampled stamping machines regularly. We found a mechanical problem on one of their presses right before the 4th of July holiday. When they checked the oil reservoir they found parts of a gear. They managed to fix the machine over the holiday and lost no production. Had the machine failed during a production run, they estimated their losses would have been about $5 million. They paid us $15.00 for the analysis report. That’s a nice payback, no matter how you look at it.

Craig looked around and decided to target the automakers’ factories and those of their suppliers. The Motor City was within driving distance. After working the phones for a few days, something Craig had a wonderful knack for, he set out at his own expense to sell them.

Oil analysis was not widely used in factories at the time so he didn’t run into the competition that I had been butting heads with in other market areas. While I placed articles in trade journals, Craig knocked on doors, piquing interest in how much money the industrial guys could save with oil analysis

We had three months with Craig working full time, and during that time he brought remarkable progress to our program. His income on the commission-only basis was not growing fast enough to support both him and his ex-wife, so he eventually went to work selling roofs for a company that could pay him more. He stayed on with us, however, part time. He and I did a lot of traveling together in the next couple of years, doing presentations along with direct sales. Craig was, and still is, a remarkable individual. He will never be accused of being a small thinker. At one time he tried to sell the U.S. Air Force. I know. I was with him. They actually talked with us. We didn’t get the sale. (Just for the record, the U.S. Military does its own analysis. As we understand it, every military aircraft has an oil sample done before each flight.)

If Craig was the maestro, I was at least the saloon piano player. I saw firsthand what a professional sales person could do for a fledging company. We grew like wildfire until the recession of 1989. Those were heady years. We established decent incomes, upgraded the facility and eventually bought the building we were in. All three of us were driving company cars, though none of them were new or particularly reliable. From 1985 until 1989, I felt like we were achieving success.

The tide goes out

As surely as the tide rushes in, it reverses and ebbs back out again. Auto sales plunged in 1989, and the automakers and their suppliers contracted to bleak austerity. They work in a cyclical business, and roughly every three years (at least back then) they worked a boom and bust market. It was like a well-choreographed dance. When hard times came to call, they would cut all non-essential spending, including oil analysis. In the short span of three months, we lost nearly 50% of our business.

Craig drifted away and eventually moved to Colorado and remarried. I thought we would recoup the factory business when the recession ended, but it wasn’t to be. The oil companies, which provided cheap (read: subsidized) oil analysis programs, moved into the gardens we had cultivated. The automakers and their larger suppliers instituted new purchasing schemes that precluded working with a company as small as Blackstone.

Once the dust settled and I could clearly see where we were, we began trying to rebuild the dream. We had successes and failures, like any business. Competition had intensified during the long drought of ’89–’92. Many of the traditional markets we had been working in were occupied with new squatters. I found new ways to sell, but there were long periods of time where I couldn’t make much progress. For the ensuing half-decade we always had a main customer or two that sustained us, but it became increasingly difficult to maintain payroll and keep our aging equipment running. For the longest time, the magic was gone. We existed but we couldn’t seem to grow. Sales peaked in ’91, then flattened out and didn’t make any real progress until ’97.

Personally, things got equally as tough. Both my kids were headed off to college, my daughter to Indiana University, my son, two years later, to Purdue. If you haven’t had the experience of getting bursar bills unexpectedly, along with other miscellaneous charges from the university, you haven’t seen hard times. We had no plans or savings to cover the expenses, so we just muddled along, paying costs out of cash flow, which, while adequate for the four of us living together minimally, was hardly adequate under the new circumstances. We got by but I don’t know how. Much of it was my kids’ willingness to work and do whatever was possible with limited funds.

My wife and I eventually divorced. Then my brothers and I had a falling out. We had worked together a decade and though we had a lot of good times together, and we could not have gotten that far without all three of us, it became clear that unless something changed, we would eventually fail. Bob left first and eventually bought a small town newspaper, which he has turned into a successful operation. John retired to his workshop.

Turning point

In August 1996 I was just getting started rebuilding a two-acre farm property that my fiancé Sue and I had pooled our money to buy. Two weeks after moving in, Sue and I were married in the front yard. That was one of the few bright spots in an otherwise dismal stretch of time that had begun in 1991. I didn’t know it at the time but it was also a pivotal point in my life and the life of Blackstone Laboratories.

My daughter Kristin had graduated from Indiana University with an English degree and moved to Colorado. She had found happiness and success in magazine editing. My son Ryan had graduated with a mechanical engineering degree from Purdue University. He had interviewed for engineering work but hadn’t decided on anything definite.

While Blackstone hadn’t fallen into complete disarray, we had, for a very long period of time, established a pattern of no progress. We would win some and lose some, but there was no significant growth for six years. The dream wasn’t dead but it was seriously tarnished for most everyone with whom I was associated, business or personal. Except for one person.

Unbeknownst to me, Ryan, who had been on the outskirts of the business since the company started when he was 12, knew as much about Blackstone as anyone alive. I thought he would probably take an engineering job, maybe far away from home, and pursue his own life. He could have done that with my blessing.

One evening in August 1996, Ryan and his fiancée, Sheri, were over for a cookout. After dinner we were relaxing in my back yard when I asked Ryan what his plans were for the future. He said, “Well Dad, I thought maybe I’d join you to help build Blackstone.”

I was stunned. Here was a bright young man with great earning potential, saying he was willing to come work with me knowing I could hardly pay him a livable wage. I told him I would see what I could do. It took awhile, but on April 15, 1997, he went on the payroll at about a third of what he could have made elsewhere.

John was still running the lab at the time, and I’d brought Sue in to run the front office and accounting. With Ryan on the property there were four of us. We didn’t have much to show for twelve years of operations. Our equipment was aging and there was little money with which to replace it.

We had only one computer to write reports on, and it was tied to an old printer that we couldn’t get parts for. The original programmer was still around to help when an emergency came up, but he was never more than a moonlighter and had less and less interest in helping out.

From the moment Ryan first set foot on the property, the old start-up magic began creeping back into the company. His approach can be summed up with a statement he often made at the time, “Whatever it takes, Dad, whatever it takes.” I had company in my desperate situation and Ryan didn’t see it nearly as desperate as I. We had a business. We had cash flow. Working with him was refreshing. I had an inkling that we just might get the company back on track.

The old magic returns

I found a spectrometer in Detroit and the financing to buy it. That solved the problem of aging equipment. Ryan drove up to New Hampshire to spend a week at spectrometry school. He camped out in a tent in late October to save us hotel expense. When he got back he put the new machine in gear and, for the first time in history, Blackstone had an expert in spectrometry on the payroll.

It was wonderful to have a bright-eyed, enthusiastic young man to work with. He was interested in all phases of the business and took many chores of the operation into his office. We started making progress. Ryan set up new processes and systems that improved our efficiency. He solved many of the problems that had made us fragile. I had less to worry about and work became fun again. The mood of the company improved. There seemed to be nothing Ryan wasn’t interested in and nothing he couldn’t do. He was the first person I was ever able to teach the report-writing process to.

We had been on the Internet for some time. Selling oil analysis via the Internet was John’s idea. He’d heard about a guy who sold buckets using this new medium. There was nothing special about his buckets and they weren’t even cheap. But he became a huge bucket salesman with his Internet sales.

I agreed we should give the Internet a try. With the help of a computer-savvy nephew, Bob and John had started and administered a website. It wasn’t very good but it did generate interest, some of it international. Though it wasn’t expensive as a sales tool, it didn’t make us any money in those first few years either. Being in the throes of a perpetual cash shortage, I thought many times about discontinuing the website. When I mentioned this to Ryan, he thought otherwise.

By making it more informative and user-friendly Ryan thought we could make the website productive. We reorganized and rewrote it and had a professional reestablish our presence on the web. The result was amazing. The growth of the Internet during that period was incredible. More people had home computers, and our presence on the Internet meant oil analysis was available to the general public for the first time. More people became aware of what oil analysis could do for their personal cars and trucks. To use an analogy, for the first twelve years of our existence, we were trying to throw a basketball into the hoop from the far end of the floor. Using the Internet, we began throwing basketballs into a canyon standing on the rim. We can’t throw them in fast enough, nor is there any chance, in my lifetime, that we will fill the canyon up.

Upgrades & hiring

The software that originally got me past hand-typing reports and invoices was still in use when Ryan started. During his four years at Purdue’s engineering school he had become familiar with computers and networking. I don’t think it would be an exaggeration to suggest he was appalled by the antiquated system I had been limping along with.

Sales were improving, so he hired an outside contractor to build the foundation of a new database system. After a few months that company became too aggressive with their billing practices so we had to undertake the project in-house. Ryan tackled this project too, taking some courses to learn how to program and hiring a full-time programmer to help complete the project.

Early in 2002, sales were booming. I had my back against the wall — even with Ryan’s help I was writing so many reports every day that it was physically getting me down. If you’ve used our oil analysis program, you know we write individual comments for every report. If I had to keep typing reports at the rate I was, I was going to be worn out completely. We needed another analyst who could pick up report writing and some of the other aspects of the business.

“What about Kristin?” I asked, one rainy night as Ryan and I were making our way our to our cars after another long, hard day. It stopped Ryan in his wet tracks. “I’ll think about that,” he replied. By the next morning we were working on the idea of possibly bringing Kristin into the business.

Kristin and her husband were living in Michigan. She was managing editor of yet another magazine. They had recently relocated from Colorado and were settling into a new life and home. At first I didn’t think there was much of a chance of getting Kristin into the company. But after some discussions, she joined us in April 2002. As it turned out, Kristin not only proved to be an expert report writer, but she picked up many of the other business functions that were overloading the rest of us. Today, Kristin is a vital part of the business. She is not only the report writing champ, but manages virtually all of the non-direct operating functions of the company including the website and newsletter.

Saving engines

We have always had the technical ability to save engines and other mechanical systems from failure. As sales grew we saved more engines. As our saves increased, so did our reputation. When we save an aircraft engine it is often a life-and-death matter. When the save is an industrial machine, it can save millions of dollars in downtime. When it is a car or truck engine, it adds many years of useful life to the vehicle and is equivalent to putting thousands of dollars in a client’s pocket. When you compare the cost of an oil analysis to the potential savings, the payback is tremendous.

Looking back on two decades I can see turning points that brought us through perilous junctions in a long journey. Some of it was planned but much of it was sheer luck (or fate, if you will). There are nearly 300 million people in the U.S. alone, who own twice that many cars, trucks, boats, and airplanes. To keep those transportation systems alive and well, they need oil analysis as much as people need doctors. It is our job at Blackstone to make our technology as commonly known and accepted as X -rays and MRIs. We are doing that and the result is a phenomenal, modern-day success story. Is this a great country or what?

Pardon me for the long story. My business card says “Founder.” I’m proud of my kids and all they’ve done to make Blackstone the great and growing company it is. I’m proud of our technology and that we can make it easily understood. We don’t have a doctor to interpret laboratory results. We are the doctors.

Looking ahead

Jim is no longer with us; he passed away peacefully at his home in November 20, 2015.

But his dream lives on.

Blackstone has customers from all 50 states and over 75 different countries on six different continents, and we’re still growing. It’s been a great ride so far, and it ain’t over yet.

By |2024-09-18T14:23:22-04:00July 13, 2023|Aircraft, Articles, Gas/Diesel Engine, Industrial, Lab Tests, Marine|Comments Off on Tales From the Oily Side

Pre-Buy Samples: The Art of the (Craigslist) Deal

Taking a sample before buying a new plane or boat is common practice in the aviation and marine industries, and it’s just as useful for anyone looking for their next car, truck, or motorcycle. If you’re anything like us, you probably spend an unhealthy amount of time browsing the local classifieds and Craigslist hunting for the elusive bargain. And although oil analysis can’t stop you from making a wire transfer to your new foreign royalty business associate, it can help you avoid buying a total lemon, and maybe even calm your nerves on the initial drive home.

Pulling a sample before plunking down the dough is a good move. We’ll test the oil for excessive amounts of metal, contamination, and solids. We compare your results to our database of samples from similar makes/models, giving you a good look at how internal parts are getting along, and if there are any looming problems driving the current owner to sell you their beloved ride. We’re familiar with common problems for certain engine models and years, and we know how different issues look in analysis.

It can be tricky to gauge whether excess metals are from poor wear or from how the engine has been used, especially if you don’t know how long the oil has been run. But even if the oil was recently changed, we can still often see evidence of serious problems. Maybe coolant has just started getting into the oil, but there’s not yet enough to give the oil that telltale milkshake appearance. It takes a pretty bad internal coolant leak to cause a visual change to the oil, but it doesn’t take much coolant to show up in analysis.

You’ll also learn the oil’s viscosity range, which can show if the current owner was using the correct grade. Analysis will also pick up on things like dirt from an intake leak or excess fuel from an injector issue. We always point out any potential problems in the report comments, and try to provide possible reasons for abnormal findings in the comments to help you make sense of the results.

Sampling

Most private owners and dealerships will allow you to collect a sample, at least with a bit of persuasion. The current owner has a vested interest in the health of their vehicle, and offering a copy of a report might help even if you don’t go through with the purchase.

We sell a vacuum https://www.blackstone-labs.com/products/vacuum-pump/pump so you can take a sample through the dipstick right then and there, while you’re looking at the vehicle. Samples can also be taken by loosening the oil filter or drain plug enough for some oil to drain out — just be sure to clean the area around the sample collection point if you go this route. If a seller refuses to let you collect a sample without good reason, that alone might be the red flag that sends you running.

Getting results in a hurry

We know you’re working on a tight schedule to make the deal happen, so if you don’t have a kit on hand when you go to look at your new ride, don’t fret. You can send the oil in any clean, plastic container with a screw-on lid. Just be sure to collect enough oil for testing (about 100 mL or 3 ounces, which is a little less than half a cup), and package the sample appropriately so it doesn’t leak in transit. The same information slips included in the kits can be found on our website. We appreciate all the info we can get about a sample, as it helps make sense of the results so we can provide the best possible report in return.

Buying a used vehicle can be an adventure, and we’re here to help you make the most informed decision possible!

By |2024-09-19T10:17:51-04:00July 13, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on Pre-Buy Samples: The Art of the (Craigslist) Deal

Which Oil is Best?

We get lots of questions every day here at Blackstone, and the most common question we hear (after “Do you have my sample?”) is, “What type of oil should I use?”

Because we’re an independent laboratory, we don’t recommend any specific oil brands. We always recommend using an oil grade recommended for your engine by the manufacturer and a brand that fits your budget. But beyond that, we find that brand makes very little difference. If there were an oil that consistently out-performed the rest of them, we’d have no reason to keep that information secret, but we just haven’t found that oil yet. 

You can go into any mass retailer (Wal-Mart, Meijer, AutoZone, etc.) and buy a 5W/30 (or any other grade) that will perform well in your engine. One of the best-kept secrets of the oil industry is that these store brands are actually the same, quality oils that are produced by the major oil companies. The only difference between these products and the major company brands is the name on the container and the price. Don’t believe us? Try running your own experiment: do a sample on Oil A after a known number of miles, then do a sample on Oil B and compare the wear levels. You may see a little fluctuation, but it’s very rare for one oil to make a significant difference in an engine’s wear patterns. 

What does Blackstone like?

But wait! We do actually have a preference when it comes to buying oils for our personal use engines. That preference however, has little to do with brand names. We tend to choose oil that does not contain sodium as an additive. Sodium is one of the markers for antifreeze contamination and when it’s present in the oil, that can make it harder to see coolant when it’s present. 

What about after-market additives? Some of them contain unusual compounds that can make it difficult for our analysts to determine if your engine has a mechanical problem. One such additive contains a lead-copper compound. Both lead and copper are metals common to bearing inserts. If you’re using an additive with lead and/or copper in it, it is difficult to tell whether those elements are coming from the additive or a problem with the bearings. There’s another potassium-boron-sodium compound that can mimic coolant contamination in testing. Some of these additives linger for a few oil changes too, so even if you haven’t used them recently, they might still be affecting your oil analysis results.

If you are interested in having your engine oil analyzed, you will receive a better analysis if you avoid oil and after-market additives that use elements we need to see clearly to do a thorough analysis. If you want to use an after-market additive, that’s fine, just let us know about it on the information slip provided with the sample.

By |2024-09-19T10:18:58-04:00July 13, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on Which Oil is Best?
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