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Discussion Starter · #1 ·
I did mine at the weekend and the oil filter thinking that it may help my lash adjuster tapping, seemed ok yesterday but this morning when i was about 5 mins from home they sounded really bad, i would of pulled over if i wasnt practically at my destination, anyone no what would of made them sound so bad, i put Castrol GTX Magantec 10 40w in?
 

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what are you doing putting a semi-synth in an evo ?
 

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Discussion Starter · #3 ·
i thought that it was fully synthetic, should i not drive at all with that in there
 

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Discussion Starter · #5 ·
ok that shi* magnatec is coming out as soon as the decent stuff turns up from oilman. Is it ok to drive (slowly and off boost) if essential. Should i change the filter again when i put the good stuff in, an oil change in the dark should be fun
 

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its a bit unfair to say that magnatec is crap, its just not the best oil for an evo thats all
 

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magnatec is crap i tried it in a series one rs turbo non custom that had no oil leaks previously it blew this stuff out of every place imaginable and smoked like a bitch change the oil and it was fine.a mate of ours put it in his passat and his girlfriends polo and soon took it out again,tappety as hell
 

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Discussion Starter · #8 ·
my car sounded a little tappy before i put it in, now it sounds like a clapped out 1.3 escort, cant wait to get the decent stuff in
 

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sorry I dissagree it is not a crap oil, if you put it in a car that it is recomended for then it is a fine oil.

I have used it for over 10 years in various different cars and never had a problem with it.
 

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Getting quite worried as STEVE HILL MOTORSPORT have just done an oil and filter change and said I'd only need semi as a fully synth is not needed.... I dont want to question them as they use the same oil in there rally cars and said if its ok for them its ok for me.... they put shell semi synth in.... is this bad then?? Will I start to get probs......
 

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Discussion Starter · #11 ·
im not 100% sure mate but i thought it was fully synth only, i wouldnt of bought the castrol if id of known it want fully synth
 

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Personally I would always use a fully synthetic in an EVO once it's run-in as it's the sort of performance car that warrants a good oil.

I wouldn't have said that a semi-synthetic like Magantec would ruin your engine in the short term but in the long run I would have thought that the shear stability of such an oil will mean lower protection than is required.

It's complicated but I'll have a go.

Viscosity Index Improvers.

An oils viscosity will decrease as the engine temperature rises. Viscosity Index Improvers are added to reduce this thinning. They are a key addative in the production of multigrade oils.

VI Improvers are heat sensitive long chain, high molecular weight polymers that increase the relative viscosity of the oil at high temperatures. They work like springs, coiled at low temperatures and uncoiling at high temperatures. This makes the molecules larger (at high temps) which increases internal resistance within the thinning oil. They in effect "fight back" against the viscosity loss in the oil.

"Shearing"

The long chain molecules in VI Improvers are prone to "shearing" with use which reduces their ability to prevent the oil from losing viscosity. This "shearing" occurs when shear stress ruptures the long chain molecules and converts them to shorter, lower weight molecules. The shorter, lower weight molecules offer less resistance to flow and their ability to maintain viscosity is reduced.

This shearing not only reduces the viscosity of the oil but can cause piston ring sticking (due to deposits), increased oil consumption and increased engine wear.

Like basestock quality, VI Improvers also vary in quality. The best quality ones are normally found in synthetic oils (Group IV - PAO / Group V - Esters) and it is important to understand that the less of these in the oil the better the oil will stay in grade.

Which oils require more VI Improvers?

There are two scenarios where large amounts of these polymers are required as a rule.

Firstly in "wide viscosity" multigrades. By this I mean that the difference between the lower "W" number and the higher number is large for example 5w-50 (diff 45) and 10w-60 (diff 50) are what is termed as "wide viscosity" oils.

Narrow viscosity oils like 0w-30 (diff 30) or 5w-40 (diff 35) require far less VI Improvers and therefore are less prone to "shearing".

Secondly, mineral and hydrocracked (petroleum synthetic oils) require more VI Improvers than proper PAO/Ester (Group IV or V) synthetic oils as they are less thermally stable to begin with and this is due to the non-uniform molecules in petroleum oils as opposed to the uniformity of synthetics built in laboratories by chemists.

It is a fact that some synthetics require little or no VI Improvers to work as a multigrade due to their superior thermal stability.

How to identify a good "shear stable" oil.

API and ACEA both conduct tests called HTHS (High Temperature/ High Shear) and all oils carrying these specifications are tested and scored.

For all oils, these test results are available however, they are often ommitted from the oils technical data sheet! Oil Companies have a tendency to publish the figures that they want you to see and therefore you often need to dig further or ask for certain information when comparing the performance of various oils.

High-Temperature/High-Shear

This test is a simulation of the shearing effects that would occur within an engine. In fact, it's actually designed to simulate motor oil viscosity in operating crankshaft bearings.

Under high stress conditions where shearing can occur, the VI Improvers (polymers) break down. As they do, the viscosity of the oil decreases. This is what the High Temperature/High Shear test checks for.

The HT/HS test is measured in Centipoise (cP) as the Cold Crank Simulator test is. However, in this case, because you're hoping for the least loss of viscosity with an increase in heat and stress, you want the cP value to remain high.

Each SAE multi-viscosity grade has a specific lower limit for the HT/HS cP value. If a multi-viscosity oil cannot achieve a cP value above that limit, it cannot be classified under that viscosity grade. For instance, according to the SAE specifications, an oil must achieve an HT/HS cP value of 3.7 or higher in order to be classified at the 15w40 viscosity grade.

The thinner the oil the lower the number.

Comparisons of HTHS numbers.

Here for comparison sake are a few numbers that we have compiled from data sheets and requests to the oil companies concerned. These are well known oils and considered to be "quality" synthetics so these comparisons are relevant.

Silkolene PRO S 5w-40
HTHS 4.07

Motul 300V 5w-40
HTHS 4.51

Silkolene PRO S 10w-50
HTHS 5.11

Motul 300V 10w-40
HTHS 4.19

Silkolene PRO R 15w-50
HTHS 5.23

Motul 300V 15w-50
HTHS 5.33

Mobil 1 Motorsport 15w-50
HTHS 5.11

Castrol RS 10w-60
HTHS 3.70

I'm sorry if this is too complicated but making a complicated subject simple is not easy however if I've lost anyone, please feel free to ask questions.

Sorry if I posted this before, didn't check!

Cheers,
Simon
 

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Discussion Starter · #13 ·
i think that it went all over my head but i think i understand a little bit more now, when i change my oil for the 2nd time in a week now should i change the oil filter again?
 

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phil lloyd said:
not many/if any use magnatec in evo's
Well its a shame that dealers are now using exactly this oil during their oil changes then isnt it? :( I had this put in to my car last year...this year I'm supplying my own fully synth stuff. I was reccomended to use Silkolene Pro S 10-W50 in my car.
 

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I had magnatec put in at the 1000 mile service but changed to castrol slx 0w30 is this stuff any good :confused:
 

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Slx is a longlife synthetic oil. Depending on the year and model, it may be a little overkill as EVO's normally require 5w or 10w.

Besides we don't get temps of -35deg C here.

Cheers
Simon
 

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Transformer said:
Getting quite worried as STEVE HILL MOTORSPORT have just done an oil and filter change and said I'd only need semi as a fully synth is not needed.... I dont want to question them as they use the same oil in there rally cars and said if its ok for them its ok for me.... they put shell semi synth in.... is this bad then?? Will I start to get probs......
I also have just had my car serviced at Steve Hill Motorsport and asked if I could supply the oil of my choice, (Silkolene Pro S 5/40 and Motul SAE 75/90 for gearbox, transfer box and diff) they were happy to do this but still suggested I should use the Shell Helix as they've used it for many years in all the rally cars they prepare and mineral oil for the diff.

:confused:
 

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rob kidd said:
I had magnatec put in at the 1000 mile service but changed to castrol slx 0w30 is this stuff any good :confused:
Is that the longlife stuff that is used by VAG group cars? I seem to remember using this in my Octavia vRS Turbo which had variable servicing intervals of up to 2 years or 20000 miles between services! Its a pity the 4G63 couldnt last that long between em , eh? ;)
 

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SLX is a longlife 0w-30 oil specified for VAG and BMW's for their variable service schedule.

Unless you are intending to run this kind of schedule it's probably a waste of money at around £12.00 per litre when the likes of Silkolene PRO S 5w-40 will do 9000-12000 miles at around £6-7 per litre.

Cheers
Simon
 

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Do we have any understanding why the service interval is 4500 miles?

What is checked and changed other than engine oil and AYC?

Will an RS survive for longer on the right oil?

Oilman, I am getting an IX soon(ish) and as it has no warranty I will be doing the oil changes myself.

It (I expect) will come with some running in oil, when should I change it and what to?

Thanks

Ben
 
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