I bought my GTI/Autobahn on Dec. 15, 2017. Around the second week of May, the "change oil now!" light came on (matches up with one year from the build date, May 2017). Three weeks later, at 9681 miles, I changed it and grabbed a sample to send to Horizon (Oil Analyzers Inc.).
My driving is primarily by myself, for work. I spend quite a bit of time on the freeway, often at higher speeds. I live where there can be both harsh winter and harsh summer; this past winter was harsh, very harsh, AND very long.
I measured no oil use or loss compared to when I first picked the car up. I added no oil during this interval.
The test came back with an overall grade of 2, on a scale from 0 to 4. 0 and 1 are normal, 2 and 3 are "abnormal", 4 is "critical".
But the devil is in the details. Out of everything they test (including fuel dilution and base level), they flagged only three items:
1) Copper was in the yellow, at 48ppm.
2) Titanium was in the red, at 48ppm.
3) Base level was flagged GREEN, at 2.91 milligrams of potassium hydroxide per gram of sample. That means the additive still had life in it--which is what I expected.
This was the factory fill. I'm not at all worried about a 10K interval yet. I'll do this again at 20K and compare that with this break-in interval.
Following are the relevant definitions for the above, per Horizon; this will help the discussion ongoing about oils "going bad". Of particular interest is the base level and how it's affected by "low quality fuels"; so, go ahead and buy that grocery store gas, people, but understand what you're doing. Best case, you're reducing your oil change interval, which means in the end you're paying good money down the road so you can "save" money at the grocery store pump.
Copper
Definition
Copper is a wear metal detected with Elemental Analysis by ICP-OES (Inductively-Coupled Plasma – Optical Emission Spectrometry), which detects many elements that can be present in used oil due to wear, contamination or additives.
Wear Metals include Iron, Chromium, Nickel, Aluminum, Copper, Lead, Tin, Cadmium, Silver, and Vanadium. Contaminant Elements include Silicon, Sodium, and Potassium. Multi-Source Elements include Titanium, Molybdenum, Antimony, Manganese, Lithium, and Boron. Additive Elements include Magnesium, Calcium, Barium, Phosphorus and Zinc. Elemental Analysis is instrumental in determining the type and severity of wear and contamination occurring within a unit. For condition monitoring, ICP-OES provides critical information of a machine's health.
Standard Test Method Used
mod. ASTM D5185
Unit of Measurement
ppm (parts per million)
Amount of Sample Needed
2 mL
Test Limitation
Particles over approximately 10µm in diameter may not be fully analyzed by the instrument.
Possible Sources
Reciprocating Compressors
Bearings, Bushings, Thrust Washers, Oil Cooler Tubing
Rotary Compressors
Bearings Bushings, Thrust Plate, Cooler Core Tubing
Turbines / Centrifugal Compressors
Bearings Bushings, Thrust Plate, Cooler Core Tubing
Hydraulics
Bearings, Bushings, Thrust Washers, Oil Cooler Tubing
Reciprocating Engines
Main / Rod Bearings (also look for lead), Brass / Bronze Bushings (also look for Tin and / or Zinc), Oil Cooler Core Tubing
Transmissions
Clutch Plates, Brass / Bronze Bushings (also look for Tin and / or Lead & Zinc), Oil Cooler Core Tubing
Gear Systems
Brass / Bronze Bushings (also look for Tin and / or Lead & Zinc), Cage Metal from Roller Bearings, Oil Cooler Core Tubing
Titanium
Definition
Titanium is a wear metal detected with Elemental Analysis by ICP-OES (Inductively-Coupled Plasma – Optical Emission Spectrometry), which detects many elements that can be present in used oil due to wear, contamination or additives.
Wear Metals include Iron, Chromium, Nickel, Aluminum, Copper, Lead, Tin, Cadmium, Silver, and Vanadium. Contaminant Elements include Silicon, Sodium, and Potassium. Multi-Source Elements include Titanium, Molybdenum, Antimony, Manganese, Lithium, and Boron. Additive Elements include Magnesium, Calcium, Barium, Phosphorus and Zinc. Elemental Analysis is instrumental in determining the type and severity of wear and contamination occurring within a unit. For condition monitoring, ICP-OES provides critical information of a machine's health.
Standard Test Method Used
mod. ASTM D5185
Unit of Measurement
ppm (parts per million)
Amount of Sample Needed
2 mL
Test Limitation
Particles over approximately 10µm in diameter may not be fully analyzed by the instrument.
Possible Sources
Reciprocating Compressors
Valves, Piston Pins
Rotary Compressors
Shafts, Gears, Bearings, Paint or Coatings
Turbines / Centrifugal Compressors
Shafts, Gears, Bearings, Paint or Coatings
Hydraulics
Valves, Piston Pins, Bearings, Shafts
Reciprocating Engines
Valves, Piston Pins, Bearings, Shafts, Lubricant additive
Transmissions
Shafts, Gears, Bearings, Paint or Coatings
Gear Systems
Shafts, Gears, Bearings, Paint or Coatings
Base Number
Definition
Base Number measures a lubricant's alkaline reserve, or ability to neutralize acid. Base Number will decrease while the lubricant is in service because it is controlling the acids formed during the combustion process. The Base Number will eventually drop to a point that indicates that the lubricant's additives have been depleted and a lubricant change is recommended.
Standard Test Method Used
mod. ASTM D4739
Unit of Measurement
mg KOH/g (milligrams of potassium hydroxide per gram of sample)
Amount of Sample Needed
4 g (grams)
Test Limitation
Used for used engine oils only to determine safe extension of drain intervals. Contamination by coolant can artificially raise base number.
Possible Sources
The most common reasons for a drop in the Base Number are related to low-quality fuel and oil oxidation. During combustion, a low-quality fuel with high Sulfur content can produce Sulfuric Acid, which attacks the oil and causes a drop in the Base Number. Oil oxidation as a result of engine overheating or extending the oil drain interval will also lead to a drop in the Base Number.
My driving is primarily by myself, for work. I spend quite a bit of time on the freeway, often at higher speeds. I live where there can be both harsh winter and harsh summer; this past winter was harsh, very harsh, AND very long.
I measured no oil use or loss compared to when I first picked the car up. I added no oil during this interval.
The test came back with an overall grade of 2, on a scale from 0 to 4. 0 and 1 are normal, 2 and 3 are "abnormal", 4 is "critical".
But the devil is in the details. Out of everything they test (including fuel dilution and base level), they flagged only three items:
1) Copper was in the yellow, at 48ppm.
2) Titanium was in the red, at 48ppm.
3) Base level was flagged GREEN, at 2.91 milligrams of potassium hydroxide per gram of sample. That means the additive still had life in it--which is what I expected.
This was the factory fill. I'm not at all worried about a 10K interval yet. I'll do this again at 20K and compare that with this break-in interval.
Following are the relevant definitions for the above, per Horizon; this will help the discussion ongoing about oils "going bad". Of particular interest is the base level and how it's affected by "low quality fuels"; so, go ahead and buy that grocery store gas, people, but understand what you're doing. Best case, you're reducing your oil change interval, which means in the end you're paying good money down the road so you can "save" money at the grocery store pump.
Copper
Definition
Copper is a wear metal detected with Elemental Analysis by ICP-OES (Inductively-Coupled Plasma – Optical Emission Spectrometry), which detects many elements that can be present in used oil due to wear, contamination or additives.
Wear Metals include Iron, Chromium, Nickel, Aluminum, Copper, Lead, Tin, Cadmium, Silver, and Vanadium. Contaminant Elements include Silicon, Sodium, and Potassium. Multi-Source Elements include Titanium, Molybdenum, Antimony, Manganese, Lithium, and Boron. Additive Elements include Magnesium, Calcium, Barium, Phosphorus and Zinc. Elemental Analysis is instrumental in determining the type and severity of wear and contamination occurring within a unit. For condition monitoring, ICP-OES provides critical information of a machine's health.
Standard Test Method Used
mod. ASTM D5185
Unit of Measurement
ppm (parts per million)
Amount of Sample Needed
2 mL
Test Limitation
Particles over approximately 10µm in diameter may not be fully analyzed by the instrument.
Possible Sources
Reciprocating Compressors
Bearings, Bushings, Thrust Washers, Oil Cooler Tubing
Rotary Compressors
Bearings Bushings, Thrust Plate, Cooler Core Tubing
Turbines / Centrifugal Compressors
Bearings Bushings, Thrust Plate, Cooler Core Tubing
Hydraulics
Bearings, Bushings, Thrust Washers, Oil Cooler Tubing
Reciprocating Engines
Main / Rod Bearings (also look for lead), Brass / Bronze Bushings (also look for Tin and / or Zinc), Oil Cooler Core Tubing
Transmissions
Clutch Plates, Brass / Bronze Bushings (also look for Tin and / or Lead & Zinc), Oil Cooler Core Tubing
Gear Systems
Brass / Bronze Bushings (also look for Tin and / or Lead & Zinc), Cage Metal from Roller Bearings, Oil Cooler Core Tubing
Titanium
Definition
Titanium is a wear metal detected with Elemental Analysis by ICP-OES (Inductively-Coupled Plasma – Optical Emission Spectrometry), which detects many elements that can be present in used oil due to wear, contamination or additives.
Wear Metals include Iron, Chromium, Nickel, Aluminum, Copper, Lead, Tin, Cadmium, Silver, and Vanadium. Contaminant Elements include Silicon, Sodium, and Potassium. Multi-Source Elements include Titanium, Molybdenum, Antimony, Manganese, Lithium, and Boron. Additive Elements include Magnesium, Calcium, Barium, Phosphorus and Zinc. Elemental Analysis is instrumental in determining the type and severity of wear and contamination occurring within a unit. For condition monitoring, ICP-OES provides critical information of a machine's health.
Standard Test Method Used
mod. ASTM D5185
Unit of Measurement
ppm (parts per million)
Amount of Sample Needed
2 mL
Test Limitation
Particles over approximately 10µm in diameter may not be fully analyzed by the instrument.
Possible Sources
Reciprocating Compressors
Valves, Piston Pins
Rotary Compressors
Shafts, Gears, Bearings, Paint or Coatings
Turbines / Centrifugal Compressors
Shafts, Gears, Bearings, Paint or Coatings
Hydraulics
Valves, Piston Pins, Bearings, Shafts
Reciprocating Engines
Valves, Piston Pins, Bearings, Shafts, Lubricant additive
Transmissions
Shafts, Gears, Bearings, Paint or Coatings
Gear Systems
Shafts, Gears, Bearings, Paint or Coatings
Base Number
Definition
Base Number measures a lubricant's alkaline reserve, or ability to neutralize acid. Base Number will decrease while the lubricant is in service because it is controlling the acids formed during the combustion process. The Base Number will eventually drop to a point that indicates that the lubricant's additives have been depleted and a lubricant change is recommended.
Standard Test Method Used
mod. ASTM D4739
Unit of Measurement
mg KOH/g (milligrams of potassium hydroxide per gram of sample)
Amount of Sample Needed
4 g (grams)
Test Limitation
Used for used engine oils only to determine safe extension of drain intervals. Contamination by coolant can artificially raise base number.
Possible Sources
The most common reasons for a drop in the Base Number are related to low-quality fuel and oil oxidation. During combustion, a low-quality fuel with high Sulfur content can produce Sulfuric Acid, which attacks the oil and causes a drop in the Base Number. Oil oxidation as a result of engine overheating or extending the oil drain interval will also lead to a drop in the Base Number.