Comments like these are so misplaced. Why doesn't it sound right? Let's try to remember European vehicles have their version of economy and their version of "muscle". They have a very consistent and long standing tradition of producing high horse machines. In my opinion, if its manufactured to a degree thats approved for vehicles like that, its certainly good enough for our American iron, more than likely better.

Also, I think I have read somewhere, they had to change it to this title and change the formulation to meet the euro spec 100% synthetic mark, which is different than a "fully synthetic" motor oil.

[/quote] Why doesn't it sound right? [/quote]



Not sure why this is important, but

1. My Mopar was made in USA with some Canadian parts. Not Europe.

2. I don't use 40 weight oil.

There ya go.

Glad I'm not the only one who noticed.

Oil and Mypillows

one can conger up some mighty horrible images with those two thoughts ! ............

Oh yeah and none have to do with sleeping or cars

Today's modern engines are designed to use light wide range visc.oils,I don't use such light oils in higher milage/older engines, depending on what vehi/time of year I'm changing oil I use 5w/30-10w/30 or 10w/40.

Common practice used by many, many people. Unfortunately with the tolerances these engines are built with, you cannot do that. What i mean is, if it were a situation where you had to lets say, add a quart, it probably wouldn't affect the engine, but the MDS system doesn't play nice with "common grade" oils.

I have no idea what doc's aim is here besides he loves any kind of attention. He has asked this question multiple times and has gotten the same answers.

It's a misconception that today's engines are built with tighter tolerances, we just went thru this discussion of this on the P15-D24 site and the old flat head 6 actually has slightly tighter specified tolerances than the 5.7 Hemi.

But you hit on the real key issues, the MDS is picky. My SIL had the oil changed by some quicky oil change place and his Ram started getting error codes. Related to VVT and such. He took it to the dealer and they quoted him some stupid price to replace a bunch of hard parts. He called me and I talked to a bud of mine that is an expert mechanic and not someone who slept in a Holiday Inn Express. First thing he did was shoot me the TSB on this issue and step one is to change the oil and filter and retest. Turns out the oil change place had used a different and smaller oil filter than specified and who knows what oil they actually put in it. Once my SIL changed the oil and filter himself all was good. So we learned several things, do your own oil changes, that dealership is a rip off, and it's good to know people that actually know something.

Not just an MDS issue, but its has hydraulic driven timing components as well. Ive made the comment about these engine tolerances before after watching a snippet from a chrysler tech training video in regards to the 6.4. Instead of wasting time arguing, im more interested in reading the forum discussion. If you could, please post a link, I would appreciate it.

something similar happened many years ago when my brother inherited his MIL's Buick. [i forget the year, but i'm thinking it was a mid 90's model]
at that time, i was servicing the whole family's rides, plus my own, as i had done for many, many, years.
the oil that had been used for all those years was Wolf's Head 10-40. [my brother's good friend had a franchise for Wolf's Head products]
the Buick was always serviced by the local dealership, which used bulk purchased [unknown brand] 10-30.
anyway, after the first change to the 10-40 Wolf's Head, the Buick's valvetrain developed an unusual noise. i tore that apart and inspected everything except spring pressure, and could find absolutely nothing wrong.
so just for an experiment, i got 5 quarts of 10-30 Wolf's Head oil and changed out the 1-40 that was in it. that oil only had a few hundred miles on it at best, so it was saved for the lawn mower.
and as you have already guessed by now, that engine QUIETED down, and sounded like it always did !
so why did the 10-40 make the valvetrain noisy, and just changing to 10-30 of the same brand make it quiet again ? we have no idea, but in that particular engine, from then on until my brother sold it, 10-30 was what we used, and no noise was heard from it again !
so

In the mid-1990s I got interested in how camshaft profiles affected “dynamic compression ratio.”
This led me to “Rhoads Hydraulic Lifter” design and eventually led me to read the US Patents.

I never before realized how complex hydraulic lifters really were.

Lube oil really affects hydraulic lifters, and hydraulic lifters affect “real world” camshaft affects, especially when hydraulic are worn and old, and camshafts slightly affect fuel economy and torque.

It is all way more complex than I first imagined.

New engine “break in” is not what I assumed it was.