Why are Synthetic Oils met with ignorance and skepticism in a high-tech world?

Are Synthetic Oil Ignorance, Skepticism and Myths the results of Corporate Strategies and Technology Censorship?

Why use synthetic oils?It’s a valid question, because choosing high-performance synthetic oils for your personal vehicles and fleet is as much of a slam-dunk decision as buying a 4k Ultra HD TV instead of a 1970’s CRT TV like your grandparents watched.  And everyone should be using nanofiber oil filters instead of 1940’s paper media.  But why isn’t the decision just that clear, that simple?  It should be.  After all, you can buy a video drone at Walmart, we carry smartphones linked to watches, and computer programming is in every bit of technology we touch and hear.  With such high technology everywhere, there must be better filtration technologies than wood-pulp filter paper, and better lubricants than what can be separated from 3% of the decayed-plant remains of underground crude oil.

It’s not a big stretch to believe that, is it?  The fully trained experts know it’s true.  So why don’t all engineers, motorists, power-sports riders, and fleet managers trust synthetic lubrication technology? Why don’t they all know the superiority of specific constructed-molecule designs in true synthetics, and how anyone can spin on a nanofiber oil filter for an instant 70% wear-rate reduction?  They should know, because synthetic oil technology has been in the US market since at least 1970, and nanofiber filtration was already available for most vehicles before the iPhone 4 was introduced.

But they don’t, and it’s not plausible that this technical blind-spot is mere unguided coincidence.

Let’s pull back the curtain and consider what’s really going on in the automotive lubrication and filtration market. I’ve been puzzling over these things and investigating during my 15+ years as an AMSOIL dealer with 25 years in automotive engineering.  How can it be that the vast majority of engineers and drivers know so little about the far-superior  synthetic lubrication technology that was introduced to the US automotive market by an American company 45 years ago?  (Here’s a good review of the differences between petroleum and synthetic oils.)

What if, like the Wizard of Oz’ throne room in Emerald City, those in control hide the machines they have constructed with mechanisms to allow them to appear impressive and cool, while sounding wise and being helpful, and seemingly above any question of expertise or honesty, but hiding their agenda to censor technology awareness and guide consumer and corporate spending into their pockets. Maybe?  But, that’s crazy because a long-term PR campaign like that might cost… billions?  No person, corporation or cartel has that much money and that big a motive… or do they?

Since the 1890’s, the petroleum industry has invested hundreds of trillions of dollars in removing and processing ancient underground deposits of crude oil into fuel, lubricants, and thousands of products including plastics.  They have oil wells, pipelines, tanker ships, offshore drill platforms, and of course massive refineries with huge tank storage volumes.  It seems as if in the 1970’s, “big oil” realized they have immense built-in profit motivation to keep people from learning about synthetic oil and fuel technologies, and they had untold fortunes they could spend on psychological marketing strategies and legal tactics to keep everyone in the dark, harvesting the technology facts and locking them in controlled environments with limited, restricted public access.

For example, Exxon-Mobil produced just one synthetic oil – Mobil 1 – in limited quantities with high pricing, perhaps partly to overshadow AMSOIL’s market introduction two years earlier, and to control the market messaging about synthetic oils to limit the market adoption rate. The overwhelming petroleum-oil response was to badmouth, downplay, and spread fearful myths about the risks of trying synthetic engine oil, for more than 20 years.  Not until the 1990’s did all the major oil brands finally have a synthetic oil, yet many were hard to obtain without special order, and were mainly limited to racing use and exotic imports.

If such conspiracy seems too theoretical, consider these known examples of big-oil interference invisibly blocking and censoring real technologies, behind the scenes:

AMSOIL protects turbochargers 3 to 4 times better than Royal Purple and Mobil 1, and had ZERO LSPI events in GM’s dexos1®Gen 2, the auto-industry’s best available engine test as of Sept 2018.

Do you know that better, cheaper fuels exist than standard gasoline and diesel fuel?  About 2005, two global companies from Germany and South Africa came to Montana at the invitation of Governor Brian Schweitzer – a former research scientist.  After coal sample testing and economic analysis, they presented that they could build plants to turn America’s vast quantities of cheap, unwanted high-sulfur coal into sulfur-free diesel fuel of higher quality than petroleum diesel, and profitably sell the CTL diesel fuel for less than $1.50 per gallon!

Developed in the 1920’s, coal-derived jet and diesel fuels were part of Germany’s war machine in the ’40’s.  Germany and Africa have refined the technologies for years, and the USA has the world’s largest coal reserves which could power the entire globe for the next 250 to 500 years.  Despite compelling facts, big profit incentives, and Governor Schweitzer driving his diesel pickup on this fuel, not one single plant was built in the U.S.

Fracking vs coal mining: Care to guess which one is environmentally better, and cheaper?  Advanced “clean coal” technologies are real, but you wouldn’t know it because the oil industry and socialists have a war machine to keep them from going mainstream and providing better, cheaper power generation than natural gas (petroleum well out-gassing) which had been so worthless that it was burned off 24/7 in huge flames beside the oil-wells, even into the 1970’s).

Did you know that for at least three decades the rule-of-thumb in the Society of Automotive Engineering (SAE) has been that synthetic oils have 10 times the film strength of petroleum oil base stocks?  This means that synthetics inherently, unquestionably provide better wear protection – especially valuable during the zero oil pressure of engine starting, and drivetrain shock-loading events such as from pot-holes and railroad tracks. Obviously, the oil companies all knew this.  Evidently they didn’t want their captive markets to learn they had better options. 

But here you are!  So, let’s do an end-run around Big Oil’s technical-knowledge blockade and plunge into facts, shall we?

AMSOIL has guaranteed the 25k mile/1-year drain interval since the 1970’s.  Europe has used 15-25k oil change intervals for nearly two decades, and various European and OEM companies have acknowledged that 30,000 mile drain intervals are probably realistic – including General Motors.  Yet surprisingly, I observe that most people not only know nothing of this, but struggle to wrap their brain around how AMSOIL can legitimately guarantee and warranty synthetic oil protection performance with 25,000 mile drain intervals (severe service at 15,000 miles).

An even greater struggle for vehicle owners is to believe they can responsibly use 15k mile and 25k mile drain intervals in their own vehicles, despite the fact that while they do it they are lowering their engine wear rates by more than 75% – thereby QUADRUPLING the remaining available life of their vehicle for mechanically trouble-free miles.  Several have admitted to me that while they believe intellectually that it’s ok, they can’t shake the FEELING that if they don’t change their oil frequently, they are being irresponsible or at least neglectful, in not taking proper care of their car. 

That’s completely illogical, since cutting engine wear by 75% IS taking the best care of their engine, and clearly the most responsible choice.  But then, since they are conditioned to fear and reject 2x to 5x longer drain intervals, and since they don’t take the fuel economy improvement into account, they never realize that the best synthetics are cheaper to use.  They see per-quart cost, then assume that using high performance synthetics would be too costly.

I’m convinced that the main obstacle to owners making smarter vehicle maintenance choices is a psychological bulwark of FEELINGS and emotional perceptions which have been created by entrenched long-term campaigns of petroleum marketing strategies to keep consumers captive through ignorance and fear. It appears that we’ve been the unwitting target of head-games.

So, let’s cover the simple, basic question that everyone asks:

Why are AMSOIL Motor Oils capable of extended drain intervals?

Essentially, there are three reasons which combine together:

  • First, AMSOIL synthetic oils, fluids and greases are designed for maximum possible protection and performance.  All AMSOIL Signature Series Synthetic Motor Oil “base stocks” are made of purpose-built molecular structures of specific designs whose character includes very high resistance to the destructive effects of heat and shear stresses.  These are uniform molecules which lack the huge variations and poor characteristics in random petroleum-oil structures that can be readily chopped apart or oxidized.  AMSOIL synthetic oils do not break down like petroleum oils because they are NOT petroleum oils.  Because an ideally designed synthetic lubrication molecule has vastly superior robustness, it naturally lasts far, far longer than a petroleum oil ever could.
  • Second, to complement the high-performance synthetic base-stock oil, AMSOIL assembles the highest quality additive packages possible: more costly additives which are proven to retain their beneficial properties for a long time without breaking down, even under the worst possible conditions.
  • Third, AMSOIL’s EaO nanofiber oil filters remove 98.7% of 20-micron wear particles at a 20 micron level, and a large percentage of 15 micron particles.  SAE automotive research published in the 1980’s proved that a 70% wear-rate reduction would come from 15 micron filtration, if it was ever made practical.

Together, this triple-crown of ultimate synthetic performance in base-stock, additives and filtration means that AMSOIL Motor Oils can provide far longer drain intervals than conventional lubricants, without ANY compromising of superior performance and protection.

THINK YOUR WAY TO FREEDOM:  If AMSOIL engine oil, after 25,000 miles, still exceeds competitor performance from a new bottle, and the wear particles are being superbly filtered out of the engine oil, then… why should you change your oil any sooner?

WHY does AMSOIL still recommend their top Signature Series synthetic oils for 25k-mile/1-year or 15k/1-year drain intervals, and still warranty their oil performance at those long oil changes?  Even more crazy, how can they warranty their performance for an unlimited time when oil sampling analysis is used to verify the oil condition?  Here’s the secret:

The warranty costs AMSOIL nothing, because ALL the data proves that their oils haven’t broken down and still prevent engine damage, while minimizing wear.  Oh, and since the annual warranty claims average roughly … zero … except once per decade when AMSOIL covers repairs for a customer while the OEM delays before admitting that the problem was a defect in either design or manufacturing – and had nothing to do with the engine oil.

You might say that AMSOIL can provide their insane warranty because they have so superbly designed their lubricants that they have engineered all the risk out ! 

It’s not theory, it’s not marketing.  Their global-benchmark engineering excellence is constantly proven over and over by AMSOIL’s most critical customers with the most severe lubrication service demands.  Since the highest horsepower boats, motorcycles, cars, diesel trucks, ATV’s and racing machines of all kinds trust AMSOIL to provide exceptional superior lubrication protection and performance, I’m pretty sure you and I are well covered, my friends!

The reality of technical facts turns skeptical concerns completely on their head: overall, the combined AMSOIL oil and Ea nanofiber filtration typically delivers wear rate reductions well over 80%.  Two current examples are the Nordic Waste diesel fleet, and the Vegas taxicab fleet.  But ANYONE can prove it to themselves with data from their own vehicle, simply by taking a sample of the AMSOIL synthetic oil when you change it, and sending it to a lab for analysis.  (Cost is about $30.)  If you want to get serious about this, take a sample of your current oil as you drain it to install AMSOIL – with that baseline, it’s much more eye-opening.


Save up to 25 percent and get exclusive offers as an AMSOIL Preferred Customer PLUS exclusive help from a former OEM headquarters senior engineer

Here’s how: Use oil sampling analysis data to convince yourself.  It’s a powerful way to free yourself from marketing manipulation: if you can do it, make yourself do ONE full extended drain interval, and pull an oil sample after 1 year or 15k/25k miles, then see what the laboratory analysis tells you.  If you can’t handle that the first time, then test your first sample when you are getting uncomfortable – but don’t change the oil unless the testing shows you need to. Then test your AMSOIL motor oil every 5k miles until you find it approaching the end of its service life, but change your EaO oil filter at the 15k or 25k for it’s type, or 1 year, whichever is sooner.  Yes, you can change your oil filter without changing the oil.  Just spin it off, partly fill the new one with fresh oil, spin it on, run the engine for a minute, then top off your oil.

That valuable scientific exercise will do the trick: countless drivers who do a lot of highway driving have found that the lab tells them to keep driving on the same AMSOIL synthetic engine oil after 25,000, 30,000, 35,000, sometimes even 40,000 miles.  The owner of the Million Mile Van was pretty nervous about 25k mile drain intervals until he pushed his first AMSOIL synthetic engine oil change to the point where the lab report told him to test the oil again with 43,000 miles on it!  If you have wondered how ordinary people can become passionate about AMSOIL’s engineered performance, imagine being in their shoes!

Slowly it dawns on them why AMSOIL not only warranties their synthetic performance for such long drain intervals, but also warranties their synthetics for a much longer drain interval or none at all, if that’s done with the safety of oil sampling analysis: the truth is that in most cases AMSOIL’s mileage life is much longer than what it’s rated for, but AMSOIL is conservative in order to protect drivers in worst-case severe duty applications.

The results of using AMSOIL synthetic lubrication technologies are very predictable, proven weekly in more than a million fleet miles with hundreds of oil samples, while delivering 5-15% better fuel economy, lower operating temperatures and reduced operational costs: wear-metal ppm’s are very low and the drained 
AMSOIL still outperforms most name-brand oils when they are poured from just-opened bottles.

If your mind isn’t blown yet, here’s even better news.  How about using AMSOIL for free, or being paid to use it!

The stunning reality for the majority of vehicle owners and fleet managers, is that the fuel savings are far more than, or equal to, the cost of the AMSOIL synthetics. Calculations like those below show how annual oil changes are actually less expensive than with petroleum oil, but that’s without 2-10% fuel economy improvements.  So, despite the per-quart price and the $15 or $20 oil filter, using AMSOIL may not only be free – it probably pays you to use it.

Are you still SURE that staying with your “trusty” petroleum oil is a wise idea?

AMSOIL Savings Cost Calculator 2015

In closing, please understand:

Our mission is to arm you with the technology-knowledge to make better, lower-cost decisions about your vehicle maintenance and operating expenses – including spending less money on fuel and repairs.  Decisions that benefit YOU, as well as the environment, by using up to 87% less engine oil and 2-10% less fuel.

That’s the purpose of our free vehicle maintenance page. It helps you easily look up info for optimally maintaining your vehicle while spending less money than you do now, explains what your options mean, and even tells you the key secrets on how to drive 500,000 miles while avoiding ever repairing your transmission, differential, or hydraulic power steering.  Plus, we tell you the secret options on buying at wholesale pricing and having products delivered to your door in 2-4 days.

Perhaps most importantly, that page also tells you what shouldn’t be a secret but is never talked about and is rarely addressed even by dealer service personnel: a simple, inexpensive annual maintenance item that will make your vehicle safer, reducing accident risk and damage severity by avoiding the biggest silent, invisible contributor.

AMSOIL – the First In History and In Quality

    • First to develop an API rated 100% synthetic motor oil (1972).Amsoil Research Orange Dragstrip Car

    • First to introduce the concept of extended drain intervals, with a recommended 25,000-mile/12-month drain interval.

    • First to produce synthetic motor oils for diesel engines.

    • First to produce synthetic motor oils for racing engines.

    • First to produce synthetic motor oils for turbocharged engines.

    • First to produce synthetic motor oils for marine engines.

    • First to manufacture synthetic gear lube for automotive use.

    • First to manufacture a 100:1 pre-mix synthetic 2-cycle oil.

  • First to manufacture a synthetic automatic transmission fluid for automotive use.

More about AMSOIL’s Excellence and Amazing History

AMSOIL - the Official Oil of the Diesel Power Challenge and the Ultimate Callout Challenge


  1. Standardized test data from the most reliable & trusted tests in industry.
  2. Personal experience.

Combine those two, and when they both agree, you will have no doubt about the superior performance of AMSOIL products.

We’ve got the data. Why not combine that data with YOUR personal experience, so that you KNOW the results are as accurate as you made them yourself? Contact us, and we’ll help.

Sure, you can keep buying the mediocre performance of the famous mainstream brands that fill most store shelves. But know that when you do, those oils are costing you a lot more money per year than buying the high-performance AMSOIL solution.
Bottom line? AMSOIL saves you money.

(We save a LOT of money with these AMSOIL “secrets”, and thought you’d like to know them, too.)

Recommendations and Related Articles:

Typical advantages of AMSOIL synthetic motor oils and filters:

  • Save time and money with extended oil drains;AMSOIL is Devoted to Protection
  • boost fuel economy 2-10%;
  • lower operating temperatures;
  • reduce engine and component wear by over 70%;
  • triple the remaining life of your lubricated mechanical systems & components (“triple” is conservative).

In nearly every case, AMSOIL‘s synthetic lube and filter products provide best-technology solutions that far exceed OEM specifications. And they provide optimum solutions considering the three greatest automotive insider secrets for vehicle maintenance. That is why we recommend AMSOIL products.

You will not get any of these benefits with conventional petroleum oil !!!!!

AMSOIL is proudly made in the U.S.A.

AMSOIL is privately owned by patriotic Americans

My AMSOIL Garage tracks your oil changes and maintenance for ALL your vehicles for FREE

AMSOIL 75% better protection against wear and horsepower loss

A view of some of Lavon Miller’s most impressive Firepunk Diesel trophys – all won using AMSOIL diesel oil, ATF, and gear oil. Click to scroll down to Lavon’s video interview.

Preventing the LSPI Super Knock Grenade in Turbo TDGI Engines

LSPI Super-Knock Will Soon Damage Newer Turbocharged T-GDI Engines in Your Neighborhood, Maybe In Your Driveway

How do you protect your 2013+ turbocharged gas engine from “super-knock”, or Low Speed Pre-Ignition (LSPI) damage, which is caused by normal driving?

Vehicle manufacturers know LSPI damage in new T-GDI (turbocharged gas direct injection) engines is a serious risk and have temporarily programmed vehicle software to “detune” the engine below the intended level of engine horsepower and fuel economy, in order to avoid LSPI-inducing conditions. Doing so, however, limits fuel efficiency.  The SAE, API, ASTM and OEM’s will soon issue a new oil grade with new tests to prove oils prevent LSPI (as it turns out, it’s one of the most difficult tasks that engine oils have ever been called upon to do).

Soon afterward, to extract maximum efficiency from their advanced power plants, OEMs will implement software updates (expected in 2019) to unleash more power and improved fuel economy, along with much higher susceptibility to LSPI. New cars sold after this will have the updates, and vehicles serviced by dealers will get the updates.  But I don’t know that we can control this as consumers, or even that we will always know.  It’s possible that some of these updates may happen wirelessly overnight, as your vehicle sits in your garage or driveway.

We are pleased with how AMSOIL has worked hard to fully prepare for these future OEM updates, protecting their customers’ cars, trucks and fleets by reformulating their engine oils long before new testing standards are finalized.  Proving it can fully protect turbocharged direct-injected engines, AMSOIL entire new line of synthetic engine oils have all achieved 100 percent protection against LSPI in the engine test required by the GM dexos1®Gen 2 specification.

We are pleased with how AMSOIL has worked hard to fully prepare for these future OEM updates, protecting their car, truck and fleet customers by reformulating their product line long before new testing standards are finalized.  Proving it can protect turbocharged direct-injected engines, AMSOIL entire new line of synthetic engine oils have all achieved 100 percent protection against LSPI in the engine test required by the GM dexos1®Gen 2 specification. (AMSOIL protection goes further than that, too, with important protections that other oil companies don’t consider. We’ll explain.)

dexos1® oils vs. dexos1®Gen 2 oils

Please know that hundreds of oils have passed the older dexos1®Gen 1, often just shown as dexos1® on labels.  Beware, because dexos1® oils don’t come anywhere near passing dexos1®Gen 2.  If it does not say “Gen 2”, it must NOT be used in a T-GDI engine.

What does it really mean to pass dexos1®Gen 2 testing?  Gen 2 tests for very low turbo deposits, PLUS low LSPI occurrence. While several dozen oils are already certified to GM’s spec, ahead of an official industry standard test, dexos1®Gen 2 certification does not require 100% LSPI protection.  Few people understand what this means, but we think this point will eventually prove to be crucial for vehicle owners.  Here’s why:

  1. Oils can have a specified number of LSPI events and STILL pass GM dexos1®Gen 2.
  2. Other than test data provided by AMSOIL, consumers will NOT be told how well an oil perform:  concealing lubrication performance in the industry’s standardized testing is how petroleum companies keep consumers from understanding the need and value of true constructed-molecular-design synthetic lubricants.
  3. Because the piston-stresses of LSPI events can be severely high, there is potential for occasional LSPI events to create cumulative microstructure damage in the pistons as mileage gets higher, leading to sudden fatigue-fracture piston failure.

Premature Timing Chain Wear in T-GDI Engines

Still another growing T-GDI issue is rapid timing chain wear on some of these engines.  In fact, a Ford technical service bulletin (#14-0194) acknowledges timing chain wear as a problem in certain vehicles equipped with its popular 3.5L EcoBoost® engine.  (However, the bulletin does not reveal that switching to AMSOIL Signature Series synthetic engine oils will eliminate this wear problem.)  The wear due to occurring due to oil soot generation levels which can run on the level of older diesel engines, soot content which most oil formulations besides AMSOIL have not protected for because these engines aren’t diesels, and because even the latest oil specs have not addressed it.  What this also means is that the size of diamond-hard agglomerated soot particles in many oils will eventually be recognized to be causing more T-GDI accelerated wear areas than just timing chains!

For all these reasons, for best protection against soot wear and accumulated LSPI fatigue failures, we recommend using only AMSOIL engine oils, and to NEVER add any oil additive to ANY engine oil in TGDI turbo’d engines, and to regularly use a high-performance fuel additive like AMSOIL P.I.

That’s the short summary.  But we need to dig into the crucial details, and sobering facts, before you really wish you had known more.

Why is LSPI such a big deal, when engine knock has been around since at least the 1960’s, mainly in hot-rod tuning which included advancing the ignition timing?  Because it’s different and worse, and it may already be sitting in your driveway.

The “super-knock” slang for LSPI hints at how its’ combination of new technologies mainstreams engine knock into commuter driving, and increases the damage severity.  The potential exists for ordinary drivers to accelerate from a stop-light to get in the correct lane, and find themselves paying the tow-truck a fraction of the costs they will soon face to repair or replace their engin

LSPI is somewhat like a rattlesnake with a missing rattle.  It’s as if you can go through your normal day unsuspecting of any risk, and suddenly with no warning like a rattlesnake bite, find yourself in a bad situation:  you don’t know how much venom was injected, but the painful news seems to grow worse by the hour.  But, a better analogy is a hand grenade.

Would you throw a grenade in your engine air intake and then start the engine?

Of course not!  And that’s why you don’t want LSPI – because it is an uncontrolled explosion, whose power to shred your engine comes from the worst possible combination of circumstances.

It’s agreed that under normal conditions expected by OEM engineers, LSPI should rarely, if ever, occur with adequate power to cause damage.  That’s the plan.  However, those “normal expected conditions” rely on a lot of sophisticated interactive engineering to create two new, novel achievements: that the combustion area will stay clean and free of deposits, and that both the fuel quality and the engine oil formulation will do their part to prevent deposits and small residue areas of unburned fuel.  And according to Lubes and Greases in early 2018, the industry still doesn’t understand LSPI yet: although they know some things that help, and other things that make it worse, they don’t understand why.  See any risk there?

To understand the importance of these questions and the magnitude of potential problems, consider that T-GDI engines are now dominant throughout nearly every OEM lineup as either the primary or an optional engine. (Think Ford, GM, Chrysler, Toyota, Nissan… just name every OEM.)  Here’s one typical example that will help you understand LSPI severity: Green Car Congress reports that BorgWarner’s regulated two-stage (R2S) turbocharging technology is now improving the performance and fuel economy of Ford’s new 2.0-liter TDCi diesel engine, the first Ford engine for passenger cars equipped with a two-stage turbocharging system. The sequential bi-turbo setup boosts the lightweight 2.0 L engine to an amazing 207 hp output that 15 years ago took a 3.0 L engine that weighed over twice as much.  Yet in the 2.0L marketplace, 207 hp is a tame power level. The 180 hp 1.8 L in the 2002 Audi TT also had a factory-tuned version that put out 225 hp.


As the accelerator pedal is pushed, Direct Injection controls enable dynamically advancing the ignition spark timing and modifying the timing, volume and rate of gas injected, and a turbocharger boosts the pressure of fuel & air going into the cylinder, but pre-ignition explodes the fuel before spark-plug activation while the piston is still rising in compression, and Low Speed rpm puts the highest pre-ignition cylinder pressure near top-dead-center (TDC) where the piston can’t move quickly enough to lower the pressure spike.  The pressure spike is higher because more fuel was injected, and the ignition front is larger and much faster.  There are still more compounding factors, such as thinner, lighter pistons.  So LSPI is a combined worst-case situation which is the “perfect storm” recipe for engine damage, not only because the force applied to the piston and piston rings can be several times higher than they are designed to handle, but because broken piston piston pieces can bounce around the combustion chamber and out the exhaust port – into the turbocharger where the impact with multiple turbo-blades spinning at 10,000 to 250,000 rpm can send high-velocity turbo blades through the engine compartment and even completely through the car hood.

Of course that “cannot happen” because there are sensors and control logic to minimize the severity of what could happen, and turbochargers almost never explode outside of dyno/track race-tuning.  All true.  But this is the point: the power is there, the mechanisms are there, and engineers, sensors, and control logic cannot always predict and compensate for every situation without error.  However much uncertainty and risk lives in the combined synergic details of a particular turbo GDI engine model year and software revision is unknown. Let’s all hope the bigger problems are not under YOUR hood.

“Super-knock” has serious damage potential even when systems minimize or silence the catastrophic drama.  In less than two seconds, LSPI could scrap an engine block, heads, pistons, and one or two turbochargers.  Seconds later in a worst-case scenario that every OEM hopes cannot happen, the aftermath could even force you to flee your burning car.

AMSOIL protects turbochargers 3 to 4 times better than Royal Purple and Mobil 1, and had ZERO LSPI events in GM’s dexos1®Gen 2, the auto-industry’s best available engine test as of Sept 2018.

No, this is definitely NOT a situation that OEM engine chiefs want to be in.  But this is the corner where the mandated federal fuel-economy regulations have pushed OEM’s.  The required engineering intensity is on a level that used to exist only on the race track, the runway, or the launch pad. But the engine oil, the fuel, and the vehicle maintenance are all important interactive factors which can only be tightly controlled by a professional racing team.

Why Oil Additives are a VERY Bad Idea in the Brave New World of LSPI “Super-Knock”

After OEM installation of new software, engines running with a motor oil that is not formulated to combat LSPI will be at great risk of damage, and it can be severe.  The OEM’s and industry drivetrain engineers all agree on that fact.  But they also agree that engine oils which are developed to prevent LSPI will enable controlling and minimizing LSPI occurrence.

HOWEVER, one important risk factor which is getting little attention is aftermarket engine-oil additives.  At DMT Technical, we expect that many oil additives will imbalance the finely-tuned oil formulations, enabling LSPI either immediately or gradually as the engine oil ages before the next oil change, and creating a wave of super-knock engine rebuilds which WILL NOT be covered under warranty.  Vehicle owners who learn this the hard way will be shocked at the cost of engine repair or replacement.

Best Recommendations of DMT Technical and UltimateSyntheticOil to Prevent LSPI Damage

These three recommendations minimize the risks of LSPI damage in a turbocharged T-GDI engine:

  1. Use AMSOIL engine oils because as mentioned above, they have been rigorously developed to prevent LSPI.  In the best currently available industry testing (GM dexos1®Gen 2 engine test), all AMSOIL engine oils for recent gasoline engines didn’t simply “pass”, but had ZERO occurrences of LSPI and protected turbocharger performance at the highest levels.  And – shocking fact – AMSOIL is the only oil company who warranties their oil performance against damage.  Here’s where to get the best oil recommendations for your specific vehicle.
  2. DO NOT USE ANY engine oil additive.  For more info on the BEST way to get maximum engine protection, here’s the single best overview of oil additives – and many people agree.
  3. Use a very good fuel additive.  We recommend the extensively tested AMSOIL P.I. (performance improver), not only for its ability to effectively clean the entire fuel system, injectors, combustion chamber, pistons and piston rings whose cleanliness is important to avoid LSPI, but also for its easy use, low cost, and demonstrated fuel-economy improvements.

Uncertain about AMSOIL?  No problem, because we’ve done years of work to help you with that!  Here we pit Michael Phelps against AMSOIL’s performance, and explain why AMSOIL’s superiority is more impressive, more trustworthy and more highly credentialed than even Michael Phelps with more Olympic Gold Medals than any athlete in history. (Yes, really.)

Our Opinion of T-GDI Impact in the Oppressively Regulated Automotive Market

Turbocharged GDI engines have been coming into the market fast beginning about 2013, spanning 1.0 L, 1.4 L, 1.6 L, 1.8 L, 2.0 L, 2.4 L, 2.5 L, 2.7 L, 2.8 L, 3.0 L, and 3.2 L – to name a few. These are in most cases completely new engine designs, fielded not only by Hyundai, Kia, Honda, Toyota, Nissan and Mitsubishi, but also by GM, Ford, Chrysler, Fiat, Porsche, Mercedes Benz, Audi, etc.  In some of the latest models they are coupled with 11-speed automatic transmissions (I wish they were kidding). Increasingly, the newest models use two turbos to maximize performance and fuel economy.  WHY?

Our studied analysis is that OEM’s have been given no choice.  They are all in the same global-market “boat”, hijacked in the same central-planning totalitarian coercion that has often destroyed nations and threatened the globe more than once.  No OEM wants to protest about durability concerns when their honesty could backfire and torpedo their sales in the face of their traditional competitors or the fast-rising electric vehicle (EV) market.  When taking this situation as a whole, analytical, technically-savvy consumers and engineers are bound to grow concerned about the medium and long-term cost-of-ownership viability and warranty viability of these engines.

Is this just alarmist “sky is falling” worry?  Maybe, but don’t bet on it.  The dark reality is that the totalitarian fuel economy mandates are forcing new vehicles to have intensively complex engineering requirements with loads of new technologies, rushed to market without adequate time to fully develop or understand the interactions of multiple radical changes in multiple system designs and technologies which are all being combined together for the first time.  To be clear: those CAFE mpg mandates carry crippling financial penalties which force the situation to get worse with every new model year.

To illustrate, one of the most effective design development tools in automotive engineering was displayed in the 2000’s era by Ford’s “D-FMEA with Robust Linkages” (Design Failure Mode Effects Analysis).  Ford found that by evaluating the interaction of every engineered sub-system with the content and design of every connected or adjacent system, they could make vast improvements in 1st-model-year vehicle quality and durability.  But in the mandated new climate, successfully retaining Robust Linkage analysis is unlikely. It will tend to become an OEM culture-casualty in the engineering wars that will ultimately prove very costly to both consumers and OEM’s.

Take this 2015 F150 truck with 2.7 L EcoBoost video story for example, that was purchased because it was cheaper than the 5.0 L engine (at the dealer) and got better fuel economy, has a graphite engine block, a plastic composite oil pan (adds strength and cuts weight) & lots of other new cool tech.  The owner reports that at 4,000 miles it had an oil leak, from the oil pan bolts, which the dealer replaced.  A thousand miles later, the same problem, the same fix again. (The forums know about the problems, but not the dealer?)  It towed great in the mountains, but then needed a fourth oil pan.

Then while towing again, something happened, the oil pressure dropped to zero. Added oil, drove it back to the Ford dealership, they wanted to run an oil consumption test.  Limp mode engaged, and it turned out that a chunk of exhaust valve had broken off.  [“Danger, danger Will Robinson!”]  Naturally, it scored the cylinder wall (and did other damage).  So they replaced the engine.   And it ran flawlessly for the next 10k miles, with some towing in Colorado. But the owner is concerned about keeping the truck past the 60k mile warranty.

This House Committee Report detailed the ugly saga of OEM’s new CAFE minefield, which taxpayers fund out-of-pocket at dealerships and repair shops.

It sounds as if the dealer made no mention of LSPI, and did not detail the full extent of the damage such as to the piston(s) and turbocharger.  But it’s likely that LSPI caused the damage, and essentially totaled the engine.

I’m not picking on Ford but using them as an example, because these issues will not be unique to Ford – they are unique to turbocharged gas direct-injection engines.  Do I think the OEM’s will “iron out” the T-GDI wrinkles?  Yes, but no, because almost every year OEM’s and their supply-chain are forced into another bunch of not-quite-fully-proven tech change combinations, all to drive average CAFE mpg upward fast enough to stay out of bankruptcy.

I see nothing that suggests it will get better, and the only glimmer of hope is that President Trump’s administration might decide to tackle this crippling situation, and might be successful.  Until the auto industry is rescued from this corruption which appears deliberately conceived and targeted to destroy the automotive industry, I expect the reality of the cool new technologies rolling off dealer lots will only get worse for everyone.

For those unaware, the North American auto industry was illegally hijacked by the machinations of the prior regimes “car tzar”  and coerced to sign up to what one congressman referred to as a slow-motion-suicide pact.  A congressional sub-committee staff investigative report (pdf link at right) which detailed the ugly realities was a significant factor in why I decided to not only leave OEM headquarters, but get out of auto industry design & manufacturing.


Lets compare AMSOIL to Michael Phelps

AMSOIL and Michael Phelps?  Why compare the most decorated Olympic athlete in history with the most awarded, highest performance synthetic lubrication company in the world?  

The reasons you should be using AMSOIL synthetic lubricants as the total you-win choice for your vehicle and equipment maintenance, are the same reasons you’d pick swimming lessons from Phelps in a state-of-the-art facility (instead of a high-school swimmer teaching at the YMCA).

So although it does sound strange, by reviewing Michael Phelps’ Olympic swimming domination from some ridiculous out-of-the-box angles, we’ll reveal the superiority of AMSOIL Synthetic Lubricants in an understandable way that reduces confusion and eliminates many myths.

Let’s explore the factual logic behind that quick summary, and expose the difference between choosing your automotive and fleet lubricants based on engineering data, vs psychological marketing.

AMSOIL synthetic lubricants in vehicles and equipment are an equivalent parallel to the excellence and superior performance of Michael Phelps in the pool

Imagine that you’ve decided as a family to do triathlons competitively.  Suppose that for swimming lessons you have two options: either take YMCA pool classes taught by a random high school swimmer, OR, have Michael Phelps coach your family locally in a state-of-the-art dedicated swimming facility for an annual membership that costs less than a year of YMCA classes.  Your choice is a no-brainer, right?

Yes, pool water and engine oil don’t mix, and a person isn’t a corporation, etc.  But beyond the obvious, there are two main differences between Michael Phelps and AMSOIL:

  • Most people know 100 times more about Phelps’ world-class best-in-history credentials than they do about AMSOILs’.
  • Of those two untouchable, dominant track records, only your knowledge of AMSOIL’s will pay you and benefit others.  You may find Michael Phelps performance records interesting and inspiring, but knowledge about AMSOIL’s proven superiority will save you time while keeping money in your pocket, year after year… after year.  And by telling other people the secret, you give them the same advantages.  So, keep reading!

To refresh our memory, Phelps is recognized as the most decorated Olympian of all time, with 28 medals and 23 of those being Gold.  In 2016 in the Rio de Janeiro games, he wasn’t just taking home more medals than any other athlete.  In Rio, Phelps also became the only Olympian ever to win the most medals… in each of four straight Olympics.

The world was astonished, but his competitive swimming capabilities showed up in his boyhood. Michael Phelps set his first national swimming record at 10 years old for that age group, and about 12 of Phelp’s young age-group records still stand in 2018.  Then in 2000, barely 15 years old, he placed FIFTH in an Olympics final. His phenominal Olympic career launched to the world’s audiences when he arrived at the 2004 Olympic games at age 19, with audaciously ridiculous goals for how many medals he planned to win.  As of June 2018, six of Phelps’ individual and relay team world records still stand from the 2008 Beijing and 2009 Rome races.

With all that in mind, let’s go a bit hypothetically weird or ridiculous with Phelps – then bring it back to AMSOIL.  

What if, in 2018, Michael Phelps claimed that he is still faster than any high-school age swimmer from any Olympic nation? …with a serious face… then winked at the camera?

Phelps probably wouldn’t claim such a mediocre distinction, of course, even with a wink for humor.  But just suppose he did.  What would be the reactions to his claim?

  • Would anyone accuse Phelps of bias, and say his claim wasn’t believable because he was saying it about himself?
  • Would anyone ask Michael Phelps to show proof that he had raced and beat the best swimmer from the best high school team in every nation?  (like the Olympic games?)
  • Would anyone claim that only race times from the same swim meet or the current year could count?

Do those reactions seem… intelligent and logical, yet naive and uninformed?  Like a 5-year-olds’ ideas about how the world works?  Like the tangled technology perceptions among great-grandparents living in a nursing home?  Why is that?

Would ANYONE seriously question Phelp’s superior speed in a 2018 high-school swim-meet… unless they knew nothing about him or Olympic swimming competition?  Don’t such objections seem simple-minded because we already know so much about Michael Phelps, and about what a swim race is, and an Olympic-regulation-size pool?  We’ve watched Phelps win races and stand on the medal ceremonies podium, maybe across all four Olympics, followed by TV interviews, slow-mo analysis of his techniques, and discussions on why his Olympic Medal total is probably an unbreakable record.  Maybe we’ve seen more than one of his 12 Sports Illustrated magazine covers – especially the 2016 cover with all 18 pounds of his Olympic gold.

Michael Phelps modeled all 23 of his Gold Medals for the 2016 SI cover

But, how would we react if we didn’t already have so much exposure?  What if we just didn’t know enough about Phelps and Olympic swimming races to realize his hypothetical claim was only a humorous vast understatement?

Lack of exposure is truly the core obstacle that every new customer has with AMSOIL, because the #1 comment we hear from them is the same thing we said over and over: “I wish I had heard about AMSOIL years ago!”

So, for just a couple of backstroke laps in the pool, let’s pretend that – like most people’s awareness of AMSOIL – we have heard nothing about Michael Phelps except that he’s a fast swimmer.

Instead of already knowing about his Olympic records, let’s evaluate those possible reactions above to Phelps’ (hypothetical) claim, by considering some logical questions:

  • Aren’t Olympic race times and record-holder race stats publicly available as swimming world records, and aren’t swimming records in certified pools submitted into international database records?  (Yes, they are.)
  • Doesn’t a FINA regulation Olympic-size pool still have the same 50-meter lane length with nearly identical starting platform specifications since at least 1996?
  • Are Olympic race results untrustworthy because “the swimmer paid” (less than 1% of costs) for the pool, officials and race timing?
  • Can an Olympic swimmer manipulate race results by changing pool lengths, bending time, bribing officials, or rigging race clocks in Olympic competitions… without anyone realizing it?
  • With all the media video footage of every race, is it possible for anyone’s Olympic swim times to be inaccurate?
  • If any high-school or college athlete is “faster than Phelps”, isn’t it their responsibility to prove it in a certified pool, before their claim can be anything but laughable material for a stand-up comedian?
  • If any high-schooler in history ever posts a faster certified race time than Phelps, won’t it be all over the media?

Sure it’s all crazy talk.  Yet those questions mirror the “problems” and doubts that many people have about AMSOIL, simply because they’ve had no exposure to know better.  How could they?  There are no globally telecast lubrication performance competitions (not even for an hour, much less a week!). Even today, over 95% of car owners have no earthly idea how utterly dominant that AMSOIL is globally in the design and manufacturing of constructed-molecule synthetic lubricants – including synthetic oils, greases and hydraulic fluids.

So, as we did in reviewing basics of Michael Phelps as the most winning athlete for four straight Olympic games (16 years), let’s briefly review the parallel of AMSOIL’s four straight decades of test-proven, record-breaking, superior lubrication performance: 

AMSOIL is a corporation started by fighter-jet squadron commander Al Amatuzio.  In the cockpit and in airfield maintenance, he saw how R&D improvements in jet-engine synthetic oils were boosting engine power and fighter performance, while increasing engine life and reducing maintenance rebuilds and costs.  What about his car engine, and the automotive market?  He started by designing and making synthetic oil for his own engine and that of friends.  Then Amatuzio embarked on a visionary pioneering journey with great passion, and persistent determination, to accomplish what had never been done before – despite it being “impossible” to succeed against the petroleum giants. He brought engineered synthetic lubricant chemistry into the automotive industry, and refused to allow large adversarial companies to force him out of business with frivolous legal battles.

“The biggest thing I’ve always said is — anything is possible,” Michael Phelps said late Tuesday night in the 2012 Summer Olympic Games. “I’ve put my mind on doing something nobody has ever done before and there is nothing that was going to stand in my way — of being the first Michael Phelps.” 

Phelps sounded much like Al Amatuzio, an official Lubrication Hall of Fame legend, talking about when AMSOIL introduced the first API certified synthetic motor oil (1972/’73), about twelve years before Michael Phelps was born:

AMSOIL’s History and Excellence Explained in one great, short video!

It’s worth watching that short video to understand the passionate drive, because Amatuzio embedded his DNA of passionate excellence and bulldog determination into AMSOIL’s operations and business culture.  From the earliest years, that became AMSOIL’s trademark of relentless R&D that was always pushing the envelope, raising the bar, and putting people in the winner’s circle in nearly every possible racing category. And still today AMSOIL remains privately owned, and manufactures most of their own product line in-house, in the USA.

Spoiler Alert!  Although both AMSOIL and Michael Phelps are the most highly decorated competitors in their fields, one of them is far more accomplished, with far more dominant superiority than the other.  If you don’t want to know which one it is, then stop reading right here.

Comprehending the Weight of AMSOIL’s Total Performance: Equating AMSOIL’s Lubrication Industry Domination with Michael Phelps’ Domination of the Olympic Pool

AMSOIL’s API certified synthetic motor oil was only the first of many first-place records they set, because they introduced the first synthetic lubricants to the automotive market in most categories (see list below).  Few people realize that ALL of AMSOIL’s first-product introductions were automatically FAR superior to anything available, because no petroleum oil can match the performance of a well-engineered fully synthetic (constructed) oil, especially in the 1970’s and ’80’s.  In fact the industry’s rule-of-thumb has been that a full synthetic has roughly 10x the film strength of a petroleum oil – a huge inherent advantage in minimizing the major engine-damage sources of dry engine startup and drivetrain shock-loading from pot-holes and railroad crossings.

Even the very first AMSOIL synthetic engine oil had a 25,000 mile service life compared to 2,500 – 5,000 miles for everything on the market. The oil filters needed more frequent replacement. However, 25k mile oil changes were zero “hype” both then and now — they were proven, conservative results of the inherent durability that was built into Amatuzio’s ultra-high-performance products because of their robust molecular designs.

The stunning performance of AMSOIL’s new synthetic oils in the world of petroleum lubrication has been hard for people to grasp.  But fortunately, it comes into focus if we simply convert AMSOIL’s introductory lubrication performance into an equivalent performance by Michael Phelps in the pool.

What is a good “Phelps” comparison?  You might say that each new AMSOIL synthetic lubricant introduction was the equivalent of Phelps breaking every world record in yet another swimming style, and winning races by half a pool length faster than the swimmers who set the prior world records – despite it being his first race in that category!  You might say that because it’s a good analogy, and impressive.  However, it’s also a gross understatement.  We need a better analogy, like this:

At five times longer service life with 25,000 mile oil changes, AMSOIL synthetic engine oils still cut engine wear rates in the 1970’s by WAY over 50%.  So, we could say that to equal AMSOIL’s performance margin, Michael Phelps would need to swim five times further than the 100M and complete those 500 meters at twice the speed of the world record pace for the 100-meter race.

[You might want to read that a couple more times, and let it sink in.]

AMSOIL has been proving their superior performance over and over against all the leading lubricants (not just Mobil 1) by publishing comparative certified laboratory ASTM test data for more than three decades, without ANY courtroom or lubrication industry challenge of the test data accuracy!   Why?  The superior performance is incontestable: since AMSOIL’s test data comes straight out of the arena of standardized lubrication industry testing, as performed daily throughout the global lubrication industry, the data cannot be legitimately challenged.

AMSOIL can claim to be the best, and publicly show unassailable data proving they are the best, for one simple reason: they ARE the best, THE performance benchmark, AND the value benchmark.

When someone discounts or questions the validity of published certified-lab ASTM test data of AMSOIL products, it’s no more credible than questioning the validity of Olympic world records. Certified timers in FINA certified pools DO prove Michael Phelps records are not illicit, and that his medals are not photoshopped fakes crafted for self-promotion like fraudulent war-medals.

When someone suggests that AMSOIL has to prove their designed and constructed synthetic lubricants are superior to a specific petroleum oil, it’s just as ridiculous as alleging that high-school swimmers should be assumed to be as fast as Michael Phelps unless he directly races them.

Lubrication performance specs and warranties in the global OEM arena 

Some car designs, especially European designs, include components or systems which are especially demanding on lubricants.  In cases where lubricant demands exceed the existing agreed automotive-industry-wide SAE Service Grade performance requirements, OEM’s state that only lubricants which pass their additional performance specification tests are acceptable. There are many reasons for the need for specialized lubricant performance testing, including higher performance, or simply the technical impact of the latest rounds of government demands for emissions and fuel economy.

In these additional high-performance OEM specifications, AMSOIL provides surprisingly dominant “Olympic gold medal” levels of performance. Consider these examples:

  • Independent testing shows that AMSOIL’s Signature Series 0W-20 provides 75% more engine protection against horsepower loss and wear than required by a leading industry standard*, extending the life of vital components like pistons and cams.  (*ASTM D6891 as required by API SN specification.)
  • General Motors created the additional new Dexos1 Gen 2 specification which it requires engine oils to meet for high-performance turbocharged engines, in order to (1) provide adequate turbocharger protection and to (2) avoid damaging Low Speed Pre-Ignition (LSPI).  ALL of AMSOIL’s new gasoline engine formulations pass Dexos1 Gen2 tests at the highest performance level, far beyond the minimum requirements.

Low-Speed Pre-Ignition (LSPI) Demonstrates AMSOIL’s Untouched Cutting-Edge “Overkill” PerformanceSave up to 25 percent and get exclusive offers as an AMSOIL Preferred Customer PLUS exclusive help from a former OEM headquarters senior engineer

LSPI is a critical-damage issue in the new turbocharged gasoline direct-injection (T-GDI) engines due to the combination of premature fuel ignition under high engine loading.  Most of the new 2.0L 4-cylinder engines in North American available cars are of this type, and are currently “de-tuned” below the horsepower and fuel-economy levels designed by the OEM’s, due to the lack of engine oils available to protect against the phenomenon of LSPI.

Is LSPI really that big a deal?  Yes!  Essentially, LSPI can blow apart your pistons and rods, in only a few thousand miles, just from accelerating from a stoplight.  (More detailed information on LSPI here.)

The extreme ignition timing advancement (for power and emissions) that creates the dilemma in these new OEM engines requires the engine oil to have unusual formulation-performance characteristics in order to prevent pre-ignition damage. GM (and the other OEM’s) know that none of the current SAE/API Service Grades are adequate to protect the latest turbochargers, and are greatly concerned.  As of mid 2017, only 10% of the oils on the market that passed the obsolete dexos1 had also passed dexos1 Gen 2.  Both the SAE and API needed the last couple of years to create a new SAE Service Grade and provide oils to meet it. The new SAE API SN Plus specification is expected to be released mid-2018, and ILSAC is expected to adopt it as an International Lubrication Standard.

However, LSPI is not a problem for AMSOIL customers.  AMSOIL saw this coming long ago and made sure that all its new Signature Series, XL and OE gasoline engine formulations pass the Dexos1 Gen2 at the highest level possible.  Here is a performance summary:

AMSOIL’s Signature Series oils protect Turbochargers 72% better than required by GM dexos1 Gen 2. 

AMSOIL’s synthetic engine oils for gasoline engines ALL provide 100% protection against LSPI, across all product lines and all viscosities including Signature Series, XL, and OE (for LSPI testing as defined by Dexos1 Gen 2).  Signature Series oils also excel in preventing combustion deposits, and maintaining engine power and fuel economy in these high-performance TDGI engines.

European Car OEM Specifications

In European cars the Autobahn is a primary EU reason for additional OEM specs because of its’ many long sections of highway with NO speed limits, where a “normal” car can be driven like a race car at wide-open throttle, for many kilometers.  In the petroleum oil realm, this is a serious OEM concern.  But with a truly high-performance synthetic like AMSOIL, Autobahn lubrication protection is not an issue.

AMSOIL Guarantees and Warranties protection performance using their Synthetic Oils recommended for your car – even if you drive a Porsche Panamera.  Even after the Porsche warranty ends, AMSOIL’s warranty still warrantees protection!

AMSOIL’s Signature Series Synthetic Engine Oils are engineered and warrantied for protection that meets or exceeds the most demanding specifications for nearly every production automobile imported to North America, even if you drive a Porsche Panamera with the optional monster twin-turbo 4.8L V8 under the hood.

Which option seems like a smarter choice for protecting your Panamera and maximizing its’ performance?

  1. Using a very expensive synthetic oil that meets only the Porsche A40 spec, or
  2. Using a less-expensive American designed & manufactured synthetic oil which is so rigorously engineered that it ALSO meets or exceeds the highest specification requirements from Renault, BMW and Mercedes Benz, to ensure an even higher level of protection than the A40 provides by itself?

    (By the way, nothing but AMSOIL lubricants simultaneously meet the highest levels of designed performance across so many top specifications. And, no-one but AMSOIL warranties their protection performance.)

So, shift back to Olympic-medal performance.  Is it reasonable to assert that AMSOIL can’t be considered superior to a specific lubricant unless AMSOIL is tested side by side in the same certified lab and machines (i.e. Olympic pool) for the calibrated ASTM tests (certified race timers)? Is that the only “legitimate” way to have measured test data?  No, it’s not.  Every single oil manufacturer already has their own certified data from the same standardized ASTM tests, and these test standards serve the same purposes as FINA specifications for dimensions of Olympic pool and starting-block platforms.

Let’s compare the similarities between performance to Olympic FINA standards and SAE/ASTM standards:

If a swimmer in a FINA-certified pool in Rome posts a faster time than the current record in Beijing, then there is a new record. Unless there are allegations of violations or deviations which disqualify the record, which are investigated before the record can be confirmed, it is regarded as fact.  That’s how it works because that’s how it’s rigorously designed to work.

Similarly, if a lubricant in a certified ASTM laboratory test posts a certain performance level, then the performance test record is fact.  Any concern is much simpler than a challenge and an investigation: simply buy some of that lubricant and have it tested in a certified lab.  If the results are closely similar, within expected/required ranges, then there is no basis to challenge the validity of the testing.  Results are expected to be closely similar, because that’s how ASTM testing is rigorously designed to work.

If you feel that ANY other lubricant is better than AMSOIL, or that ANY additive improves AMSOIL performance, or if their marketing claims seem to hold more than a thimble of water from an Olympic pool, then I call the bluff!

Lavon Miller, owner of Firepunk Diesel, won back-to-back Diesel Power Challenge championships in 2014 & 2015, then duplicated the feat in 2016 & 2017 in the Ultimate Diesel Callout, and set two Pro Street world records in 2017: Firepunk’s trophy-proud engine, transmission, and front/rear differentials are ALL protected by AMSOIL synthetic fluids. Firepunk recommends AMSOIL to all their customers.

Lay the cards on the table!  Post the Olympic pool lap times!  Try to prove the validity of your emotionally marketed loyalty to some lubricant that is “as good or better than” AMSOIL’s four decades of global dominance in lubrication performance.  AMSOIL’s cards are already down, so let’s see the ASTM data and compare lap times for the freestyle, butterfly, breast-stroke, back-stroke, and in the long races too – not just imply performance for the 50 meter race.

I already know what you don’t: you cannot show their full spectrum of performance data that compares to AMSOIL for the most important ASTM tests, because its’ all hidden.  Every legitimate product has full ASTM performance-testing data, but just like Mobil 1 has done for years, they won’t reveal the data even when they are asked point-blank by consumers, thousands of times.

  • Publicly published ASTM data on your favorite products’ performance DELIBERATELY DOESN’T EXIST.
  • What is your favorite lubricants’ performance/protection warranty against damage or excessive wear?  You can’t find it.  No-one can find their warranty, because it has NEVER existed.
  • How WELL does their engine oil pass the dexos1 Gen 2 requirements?  “It passed”, but how many LSPI occurrences happened (the testing counts them)?  All AMSOIL Signature Series, XL and OE engine oils had ZERO LSPI in dexos1 Gen 2.

How do we know that AMSOIL, or Michael Phelps, is the best and there isn’t any data to the contrary?

We know it because Phelps’ times are validated in official Olympic timing according to global standards which ensure accuracy.  And because high-school coaches have had over 20 years to post official race times faster than Phelps Olympic records.  The mere thought doesn’t pass the laugh-test, does it?  It’s not even plausible that a high-schooler can overcome Michael Phelp’s inherent advantages of training and competitive experience.  No high-school student has EVER posted a race time faster than Phelps numbers, because such a student never existed.

To our knowledge, every Diesel Power Challenge winner has won with AMSOIL lubricants. Lavon Miller of Firepunk diesel has run exclusively AMSOIL and urged customers to trust it, since before he became the #1 most winning diesel truck competitor three years in a row.  Like all racing competitors, diesel enthusiasts gravitate to AMSOIL because they find products whose extreme performance best protects theirs.

These are the same realities with the performance of automotive lubricants, including AMSOIL synthetic oils.  All the ASTM tests are performed for every valid lubrication fluid, long before it hits the shelves, and all that test data with measured performance values is filed.  “Competing” oils only publish Chemical and Physical Properties obtained with (of course) ASTM tests, but – LIGHTBULB ON ! – those only establish the most basic required characteristics, like showing the viscosity is in the claimed range.  Additionally, although those few published characteristics are what you have when you pour it out of a new bottle, they don’t show what happens to the oil after you start your engine: that’s what most of the other ASTM tests evaluate.

Consumers are deliberately kept in a state of performance-ignorance by the petroleum industry, so that you’ll assume that those basic characteristics tests ARE (all) the ASTM performance tests. They’re not.  Meeting the OEM performance requirements, as defined in the oil Service Grade or an OEM specification, can only be demonstrated across a group of a dozen (+) specific ASTM tests which validate by pass/fail whether the absolute minimum performance is met in many vital areas, or not.

[The ASTM Tests used globally for engine oil formulation development and API trademark licensing under the API 1509 EOLCS are listed at the end of this article.  Which tests are required, and what each minimum “pass” result is, are determined by the Service Grades or other specifications which are being claimed for compliance.]

In addition to printed brochures and test-data reports, AMSOIL has often included the ASTM data right on product labels and packaging boxes listing the major brands by name on the charts (rather than “competitor A, B, C”). AMSOIL has been paying certified independent labs to do those tests for DECADES, and the published data is prosecutable as fraud and/or false-advertising if it’s false (with both the lab and AMSOIL at risk of ruination), and AMSOIL’s competition also does regular product testing. Yet for over 30 years no-one has EVER challenged the accuracy of AMSOIL’s data. Instead, AMSOIL’s competitors don’t publish their test results, and DO NOT discuss their performance compared to AMSOIL products…

AMSOIL protects turbochargers 3 to 4 times better than Royal Purple and Mobil 1, and had ZERO LSPI events in GM’s dexos1®Gen 2, the auto-industry’s best available engine test as of Sept 2018

Even when Mobil 1 is directly asked for their ASTM test data comparing Mobil 1 to Amsoil, they avoid answering the question.  Who knows how many thousands of times consumers have asked them, but since October 16, 2006, the best public response they can offer is to distract their audience with irrelevant data showing how they perform against petroleum oils?  Notice their official response is not an engineering response: “distracting” or mis-directing the audience is the primary technique a magician or illusionist uses to control the audience’s perception and prevent them from understanding what is actually happening. (It’s not hard to make test data disappear when you only thought someone saw it!)

Here you can review the results of AMSOIL vs. Mobil 1 and many other top engine oils, in the global standard ASTM lubrication tests that all oil manufacturers and OEM’s use.

The gigantically superior technology advantage from AMSOIL synthetic lubricants is the opposite of an outrageous marketing claim – these are highly engineered results which are realistically modest when compared to many other technological advancements.  Think about it.

For example, 300 x 200 pixel CRT television screens from the 1970’s are hopelessly outclassed by the 3840 x 2160 pixels in true-black 4k OLED flat-screen televisions. A salesman can appeal to nostalgia and claim that “everyone knows” there’s no better TV than the proven “classic” 25-inch CRT model like your grandparents had in their living room, while saying that 4k TV’s are just “marketing hype”, but it’s not remotely true.  Not only does the 4K screen have a 138-times higher pixel count, and at least 4x the fps frame rate, but the contrast ratio (light-to-dark) is improved by more than 100,000 times.

With such video and smartphone advancements, plus genetic engineering, nano-scale machines that can be programmed and commanded, hummingbird drones, and countless other examples, isn’t it nearly certain that modern lubrication technology with engineered synthetic molecular construction is vastly better than refined fractions of crude oil?  

Am I a marketer trying to sell you something?  Or, am I an engineer working hard to unchain your mind, helping you understand vastly superior technology performance that pays you money to use it, by keeping more of your money in your pocket?

FACT:  The burden of performance proof is not AMSOIL’s – not any longer. AMSOIL has published their embarrassingly high performance records for decades, and several times has published the full broad-spectrum of comparative test data with all the leading, competing, or touted oils tested at the same time.  And “for some strange reason” (that engineers call “test data”), fleets with engineered maintenance programs always seem to change to AMSOIL after they analyze used AMSOIL from representative fleet vehicles.  For example, the Texas State Highway Patrol fleet did that over a decade ago, followed by the major municipalities in Texas.

AMSOIL has thoroughly earned our confidence with decades of ASTM test data and fleet field study results. They have an impeccable reputation which is globally acknowledged for both exceptional performance and continuous improvement, in pursuit of improved performance using the latest discoveries in molecular design and additive-package formulation.

AMSOIL has been in this position of extreme credibility for so long that they ARE THE BENCHMARK for industry experts and top racing teams.  Here’s how a true benchmark is used:  assume AMSOIL’s continued superiority until you have certified data that proves different.

Questionable?  What is highly questionable is the source of a consumer’s confident “feeling” of product performance which has been marketed to them with psychological techniques and invalid logic.  Like the Wizard of Oz hiding behind a curtain, the petroleum oil companies have incentives for consumer deception, and command an unwarranted, unearned level of public trust by using emotional marketing and dozens of psychological manipulation techniques.

AMSOIL both shows certified ASTM test data of theirs and other oils, and warranties their protection, while other lubricants give you neither of those.  Let that sink in, until its’ an acid eating through the psychological marketing chains that have been wrapped around your mind.

Anyone with confidence in “their” lubricant’s performance against AMSOIL should ask themselves an important question:  if my lubricant’s manufacturer doesn’t have enough confidence in their product to pull their ASTM test data out of the file drawer and post it online, OR to warranty the performance & protection of their lubricant… then is my confidence based on factual data, or on the psychological manipulations of emotionally effective marketing?Owners – Managers: Click Here to APPLY FOR AN AMSOIL COMMERCIAL ACCOUNT. Fleet – Facility – Equipment. Get the Best Pricing PLUS Expert Engineering Advice

AMSOIL’s engineering, technology and performance leadership are the lubrication industry equivalent of Michael Phelps’ untouchable, unchallenged status in his most dominant Olympic races – those where Phelps leads right off the blocks, and lap after lap pulls so far ahead that he has no challenger, and sets another Olympic world record.  Remember how the swimmers would all ignore him and were only racing each other, and how Phelps was ignoring them and racing to beat his own record?  That footage of Michael Phelps’ also EXACTLY pictures AMSOIL’s performance race, how their formidable engineering took the lead right out of the blocks, over three decades ago.  Lap after lap – year after year – AMSOIL has been racing virtually alone, running far ahead, and setting their targets on surpassing their own performance records.

Taken as a whole, AMSOIL’s are the dominant lubricants in several racing sports, used by most professional teams.  In NASCAR, AMSOIL is not the most dominant lubricant, until you narrow the field to the Winners Circle and the points leaders.  (Feel free to devote hundreds of hours of investigation to develop your own opinion.)

With adequate investigation it could be demonstrated that over the last three decades, AMSOIL synthetic lubricants have won more races, cups, awards, and medals than Michael Phelps, and AMSOIL has a much longer record of excellence which began more than a decade before Phelps was born!   The ranks of elite global swimmers shift over time, and tend to get a little faster as a group.  But there is little doubt that Phelps number of career gold medals and records will always be the benchmark for swimming pool performance.

Similarly, there is little doubt that AMSOIL synthetics will always be the benchmark for automotive lubrication performance.

Fortunately for us, AMSOIL hasn’t retired, and still hasn’t reached its “prime” – they continue to set new records, year after year.  WE get to benefit, and now so do you!

If you aren’t already benefiting from the superior performance of AMSOIL synthetic oils and nanofiber filtration, aren’t you glad you read this?  It’s time to keep more of your vehicle maintenance, repair, replacement, and fuel costs in your own pocket!  Converting to the best AMSOIL products for your vehicles isn’t hard, and you don’t have to figure it out on your own – that’s why we’re here.  To find the maintenance needs and optimal products for YOUR vehicle, here’s the perfect place to start.  E-mail us with any questions – we love to help!

Save money, receive exclusive offers as an AMSOIL Preferred Customer - and get exclusive help from a former OEM headquarters senior engineer

Don’t forget to be a hero, because an opportunity this big is rare!  Post and share this information with your friends, and tell them about Preferred Customer membership that lets them buy at wholesale and get it shipped to their door – they’ll owe you big-time, and will always respect you for it.  How do we know?  Because AMSOIL has one of the highest customer-loyalties of any group of products in the world, and 75% of AMSOIL dealers took that step because of their stunning experiences as AMSOIL users

BONUS:  Synthetics vs Petroleum Base stock oils

CONSUMER ALERT!  Several mainstream petroleum oils on store shelves used to be called “petroleum”, “semi-synthetic” or “tri-blend” until ~1999 when a legal battle between Castrol and Exxon-Mobil turned into an agreement that Group III “synthetic” petroleum oil is no longer fraudulent labeling because it’s made by breaking apart longer molecule chains.

Performance of the deconstructed Group III petroleums vary wildly compared to Group IV or V base-stocks, and with a high quality additive package they can sometimes outperform old Group IV formulations. This blurred line has been spread, so that putting a “synthetic” label on them is no longer fraudulent in most countries.

Some people assert that there is “nothing wrong” with mainstream petroleum oils or “full synthetic” petroleum oil, and that high-performance synthetics are an “unnecessary” “waste of money”.  But if you’d rather “waste your money” by having it pay you back in fuel economy savings and annual maintenance, while providing a large safety margin for unexpected problems, and reducing wear rates by 70% and more, then you want to use AMSOIL.

Here is a basic explanation of the different lubricant Base Stock Groups. If you want additional information and perspective, please review the many resources on our website.

AMSOIL Savings Cost Calculator 2015
Click on the chart for more details on cost comparisons including commercial fleets.

AMSOIL – the First In History and In Quality

  • First to develop an API rated 100% synthetic motor oil (1972).Amsoil Research Orange Dragstrip Car
  • First to introduce the concept of extended drain intervals, with a recommended 25,000-mile/12-month drain interval.
  • First to produce synthetic motor oils for diesel engines.
  • First to produce synthetic motor oils for racing engines.
  • First to produce synthetic motor oils for turbocharged engines.
  • First to produce synthetic motor oils for marine engines.
  • First to manufacture synthetic gear lube for automotive use.
  • First to manufacture a 100:1 pre-mix synthetic 2-cycle oil.
  • First to manufacture a synthetic automatic transmission fluid for automotive use.

More about AMSOIL’s Excellence and Amazing History


Standardized test data from the most reliable & trusted tests in industry.
Personal experience.
Combine those two, and when they both agree, you will have no doubt about the superior performance of AMSOIL products.

We’ve got the data.  Why not combine that data with YOUR personal experience, so that you KNOW the results are as accurate as you made them yourself?  Contact us, and we’ll help.

Sure, you can keep buying the mediocre performance of the famous mainstream brands that fill most store shelves.  But know that when you do, those oils are costing you a lot more money per year than buying the high-performance AMSOIL solution.
Bottom line?  AMSOIL saves you money.

(We save a LOT of money with these AMSOIL “secrets”, and thought you’d like to know them, too.)

Recommendations and Related Articles:

Typical advantages of AMSOIL synthetic motor oils and filters:

  • Save time and money with extended oil drains;AMSOIL is Devoted to Protection
  • boost fuel economy 2-10%;
  • lower operating temperatures;
  • reduce engine and component wear by over 70%;
  • triple the remaining life of your lubricated mechanical systems & components (“triple” is conservative).

In nearly every case, AMSOIL‘s synthetic lube and filter products provide best-technology solutions that far exceed OEM specifications. And they provide optimum solutions considering the three greatest automotive insider secrets for vehicle maintenance.  That is why we recommend AMSOIL products.

You will not get any of these benefits with conventional petroleum oil !!!!!

AMSOIL is proudly made in the U.S.A.

AMSOIL is privately owned by patriotic Americans

My AMSOIL Garage tracks your oil changes and maintenance for ALL your vehicles for FREE


For more specific info on oil selections and tips for turbodiesel pickups, we invite you to expand and turbocharge your knowledge when you…


DODGE RAM Cummins Diesel Owners Page
Ford PowerStroke Diesel Owners Page
Duramax Diesel Owners Page

UltimateSyntheticOil promotes the AMSOIL Filtration and Lubrication Gold Standards in the United States and Canada If you want to buy AMSOIL Products, visit our vehicle maintenance page, or the AMSOIL On-Line Store or download a clickable pdf e-catalog


When Will AMSOIL Publish New Oil Comparison Testing?

For the moment, during the lubrication test standards turmoil and delays, AMSOIL has taken a more stable approach to showing superiority.

Question:  When is AMSOIL going to publish new White Paper comparisons for gear oil, and motor oil?

The last White papers were performed in 2007 and 2009, and they are why I changed all my gear oils and motor oils to Amsoil. I was impressed as they were certified legal test documents signed by Amsoil and a outside company. But AMSOIL and other companies have new products.  When are new test results coming?

ANSWER: Keep in mind that I’m an AMSOIL Dealer, and do not work for AMSOIL.  But having spent about 20 years in engineering and engineering management inside the automotive industry, I, too, would like to see updated gear-oil and engine oil performance testing.  This may not be entirely accurate, but here is my speculation:
I know that AMSOIL has invested heavily in expanding their ability to do both R&D and a lot more competitive performance testing. However, I suspect that a lot of the available bandwidth for this testing has been absorbed in a variety of product update needs created by both the expansion of much more stringent EPA requirements into nearly every engine segment, and the increasing horsepower and towing/weight capacities of commercial vehicles and medium duty pickup trucks while delivering higher fuel economy and lower emissions.

For the moment, during the turmoil and delays in lubrication test standards, instead of head-to-head test comparisons of short-lived petroleum oil formulations which are performing questionably in newer engines, AMSOIL has taken a more stable approach to showing superiority.

The landscape began shifting in automotive engines long before 2007, but shifted into 3rd-gear acceleration for a number of reasons. The biggest factor is probably the fraud-science emissions changes from the takeover of the EPA that turned it from a science and technology base to a global political agenda weapon:  look at Volkswagen having to deal with what is probably the fallout from their miscalculation that the EPA fraud would eventually see the light of day and diesel emissions regulations would return to a factual-science basis.

You may want to sidetrack into “global warming science” or “climate change” fraud, and then come back.  It may seem like a distraction into politics, but it’s actually a valuable real-life lesson on how severely that fraud and criminal agendas on a large scale can impact not only us everyday Americans maintaining our vehicles, and not only a whole nation, but the entire world.

[NOTE:  “Climategate” is one of the most valuable books any American can read.  And www.wnd.com is the largest and last independent internet news agency that is actually practicing journalism, informing the public of the facts rather than manipulating them according to the paid politically-corrupt agenda. It’s free access, and the Progressives, liberals, and fake Republicans hate it like they hate Trump – which is why you don’t know it’s been in the top 400 global-traffic sites for over a decade.  Read it while you can, before the truth is turned off. And go vote as an informed citizen.  Because if real informed citizens don’t vote with a vengeance and realign both Congress and the Presidency, America will probably be lost forever.]

The heavy new demands on engine design – for the sake of emissions and fuel economy – pushed envelopes that increased demands on engine oils to an extent and in directions that had previously been considered to be in the “never-gonna-happen” category. These issues ratcheted up into high tension with the growing revelation that about 4.5 million engines in the ’98 – 2004 range had issues with fatal levels of sludge buildup due to an unanticipated severity in petroleum oil breakdown that had been driven by EPA regulations put into play in the 1990’s. And key engineers as well as executives in both the petroleum and automotive industries were faced with the reality that they were being pushed into a realm of lubrication performance demands that had never been studied within the range of consumer vehicle use, and that both industries were potentially facing multi-billion dollar class-action lawsuits for engine and/or lubricant failures. If you want to get deeper, I wrote more about this recently in an update to the 5W-20 page, and in the looming “super-knock” problem. in turbo-gas-direct-injection (T-GDI) engines.

I also suspect that this automotive-OEM/petroleum-oil dual-partnership in the technical battle against the effects of the dictates of centralized planning politicians in the EPA (criminally throwing the laws out the window, virtually handing vehicle regulatory emissions requirements over to the socialist/marxist CARB group, ignoring the created technical boards and Congress-mandated processes that have served the automotive industry well in responsibly advancing performance based on costs and consumer demands) is creating a far higher level of uncertainty, testing requirements, and revised technical directions before releasing the approved version of new engine oil classifications out of the SAE, API and ASTM committees.

The game-changing impact of all this is that new product life cycle has become far shorter, and is so volatile for the unknowns in both technical and regulatory aspects that no-one knows how short the life-cycle really is… but everyone knows that there will be a lot of reformulations coming out, even though many of the changes will not be announced on the oil bottle packaging.

And that brings up a legal problem related to the value of publishing competitive testing. With the last research White Papers, AMSOIL eventually had multiple oil companies contact them with legal concerns, warning them that their comparison testing results were (or would soon be) invalid due to claims of improved performance in new product formulations. Consequently, AMSOIL had to first retire these to archives after only three or four years, then was pressured to require AMSOIL Dealers to not have them available on their websites for download. And this was before things got as volatile as they are now. So for AMSOIL to do a competitive span of comparison testing like they did in the previous White Papers, AND publish the test data, they could be faced with having to retire the White Papers for use within a span of only months.

Based on this perspective, my suspicion is that AMSOIL is both building their testing capacity and focusing on other time-critical performance testing in less volatile market segments like marine outboards and snowmobiles. Meanwhile, they are probably hoping for the volatility to die down enough in the technical and regulatory uncertainties of the automotive/truck engine oil and gear lube markets, to be able to justify the investment (in both money and staff time) of producing future White Papers that can actually be used for a couple of years before they have to obsolete it and eat the stock of printed copies that they cannot sell or distribute.
… or so I speculate. You can find AMSOIL’s current and archived testing here.