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.