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Posted on 05/05/2025 7:15:01 PM PDT by MtnClimber
724,753 views May 3, 2025 #motoroil #chevy #viscosity GM recently issued a recall that impacts Chevy, GMC and Cadillac trucks and SUV’s that feature the 6.2 L87 V8, and even if you don’t have one of these vehicles, it reveals important information. Let’s break down the recall and how it actually busts the internet motor oil myth that you can’t use an oil thicker than what the OEM recommended.
Here is the proper framework for making decisions regarding oil.
Step 1 - Utilize the OEM recommended oil and do two early oil changes during the break-in process (500 to 1,000 miles and again between 3,000 and 4,000 miles). If the engine is already broken-in, skip to step 3.
Step 2 - Take used oil samples at each oil change to establish the trend analysis.
Step 3 - Go 5,000 miles on the third oil change and take a used oil sample. If the wear rate per 1,000 miles is below 5 ppm, you are good. If the wear rate is between 5 ppm and 10 ppm per 1,000 miles, go another 5,000 miles on the OEM recommended oil and resample. If the wear rate is still greater than 5 ppm per 1,000 miles, then move to step 4.
Step 4 - Review the used oil analysis data to see if the OEM recommended oil is falling short in any aspect (low viscosity, additive depletion, higher wear rate). If it is falling short, try a different oil of the same viscosity that meets the OEM spec. Go 3,000 to 4,000 miles on that oil and then refill with that same oil and go another 5,000 miles before taking another sample. See if the change in brand drops the wear rate per 1,000 miles below 5 ppm. If it does, you are good. If it does not, then move to Step 5.
Step 5 - Since the change in brand did not get the wear rate per 1,000 miles below 5 ppm, use next higher viscosity grade of whichever oil had the lowest wear rate per 1,000 miles. If it was the non-OEM brand, resample at 5,000 miles to check the wear rate per 1,000 miles. If it was the OEM brand, you will need to use it for 3,000 to 4,000 miles to flush the non-OEM oil out of the system before going 5,000 miles on the higher viscosity OEM oil to take another sample. If either higher viscosity oil brings the wear rate down, then stay with that viscosity grade. If the wear rate per 1,000 miles is still above 5 ppm, go back to Step 4 and repeat. If the wear rate per 1,000 miles is below 5 ppm, you are good. You can then use the oil analysis results to fine tune the oil change interval.
For more about Oil Analysis, check out: https://www.speediagnostix.com
Here are links to information related to the recall: https://static.nhtsa.gov/odi/rcl/2025...
https://www.thedrive.com/wp-content/u...
https://gmauthority.com/blog/2014/11/...
Here are the links to the other videos mentioned in this video.
For more on motor oil Viscosity, check out this video: • The "W" DOESN'T Stand For WEIGHT! A C...
For more on the 3 stages of lubrication, check out this video: • Water Skiing Explains LUBRICATION - T...
For more on motor oil wear protection, check out this video: • FAKE Oil Claims: The “Lubricity” Test...
For a deeper dive into the science of lubrication, check out my good friend Rafe Britton's channel @LubricationExplained
To learn more about my dad, check out his interview with Dale Earnhardt Jr: • How Lake Speed's Journey Went From Ka...
Who is the @themotoroilgeek? I'm a Society of Tribologists and Lubrication Engineers Certified Lubrication Specialist and Oil Monitoring Analyst (I've maintained both of those for over a decade). I also worked for Joe Gibbs Racing for 12 years as their lubricant specialist. During that time, we worked with Wix Filters (one of our sponsors) to test and develop filters for our race engines. We also worked with Lubrizol and Chevron-Phillips Chemical to test and develop oils for our race cars. Following that, I was the head of R&D for Driven Racing Oil. During that time, I formulated and tested over 50 products. We also worked with Cummins, Comp Cams, Oak Ridge National Labs and General Motors on various R&D products. Those efforts are recorded in peer reviewed white papers published by SAE International and ACS Sustainable Chemistry journals. Today, I provide Tribology consulting and used oil analysis via SPEEDiagnostix.
Click here: to donate by Credit Card
Or here: to donate by PayPal
Or by mail to: Free Republic, LLC - PO Box 9771 - Fresno, CA 93794
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An interesting video even if your vehicle was not recalled.
FYI, an interesting video on the GM recall and motor oil in general by a 12 year veteran lubrication specialist for the Joe Gibbs Racing Team.
5w20 was just for CAFE standards.
Buy a Toyota and smile.
For a guy who want premium protection, but has a simple mind, is there a sure fire way to achieve long engine life without all the analysis recommended?
My 2004 Tundra went 214,000 before presenting a possible head gasket problem. So I sold it to a buddy cheap and bought a 2024 Tacoma.
That’s not the problem with these engines and GM knows it. The problem with these engines is the Multi-cylinder delete system that GM deployed to satisfy the insane commie CAFE standards imposed by Odinga and Biteme. Now GM is trying to stave off Armageddon with smoke and mirrors. I almost feel sorry for them until I remember 2008. Lay down with dogs and get fleas.
2013 Tacoma here… starts and runs like a new truck every day.
Yes.
Don’t buy the 6.2 liter Chevy engine.
L
Bingo. That always made me wince seeing it in the stores.
“...5w20 was just for CAFE standards....”
Exactly.
GM’s focus was to satiate the communist EPA manifesto with little to no regard to their customer’s product longevity. And GM isn’t alone. They’re ALL forced to do it.
“...5w20 was just for CAFE standards....”
Exactly.
GM’s focus was to satiate the communist EPA manifesto with little to no regard to their customer’s product longevity. And GM isn’t alone. They’re ALL forced to do it.
“Don’t buy the 6.2 liter Chevy engine.”
Don’t buy the 6.2 liter GM engine.
Right and that is the problem here too. With the L87 6.2 Liter V8 GM Truck Engine they used 0W20 to get increased gas mileage for the CAFE requirements. They were seeing failures due to rod bearing wear. They could use sensor data from the variable valve timing sensors to determine if the bearings are too worn. If bearings are OK then they just do an oil change to 0W40 and change the oil filler cap to have the new oil type indicated. If the bearings are worn then they change the engine.
Yes, just increase the oil viscosity. In this case it was from 0W20 to 0W40.
10W40 in the Summer.
We have no complaints with both of our Toyotas.
2016 here, solid set of wheels.
“Tacoma”
A truck you buy a fourth set of Michelins for.
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