1) None of the additives in Camguard are in the Aeroshell 15W-50 or the Exxon Elite (or Mobil AV1).

We use 25 times the level of rust inhibitor that is in the AS 15W-50. If shell tried to increase the level of their inhibitor they would have bearing soft metal corrosion problems.

Shell and Exxon use phosphate ester anti-scuff in their oils. Shells is OK but it rapidly breaks down to an oil soluble phosphoric acid derivative and attacks copper and seals. They had to to add a huge amount of copper inhibitor prevent their customers from seeing 200-300ppm copper in their oil analysis. However the acid still attacks push-rod tube seals, valve cover gaskets (elastomeric) and mag cushions.

Exxon's anti-wear, TCP, is ineffective as an anti-wear. It is too stable. This is why the Elite fails the wear testing we performed (results on our website).

Don't even get me started on the use of PAO synthetic base oil in aviation oil. Mobil AV1 was a stupendous failure with 100% PAO base oil. And Aeroshell says we're not going to make the same mistake that Mobil made we are only going to use 50% PAO (the WORST possible base oil for aviation use).

Camguard does not neutralize acids. It contains a number of inhibitor additives that protect the various metals in the engine. It also prevents organic acids (the only kind of acids found in used aircraft oil) from forming. To neutralize acids, like automotive oils, we would have to use metallic overbased detergents. IF we used metallic detergents we would run the risk of creating metallic oxide deposits in the combustion chambers. Metal oxide deposits glow white hot and can lead to catastrophic preignition which can destroy an engine in moments. Aircraft engines use a lot of oil compared to auto engines.

Ed

Zitat Ende

Und den ganzen Rest des Threads. Das macht alles Sinn. Jetzt weiss ich auch woher die Poster hier ihr Wissen her haben :)