From: "Craig & Colene Vincent" 
To: 
Subject: 1HD-T bearings in relation to your website
Date: Sat, 23 Feb 2002 13:36:38 +1300

Hello,
I stumbled across your website yesterday  as I was looking to print a 
copy of the 1HD-T bearing photo's from safari's website, I thought this 
would have been well resolved by now. I am going to give you some points 
to ponder as I am sick to death of this and similar fiasco's.
First things first I will tell you what the pictures I have sent you 
are:
Typical 80 series oil analysis: This is from a friends 80 series, he is 
running Amsoil 5w30 diesel oil with a 25,000km oil change interval, the 
truck gets a new GENUINE JAPANESE MADE Toyota oil filter every 10,000km 
(their is a reason for this but I won't discuss it at the moment). I am 
not trying to promote Amsoil but the reason he uses it is VERY important 
as it is one of 4 oils available in New Zealand (3 of these are Amsoil) 
that have a similar additive package to the oils sold in Japan by the 
various OEM companies. In excess of 24 readily available diesel oils 
have been tested and only 3 of these were found to have similar additive 
packages to what is supplied in Japan.
I am being a little circumspect as I don't want to incite the wrath of 
major oil companies from what I write.

Caltex pg1,2,3,4: This is a copy of a technical paper written by Caltex 
in Sydney Australia in March 1995.
    It is very easy to understand and explains things in relatively easy 
to understand format, contrary to what the title says it applies equally 
to light duty diesel engines, whether they are direct injection or 
indirect, based on current research. You may have to read it several 
times to follow it completely And there is a hidden meaning that relates 
directly to the 1HD-T in there that is VERY important. (I am prepared to 
discuss it further with you once I get to know you better)


BACKGROUND TO WHY I AM SO UPSET
I am  a mechanical engineer (BE Mech) with an inane fascination with 
lubrication engineering (quite why I have never figured out). I was 
approached by a person (say A) late in 1998 he had spent several 
thousand dollars on his diesel egine in his car & within 12 months the 
engine had worn out (grossly excessive oil use amongst other things). 
The engine was stripped for a visual inspection and samples of engine 
oil were sent away for oil analysis, the results were interesting to say 
the least, based on the results NEW oil was sent away for analysis even 
more interesting.  It was out of specification (ie should have not been 
sold) for 2 very important (But extremely easy to lab test for 
specifications) property's.
'A' went to court, I was meant to be called as an expert witness, late 
in the day I was told go home we will carry on tommorow. After I left 
for some reason they wound up the case without me, result was A was 
awarded $1500 damages, A appealed and the case was reheard.
Second time around I was used and I went head to head with an oil 
company salesmen (why they didn't send a chemist I don't know) I 
literally tore his product to pieces with cold hard facts. Based on my 
testimony A was awarded $5500 dollars based dominantly on the fact that 
the OIL had caused the failure! Within a week I recieved a letter from 
the oil company's lawyer telling me (in nice flowery legal language) 
effectively if I don't cease & desist they will serve me with defamation 
papers & see me in court. I discussed the letter with a lawyer and then 
sent a reply to which they have never replied asking for confirmation of 
what I had said that was defamatory versus factual so I could correct 
myself.
Even more intersting between the 1st & 2nd hearing the oil I criticised 
was taken off the market (still available in 60&205 liter drums but not 
20 liter pails & 5 liter take home packs it was pulled New Zealand 
wide), the oil that replaced it was EVEN more interesting when lab 
tested (you read into that what you want).


The above case got me thinking so 24+ oils were tested (all diesel 
oils), of these 6 were OEM oils privately imported from Japan (the local 
agents will NOT bring these in if you ask them to), the results were 
very enlightening. All the Japanese oils tested (Isuzu, Toyota, Nissan, 
Mazda) had a very similar chemical & physical makeup. ALL (bar 3) of the 
other oils tested had a completely different makeup (some an order of 
magnitude different), some properties would show some of the oils (no, I 
will not say which ones or how many here) that the oils were illegal for 
sale in numerous countries around the world (ignoring the fact that they 
may also be suitable or not suitable for certain families of engines).

An interesting point one particular popular oil is API (American 
Petroleum Institute) licensed in about 14 different countries New 
Zealand is not one of them, this implies that the oil company can put 
whatever they want in this product in the non-licensed countries and 
"the standards enforcement division of API" can't touch them, under New 
zealand law there are no standards. Upon testing this product sold in NZ 
it show's that it isn't licensed for sale here. 

There is a very strong co-relation between bearing failure of the type 
seen in 1 HD-T's and lubricant (but it not as simple as synthetic versus 
mineral oil you need to know what is in the oil and some of it's 
physical properties and certain other test results) used. The oil used 
is much more important than the change interval you can change the oil 
evry 500-1000kms if you wanted but if it is not suitable for JAPANESE 
design engines FAILURE will occur (note premature wear is a engine 
failure, after manufacturing defects LUBRICANT is the NUMBER ONE cause 
of engine failure (sorry I can't reveal the source of this)).  This 
failure is not limited to the Landcruiser engines I have seen it in the 
following: Isuzu 4jbl & 4jb1-t (2.8 diesel), Mazda SL, Toyota 2L-T I 
suspect it occurs in others.

If you refer to the oil analysis I have included you can see that the 
Aluminium & tin levels are very realistic (the copper I will check again 
at the next oil analysis the oil was dumped at this point even though it 
was deemed suitable for continued use) I have enclosed an oil analysis 
interpretation as a JPEG to help explain the numbers. These engines run 
so incredibly clean you can afford to run long drains with routine oil 
analysis and regular oil filter changes (that is why the top up oil 
looks high as it includes makeup oil at oil filter changes).

In the last year or so Ford NZ has begun using Ford Europe oil in it's 
diesel Transit Van's sold in NZ, Mazda is using oil imported from Japan 
in it's diesel vehicles sold here why? I think you can guess. Another  
Japansese car company 'off the record' stated lubricant related failures 
are costing them hundred's  of thousands of dollars but the pain is not 
great  enough to risk taking on the oil companies over the problem. 
Isn't it great being a consumer with this going on in the background 
that the public don't know about.

I hope this is helpful and you can learn something from it and then get 
back to me.
The commerce commisssion in NZ has been approached but it is too hard 
for them.
The ACCC in Australia (their version of the commerce commission)  were 
very interested in the data but not in pursuing it further.
It has been discussed with another Mechanical Engineer  and they  said 
to be very careful with the data as even though it is correct if 
publicly released legal action would be started immediately to cover up 
the problem. It was also mentioned that only four people in NZ would be 
fully capable of understanding the data and it's ramification's and  two 
of those work for oil companies so it is not in there interest to do 
anything.

Yours,
Craig.

To: 80scool@yahoogroups.com
From: Craig Vincent 
Date: Thu, 15 Apr 2004 00:06:29 +1200
Subject: Re: [80] The big end problem on 1HD-T
Reply-To: 80scool@yahoogroups.com

Hi Ian,

iancp5 wrote:

>Just read about this, it's a bit scary. If I understand correctly the
>early BE bearings were faulty.

---I don't see the bearings as actually being faulty but a number of 
factors can combine together to cause premature failure of the bearings 
as a 'sub surface fatigue failure mode' which if not attended to in time 
can cause catastrophic failure of the engine.


>Do ALL 1HD-T's have the problem?

---Lots of engines are susceptible to it not just 1HD-T's but it is more 
common in direct injection japanese diesels & partly due to the engine 
design running (purposefully, Why?) quite high oil temps.


>Mine was a Jap import. Some threads seem to think they were ok in
>Japan because the oil is different. That seems unlikely to me but any
>truth in it? Also some discussion saying that using high quality oil
>like synthetic prevents the problem?

---The oil sold in Japan typically has calcium based detergents in it at 
levels of 3000-4500+ppm (parts per million) this is a very detergent oil 
compared to a lot of oils formulated for american engines (700-2500+ppm 
magnesium based detergents, magnesium based detergent is thermally 
unstable at normal working temps of a japanese diesel engine that is why 
it is not used in japanese OEM oils) as a side benefit extreme levels of 
calcium have a very strong bearing pacifying affect reducing the 
bearings susceptibility to chemical attack by its own oil which 
contributes to the onset of subsurface fatigue failures.
Synthetic oil per-se is not a fix (or prevention method) you want an oil 
with low or no magnesium and preferably in excess of 3000+ppm calcium 
based detergents the oils that I know of that meet the above 
requirements are:
Caltex Delo CXJ 15w40 (the J is for japanese) mineral oil,
Castrol J-Max 15w40 mineral oil,
Amsoil Marine oil 15w40 synthetic oil,
Amsoil series 3000 5w30 synthetic oil,
I know BP in Europe makes some nice high calcium synthetic diesel oils 
also but I don't know names or product codes.
My favorite of the above is the 5w30 amsoil but it is seriously 
expensive and unless you are running extended drains supported by 
routine oil analysis it is too expensive to drain every 5000km.

Cheers,
Craig.












From: "David Rock" 
To: 
Subject: Engine oils
Date: Thu, 30 Dec 2004 17:41:56 +0200

Good Evening

I have been following Patrol Club discussions for some months on this 
very subject. Use of say CXJ would seem essential for achieving long 
engine life, especially those of us who bought 2nd hand out of Japan and 
have to live with their vehicle for years to come.

My question. Many Japanese makes are mentioned in your article, but no 
mention is made of the Pajero. Would my 2.5 TDI engine,  1988 model, 
made in Japan, also need the same Japanese oil spec as those you refer 
to.?

Kind Regards

Dave













From: Willem-Jan Markerink 
To: "David Rock" 
Subject: Re: Engine oils
Cc: 80scool@yahoogroups.com, lcool_aus@yahoogroups.com, dtlc@helios.net
Reply-to: w.j.markerink@a1.nl

On 30 Dec 2004 at 17:41, David Rock wrote:

> Good Evening
> 
> I have been following Patrol Club discussions for some months on this
> very subject. Use of say CXJ would seem essential for achieving long
> engine life, especially those of us who bought 2nd hand out of Japan
> and have to live with their vehicle for years to come. 
> 
> My question. Many Japanese makes are mentioned in your article, but no
> mention is made of the Pajero. Would my 2.5 TDI engine,  1988 model,
> made in Japan, also need the same Japanese oil spec as those you refer
> to.?
> 
> Kind Regards
> 
> Dave 

Sorry, I am no oil-specialist myself, I only eagerly tapped knowledge 
from others, and put their articles on my site.

What I did learn today though, from the German magazine OffRoad 
1/2005, is an interesting note on the oil 
specification/classification 'CF' (not 'CF4', and neither lower CA-CE 
or higher (CG4 etc)), with CF being third-world suitable, containing 
'ash' (carbon?) to neutralize the higher amount of acids, created in 
the engine due to the higher amount of sulphur in diesel fuel 
(normally it's only 0.5% sulphur max, but it can reach 1% in Africa, 
and even multiple percent in East-Block countries (which then also 
leads to the risk of clogged oil, not sure if that aspect can be 
solved with this high-sulphur oil CF, or whether you must keep on 
replacing oil more frequently than normal)

Perhaps there are also (more subtle) differences in sulphur-content 
between Japan and USA/Europa, who knows.

PS: hope you are doing okay in Zimbabwe!
(which makes the above Africa-aspect even more applicable!) 


(CC to 80scool & Lcool_Aus & DTLC)









Date: Fri, 31 Dec 2004 21:38:48 +1300
From: Craig Vincent 
Subject: oils
To: David Rock ,
	Willem-Jan Markerink 

Hi Dave,
I have attached a article that should help you.

On 30 Dec 2004 at 17:41, David Rock wrote:


>> 
>> 
>> Good Evening
>> 
>> I have been following Patrol Club discussions for some months on this
>> very subject. Use of say CXJ would seem essential for achieving long
>> engine life, especially those of us who bought 2nd hand out of Japan
>> and have to live with their vehicle for years to come. 
>> 
>> My question. Many Japanese makes are mentioned in your article, but no
>> mention is made of the Pajero. Would my 2.5 TDI engine,  1988 model,
>> made in Japan, also need the same Japanese oil spec as those you refer
>> to.?
 

If it is readily available your pajero would enjoy Caltex CXJ. If it is 
not read the article and then talk to a local oil company and ask what 
they  have to suit japanese engines an oil for a european truck would be 
better than oil meant for a US diesel truck if possible you want 
something that has 3000+ppm Calcium in the oil

>> 
>> Kind Regards
>> 
>> Dave 
>  
>

> Sorry, I am no oil-specialist myself, I only eagerly tapped knowledge 
> from others, and put their articles on my site.
> 
> What I did learn today though, from the German magazine OffRoad 
> 1/2005, is an interesting note on the oil 
> specification/classification 'CF' (not 'CF4', and neither lower (CA-CE) 
> or higher (CG4 etc)), with CF being third-world suitable, containing 
> 'ash' (carbon?)

Actually sulphated ash it is a crude (but quick) way of describing roughly how
much additive package was in the oil. It is determined by boiling the crap out
of the oil until nothing is left and then dissolving whats left and then
reboiling it and weighing what is left. So if you started with 100gm's of oil
and are left with 3gm's of ash you would have an oil that is 3% sulphated ash.
American engines require low ash oils as the oil additive components tend to
build up between the piston crwn crevice area and then scratch the bore. The
japanese engines are a very different design (see article) and require an
extreme detergent oil (when burnt this leaves a significant amount of ash) to
keep there different internal design clean. The article explains it quite well
please get back to me if you need further clarification.

> to neutralize the higher amount of acids, created in 
> the engine due to the higher amount of sulphur in diesel fuel

The above comment is all wrong an oil is made caustic measured by total base
number (TBN) to counteract acidic combustion byproducts. (normally it's only
0.5% sulphur max, but it can reach 1% in Africa, and even multiple percent in
East-Block countries (which then also leads to the risk of clogged oil, not sure
if that aspect can be solved with this high-sulphur oil CF, or whether you must
keep on replacing oil more frequently than normal) Willem is muddling up sulphur
contents in fuel with sulphated ash levels in oil that are measuring two very
different things

> Perhaps there are also (more subtle) differences in sulphur-content 
> between Japan and USA/Europa, who knows.

Internal design of the engine especially in the piston ring to crown area
determines oil additive package required to achieve long engine life.

Cheers,
Craig V
New Zealand