Since modern FAA-approved ashless dispersant oils already include additives that make them superior to straight mineral oil, the use of additional oil additives in Lycoming engines has been very limited. The only additive approved by Lycoming is Lycoming part number LW-16702, an anti-scuffing, anti-wear oil additive. The policy governing use of this oil additive is spelled out in the latest revisions of Service Bulletins 446 and 471, and in Service Instruction 1409. These publications approve the use of LW-16702 for all Lycoming reciprocating engines except those that utilize a friction-type clutch and a common engine
oil system for the transmission and clutch assembly. The use of LW-16702 is required in certain engine models. These models are the 0-320-H, O-360-E, LO-360-E, TO-360-E, LTO-360-E, TIO and TIGO-541
Got a question! Which additive is better to use? Camguard or Phillips victory (oil/additive included)
Andy Granatitelli was right way back when. STP hands down!
Andy Granatelli was the PT Barnum of of the automotive industry.
I’m pretty confident that Camguard, MMO, Victory, or no additive at all will all give the same results.
Nice. Seeing that we're heading off the reservation on this, I'd prefer to run a full synthetic, such as Motul 300V for improved lubricity for air cooled cylinders and a longer service life. Maybe someday after leaded avgas is no longer a thing.Rotella diesel oil
Actually, I am pretty sure that camguard has been tested with documented results. I will see if I can find the report…
Nice. Seeing that we're heading off the reservation on this, I'd prefer to run a full synthetic, such as Motul 300V for improved lubricity for air cooled cylinders and a longer service life. Maybe someday after leaded avgas is no longer a thing.
I've had great service from Phillips X/C line for many years and thousands of hours of engine life. I switched to the Victory line when it came out and have found continued, consistent results, as evidenced by both filter inspections and lab analysis which I do with each change with ~50 hours on the oil, depending the time of year and my work schedule.
Both Aeroshell and Victory (essentially X/C line with the additive) comply with the Lycoming Service Bulletins 446E and 471B and Service Instruction 1409C, and have the LW-16702 additive; no additional additives are needed.
All of the additives aside, the real key to long engine life is less about which of the approved oils you use and more about continued operation of your engine using them - keeping the internals wetted with oil.
I remember reading that as well Bob. I also recall reading a report from Blackstone Labs some time back, probably still available in their website archives, declaring almost no difference in engine life or metals found in their analysis from many thousands of aircraft piston engines samples, but it did not include the Victory line at that time; I suspect if they redid their comparison again today, it would provide a similar result.
I am an unapologetic Camguard fan-boy. I'm aware that other's in the industry have significantly closed the gap as their formulations have changed. So, maybe I've morphed into the over cautious, fear & superstition world. I also understand the the primary, intended benefit is not during operation. This was important in the past down here in hot AF Florida with younger kids and not much time or money to fly as often as I liked.
The Aircraft Specialties Lubricants (Camguard) engineers were the only company/engineers that I even encountered that would/could discuss their product from a scientific approach. It wasn't showmanship or salesmanship. If you ever get to speak with or come across an article from Edward Kollin, take advantage of it. There are plenty of articles on the web from the aforementioned. Well worth a read
Many years ago, we had a C-320 Skynight. We have always run Mobil 1 synthetic in our vehicles with excellent results, so we were excited to try the new Mobil AV 1 for aircraft...
It didn't end well. Shutting down the engines after the first long XC, both props feathered, which was not normal. Checking the oil revealed it had turned into, for lack of a better description, what you would find in a baby's diaper.
Mobil ended up paying to have the engines and props cleaned and inspected...
The cam is also made of a metal that easily pits when exposed to moisture. Cam-Guard is not meant to make your oil lubricate better. \.
Each of the additives and oils mentioned has a different purpose. The Phillips Victory oil is an excellent oil that will limit the wear in your engine. However; engines don’t wear out when run with any of the modern aviation oils. The enemy of Lycoming engines is not wear, it is corrosion. The cam on a Lycoming sits up high in the case. This is where all of the condensation from the combustion process tends to condense after engine shut-down/cool-down. The cam is also made of a metal that easily pits when exposed to moisture. Cam-Guard is not meant to make your oil lubricate better. Cam-Guard is meant to coat the cam with a protective layer that won’t drip off as easily as hot oil. It is intended to protect the cam during periods of in-activity (a week or more). If you fly weekly without fail, then you don’t need to wase your money with it. If your plane is going to site a few weeks, Cam-Guard is the only additive mentioned that will possible help protect your cam.
For this reason, I use Phillips Victory plus Camguard for both the mechanical wear and corrosion preventative additives. Plus I add MMO to the fuel every few fills.
Same minus the MMO in the fuel. Can someone enlighten me on the use of MMO in fuel?
popcorn anyone?
Vlad uses MMO and he got 5000 + hours out of his engine. Im sure that isnt the only reason but maybe it helped? At most it doesnt help but the cost is small so I use it now.