Frequently asked questions
What’s the difference between the standard kit and the premium kit?
The difference between the standard kit and the premium kit is the additional particle count test in the premium kit. Both kits include testing for viscosity, contaminants (Water, Coolant, Fuel, Soot and Dirt), Oil Health (Oxidation) and Wear Metals. The premium kit adds the particle count test, which tells you how many particles of different sizes are in the oil. It doesn’t tell you what they are, but only how many particles of various sizes are in the oil. This is actually helpful in troubleshooting problems. The standard analysis reveals the chemical makeup of the wear particles smaller than 10 microns, so the combination of the standard analysis tests plus the particle count gives you the best insight into the health of the engine.
Do you accept samples from outside the USA?
At this time we do not offer any service options outside the 50 States of the USA. We are looking to add service options in both Canada and the UK in the future.
What’s the best oil to use in my engine?
We appreciate you watching our videos and trusting us for advice. We are an oil testing service, so it is not our place to recommend specific brands or types of oils unless it relates to used oil analysis we are providing for a customer.
Because each engine and operating environment is fairly unique, there is not a single best oil for all engines and in all applications. However, here is the proper framework for finding a great oil for your engine and application.
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 - Since the OEM recommended oil and viscosity have not produced a wear rate per 1,000 miles lower than 5 ppm, go up to next viscosity grade in the OEM oil. Go 4,000 to 5,000 miles on that oil and then take another sample. See if the change in viscosity 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 viscosity did not get the wear rate per 1,000 miles below 5 ppm, try a different brand of oil in the same viscosity grade of whichever viscosity had the lowest wear rate per 1,000 miles. You will need to use it for 3,000 to 4,000 miles to flush the OEM oil out of the system before going 5,000 miles on the new oil to take another sample. See if the non-OEM oil lowers the wear rate per 1,000 miles to 5 ppm or less. If it does, you are good. You can then use the oil analysis results to fine tune the oil change interval.
If the wear rate per 1,000 miles is still above 5 ppm, try the next higher viscosity oil of that same brand to see if that lowers the wear rate per 1,000 miles. Finding the best oil for an engine is an iterative process, but the data from the samples (viscosity, additive depletion, wear rate) will paint a picture that guides you in the right direction.
Should I use a thicker oil in my engine?
It is best to begin with the OEM specified viscosity grade. Engines with the correct surface finish can run 0W-20 or lighter grade oils without problems. As mentioned in many of our videos, the only way to know if the higher viscosity oil will reduce wear in your engine is to do used oil analysis before and after changing to a higher viscosity oil.Generally speaking, the higher viscosity oil tends to reduce wear, but we don’t always see that result. If the oil is too thick for the engine, the wear can be much worse.
What’s the shipping address for the lab?
Ship all samples to:
SPEEDiagnostix Sample Processing
111 N. Walnut St.
Dover, OH 44622
Why don’t your kits include TBN analysis?
TBN is an outdated test method developed for high sulfur diesel fuels. Today's low sulfur fuels make TBN an irrelevant test. Major OEM’s like Cummins and GM stopped using TBN as part of their analysis program nearly 10 years ago. FTIR is the modern way to determine the useful life of the oil.
I have a sample that I want analyzed. Can I just send it to the lab and pay for the testing?
Unfortunately, no. Accurate testing requires prior knowledge of the sample. For example, gasoline engine samples are processed slightly different from diesel engine samples, so we need to know what we are analyzing before the sample goes into any of the equipment. As such, the SPEEDiagnostix kit is part of the sample process. You can transfer your sample into the SPEEDiagnostix sample bottle when you receive the kit, but the whole process begins with purchasing the kit and following the instructions provided.
I'd like to order more than one kit, but your system doesn't seem to allow me to add more kits. Why not?
At the moment, we're only allowing the purchase of one kit at a time because the FedEx OneRate Pak will only hold a single kit plus the add-on items. If you have a unique request for a bulk order, please email us at orders@speediagnostix.com