Bad Parts? Wrong Oil? NEW Data Reveals WHY Modern Engines FAIL Prematurely! This Info Might Scare You.

December 22, 2025

New engines are significantly better than older engines in many regards, but not in all of them. And new engines being better than old engines doesn’t mean that old engines aren’t good. Another important thing to remember is that better and good are not technical descriptors when it comes to anything that has to be quantified with data. So you might be able to look at data and then describe one engine as “better” than the other in a particular test, but saying that something is “good” doesn’t actually give any real information on the quantifiable elements used to make that decision. If I’ve lost you, don’t worry, it’s not critical for understanding this video at all. Just watch, and listen to our friend Lake Speed Jr. as he explains what new data has come available on why modern engines have been making news with their failures.

Video Description:

The Hemi Tick, Roller Camshaft failures and bearing problems, let’s face it, modern engines aren’t just built the same anymore. There is something common about all of these modern engine mechanical problems that relates to motor oil. OEM recommended viscosity and oil change intervals are part of the problem, but probably not for the reason you think.

Motor oil does more than just lubricate the engine. It protects against rust and corrosion. It Cleans, Cools and help Seal the engine. We’ve mentioned these important functions in previous videos, but there’s another function that motor oil provides in modern engines – hydraulic force. You see, Variable Valve Timing and Displacement On Demand systems utilize the motor oil as hydraulic fluid, and this is where the problem lies.

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).

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