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Hey tall I am new to this site i was wandering if it will hurt anything if I tow my 10,000lb fifth wheel ocasonly thanks for any help
 

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It won't hurt a thing.
 

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Exploding the magma
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Hey tall I am new to this site i was wandering if it will hurt anything if I tow my 10,000lb fifth wheel ocasonly thanks for any help
Nope, it is still a 40wt operating viscosity...should be fine.
 

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Thanks i don't know much about the numbers I have been told many times what they mean but can't get it through my skull
 

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5-40
will be thin say like a 5 weight oil when cool to help flow and will increase in viscosity as the temp goes up all the way to a 40 weight if need be
 

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Exploding the magma
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Thanks i don't know much about the numbers I have been told many times what they mean but can't get it through my skull
5-40
will be thin say like a 5 weight oil when cool to help flow and will increase in viscosity as the temp goes up all the way to a 40 weight if need be
Hmmm...kinda like that bit a little different. The XXw weight is based off the dynamic viscosity properties of the oil, the cold cranking viscosity and the max low temp pumping viscosity at a specific temp depending on grade/weight. The "winter" weight/grade of a multi-grade oil is more concerned with how the oil will flow when cold while the operating weight of the - XX weight is based on the Kinematic viscosity and the low and high temp shear. Those tests are more concerned with how well the oil will stay in grade at operating temp which per SAE J300 is 100*C for kinematic viscosity and low temp shear and 150*C for high temp shear.

SAE J300

Hence why back in the day you had motor oils that were 20w-20, cause the 20w refers to a different bank of test and criteria than the 20 operating weight.

ConocoPhillips HD Fleet™ 20W20 Engine Oil
 

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Blackstone has a nice laymans explanation IMHO

Most of us have only a vague understanding of viscosity. We tend to choose an oil with a viscosity that we believe is correct for our particular engine, but would another viscosity improve or reduce the life of the engine? Can we freely pick and choose a viscosity outside a manufacturer's recommendations?

Technically, viscosity is defined as resistance to flow. Commonly though, we think of it as an oil's thickness. To be more specific, it is the thickness of an oil at a given temperature. The plot thickens (ha!).

The viscosity of an oil could be reported at any temperature, but to standardize things, most laboratories report either a low temp (100F or 40C) or a high temp (210F or 100C) and stick with either SUS or cSt. The standardized temperature reading allows us to compare apples to apples for judging the thickness of the oil. At Blackstone, we report the viscosity at 210F SUS, which is about the operating temperature of your engine when it's warmed up and running.

An apple is an apple, no matter what language you use to describe it. In the same respect, there are many ways to describe viscosity: SAE Engine, SUS (Seybolt Universal Seconds), cSt (Centistokes), ISO grade, etc. We use SUS. No matter what you call it, the number given simply defines the thickness of the oil at the standard high temperature.

Straight Weight vs. Multi-Grade
Engine oil can be either a straight weight or a multi-grade viscosity. Originally, all oil was straight weight. Relatively few straight weights are manufactured today since most gas- or diesel-engine manufacturers recommend multi-grades. At operating temperature, a straight weight performs just as well as a multi-viscosity oil, and there is nothing wrong with using a straight weight. It's just a simpler form of oil. Some diesel fleets still use straight weights, as do about half the piston aircraft operators.

The difference between multi-grade and straight-weight oil is simply the addition of a viscosity improving (VI) additive. The most common grade of automotive oil in use today is the 5W/30, which is a mineral oil refined with VI additives that leave it reading as an SAE 5W viscosity when cold, yet an SAE 30W when hot (210F). The advantage to the multi-weight is that when starting the engine, the multi-viscosity oil (with its thickness of an SAE 5W when cold), allows the engine to spin over more easily.

The most common diesel use oil is 15W/40. It is an SAE 15W oil with a VI additive that leaves it the thickness of an SAE 40 weight at operating temperature. What makes an oil a diesel-use oil (rather than automotive-use) is the level of additives used. Diesels require heavier levels of dispersant and anti-wear additives. These heavier additive levels are objectionable for automotive engines since they may interfere with the emission controls mandated by the EPA.

Which Viscosity to Use?
Engine owners often stray from manufacturers' recommendations regarding viscosity of oils. The engine builders dyno-test their engines using a specific viscosity oil, so when you use the viscosity they recommend, you are working with a known result. Going to another viscosity is an experiment, but it's usually a harmless one. For the sake of efficiency you want to run the lightest grade oil in your engine possible, within limits. We are seeing that trend for newer engines, for which the recommended grade is getting progressively lighter. The common 10W/30 has become a 5W/30, and some manufacturers even recommend 5W/20 oil. On the other hand, we can't see (in oil analysis) where it hurts anything to run heavier 10W/30s or even 10W/40s in modern automotive engines. The heavier oils provide more bearing film, and that's important at the lower end. If your oil is too light, the bearing metals can increase. If the oil is too heavy, the upper end metals can increase. The trick is to find the right viscosity for your particular engine, which is why we suggest following the manufacturer's recommendation.

Changes in Viscosity
Adding anything foreign to your oil can change its viscosity. Some types of after-market oil additives cause a quite high viscosity at operating temperature. While an additive might improve bearing wear, it can often cause poorer upper-end wear. We don't recommend any type of after-market additives.

Other changes to viscosity can result from contamination of the oil. Moisture and fuel can both cause the viscosity to increase or decrease, depending on the contaminant and how long it has been present in the oil. Antifreeze often increases an oil's viscosity. Exposure to excessive heat (leaving the oil in use too long, engine overheating) can also increase viscosity. When your oil's viscosity comes back as either lower or higher than the "Should Be" range, something is causing it. If the high/low viscosity is hurting wear, the key is to find out what it is and repair your engine or adjust your driving habits accordingly, to correct the viscosity and optimize your engine's efficiency.

If you decide to use a different viscosity oil than what the manufacturer recommends, you might want to use oil analysis while you are experimenting. Your wear data doesn't lie. People selling oils and additives may be sincere, but they don't have to live with the results. They simply smile a lot on the way to the bank.
 

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Exploding the magma
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Yeah it is a pretty good over view but don't go into that great of detail...

"The difference between multi-grade and straight-weight oil is simply the addition of a viscosity improving (VI) additive. The most common grade of automotive oil in use today is the 5W/30, which is a mineral oil refined with VI additives that leave it reading as an SAE 5W viscosity when cold, yet an SAE 30W when hot (210F). The advantage to the multi-weight is that when starting the engine, the multi-viscosity oil (with its thickness of an SAE 5W when cold), allows the engine to spin over more easily."

That is a typo cause per SAE j300 30w does not have the same operating temp properties as SAE 30.

That is all my post before was saying is that the 0,5,10,15,20w grades do not correspond to the non-w grade since they are determined based on different criteria.
 
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