How do they look? It would appear that I got better protection from the Mobil 1 Delvac?

Valvoline Premium Blue / Mobil 1 Delvac 5w40 / Mobil 1 Delvac 5w40 / Amsoil 15w40
15w40, 5,000 miles on oil / 12,500 miles on oil / 15,000 miles on oil / 16,500 miles on oil
Iron - 21 / 70 / 74 / 150
Chromium - 1 / 3 / 1 / 2
Lead - 2 / 7 / 4 / 3
Copper - 5 / 9 / 21 / 178
Tin -0 / 1 / 1 / 1
Aluminum - 5 / 14 / 4 / 6
Nickel - 0 / 0 / 0 / 1
Silver -1 / 3 / 2 / 1
Silicon - 13 / 11 / 7 / 6
Boran - 40 / 46 / 39 / 6
Sodium - 15 / 2 / 3 / 5
Magnesium - 247 / 490 / 460 / 78
Calcium - 2195 / 3040 / 2402 / 3348
Barium - 0 / 3 / 0 / 0
Phosphorous - 1024 / 1355 / 1148 / 1098
Zinc -1303 / 1571 / 1393 / 1311
Molybdenum -23 / 10 / 1 / 0
Titanium -0 / 0 / 0 / 0
Vanadium - 0 / 0 / 0 / 0
Potassium - 0 / 0 / 31 / 15
Fuel -<1 / <1 / <.5 / <1
Visc100 - 14.10 / 14.50 / 14.6 / 14.1
Water - 0 / 0 / <.1 / <.1
Soot/Solids - .4 / .5 / .5 / <.1
Coolant - NO / NO / NO / NO

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The oil company said the high Iron level could be caused from internal engine wear? They said the high Copper level could be caused from Leaching? into the oil via the oil cooler core tubing? Does this make sense to anyone?

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Well I tried to find out some info for you before I responded. The copper and cooler issue is a common thing. Here's some info on that:

high levels of copper found in oil analysis are a result of engine cooler core “leaching”. The zinc additive in diesel motor oils reacts with the copper cooler core tubes at high oil temperatures. This chemical reaction results in copper oxidation products forming on the surface of the tubes and then coming off into the oil as it washes over and around the tubes. Heat is a catalyst to this chemical reaction- the higher the oil temperature the greater the rate of oxidation and the longer the reaction process is sustained. This does not cause any damage to the cooler core, or to the engine. However, you will see the copper reading elevate to over 100 PPM. Copper is not a particulate in this case but is in solution in the oil. The PPM will start relatively low and increase over 100 PPM and stay at high levels for several intervals, and then return to normal. During the oxidation process, a hard film forms on the tube surfaces exhibiting the appearance of clear varnish. Changes in operating temperatures, and /or changing oil brands can chemically disrupt this film and begin the oxidative leaching processes again. This can occur in any system with a cooler core: Diesel or gasoline engines, Transmissions or Hydraulic systems.

As for the iron, I emailed our oil lab and this is the response I got:

It is really hard to comment on other labs results. The critical iron limit for the 5.9L is 150 PPM at normal change intervals(7500 miles). I still do not think it is bearing wear but more than likely something ingested as other levels of metals did not rise significantly. In fact, most metals went down indicating that the AMSOIL is protecting this unit. I suggest testing with our lab so I can give a more accurate assessment.


Not suggesting you use our lab, just wanted to get their input.
Hope this helps some.

HEath

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Next sample I take Heath I'll send to your lab. I am a bit concerned about the high metal content?

I know that's what the tech guy recommended of course, but I hate changing labs too as there can be variation.
Tell you what, when you're ready, let me know and I'll send you one for our lab. Go ahead and still send one to Blackstone. That way we'll have both.

Gotcha!

I had a thought? Those #'s were done with a 15w40 vs the 5w40 I was running. Also, I now live in Colorado where The morning are much colder, do you think this might have contributed??? We've had some below 0 temps and usually in the teens in the A.M.?

I wouldn't think so as both are 40 weight at operating temp. The temp thing seems logical, but would like to think that it shouldn't make a big difference, especially with synthetic.
The iron of 150 is the cutoff as mentioned for a regular interval of 7500 or so. That means with your last sample the extreme cutoff would be 300 or so. Still don't want to see high numbers, but you're well below the "concerned" level.

Ya, but the 5w40 starts out @ a 5 weight and then thickens, where the 15w40 starts out thicker @ 15 weight. This would make since to me since most engine wear occurs @ start up?

You're correct, most wear at start up. It could very well be. Let's see if it drops with the new season??

One thing I've noticed is that when someone switches over to Amsoil from Dion oil the iron count is always higher for the first 2-3 oil changes an then it comes back down. Its as thou Amsoil is cleaning out what the Dion oil left behind in the engine.

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Yes your iron is way high.

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True, but I've been running synthetic since new, so I doubt that's the problem?

So your saying that the Valvoline and Mobil oil you used in 3 of the 4 oil test was synthetic? You do know that the other brands of synthetic oil are made with 80% or more group III crude oil where Amsoil is made with group IV & V synthetic base stock? Thus the other brands are not in the same class as Amsoil or even Redline synthetic oils and should not even be allowed to be called synthetic being at most they contain at best 20% PAO synthetic base stock.

JMHO