First Oil change. Don’t rush it.

SCUT and CUT Tractors First Engine Oil Change / Service

The service and maintenance of your Subcompact and Compact tractors are essential for a long and happy relationship with your machine. This is often a very popular topic on various tractor forums online. One of the most commonly asked questions on the maintenance and seasonal service deals with the actual frequency of such maintenance. The question goes something like this

“The tractor’s manual states that the service schedule for the tractor should be based on reaching specific machine usage hour amounts. I don’t use my tractor enough hours in a year to get the threshold for the next hour level of service, such as 200 total hours. Do I still need to perform the service on the machine?”

Most tractor owner and use manuals discuss the required service intervals in two ranges, use hours and seasonal. So whether or not you achieve the use hour threshold, you should still perform many of the service tasks because they are also to be done “annually”. With that said, I want to start this blog post by stating that there is one service interval where its very important to follow the machine's use hours before performing this service. That service is the very first engine oil change.

When diesel tractor engines are assembled, they are filled with “Break-in Motor Oil.” Once assembled, they are installed into the tractor and are ready to be used. This blog post will cover the use of “break-in motor oil” and address the common misconceptions about its existence.

How are the new engine components protected against friction during assembly?

When an engine is initially assembled in the factory, there are valid concerns about the reduction of friction between these critical engine components in their new interaction. As a result, most new internal components in the engine are coated with what’s known as “assembly lubricant,” which are specially designed and formulated lubrication components to ensure the parts avoid “dry contact” with other engine components during the engines dry rotations during assembly as well as when the engine is started for the first time.

What is meant by the “dry rotations” of the engine assembly? As the engine is assembled, since it is composed of many rotational components that work together to keep the engine balanced and running smoothly, the engine must be “turned over” or the internal components allowed to rotate within the engine so that the entire engine can be assembled. Placing each piston and connecting rod inside the engine cylinder walls during engine assembly is a perfect example of the “turnover” of the components.

The pistons are each at different positions inside their cylinders as the connecting rod bearings are installed, and the connecting rods are torqued to specification on the crankshaft journals. The piston rings are riding on the cylinder walls as this assembly process takes place and without the presence of an assembly lubricant on the piston rings and the cylinder walls, these components would experience damaging frictional wear if “dry contact” was permitted.

This is particularly important when engine bearings are assembled and installed, as well as when considering the rotational components within the engine assembly, such as the connecting rods on the crankshaft journals, and the crankshaft bearing journals where the crankshaft rotates within the engine block. The same applies to the contact surfaces on the engines camshaft and valve train components.

The assembly lubricants used vary from a grease-like substance, which is applied to the bearing surfaces and bearing journals before the installation of the crankshaft or camshaft, to the camshaft lobes. The same applies to individual lifters and valve train components. This assembly lubricant is heavy enough to remain on the surfaces after installation and not simply “run off” like an oil might.

However, the assembly lubricant differs from the typical grease used on the grease zirks throughout the machine, as that grease is formulated to remain thick and retain its applied viscosity for an extended period. The assembly lubricants are not as heavy or thick as the grease applied from a typical grease gun and liquefy more readily once the engine is started and the motor oil flows through the engine's lubrication system.

The reason the assembly lubricant is designed to become more “oil-like” once the engine is running is due to the importance of the entire lubrication system within the engine being lubricated consistently and without obstruction or large fluctuations in the engine oil's internal pressure. If standard grease is used in the engine assembly, the heavy grease would block critical oil passages and the numerous lubrication holes in the engine components, designed to allow motor oil to flow easily and consistently through these passages. The assembly lubricant liquefies and blends into the “Break-In Oil” during the first engine startup. Additionally, the assembly lubricant remains in this oil-like state once the engine has started, and it enhances the lubrication of the break-in oil.

What is Break In Motor Oil and why is it important?

Break-in motor oil is a specially formulated engine oil used in the assembly of most diesel engines in smaller tractors, specifically those with an engine power of less than 40hp. I am not implying that break-in oil is not used in the larger diesel engines that are assembled, but this blog post focuses on the smaller diesel engines, which is why the horsepower threshold number was mentioned.

Break-in motor oils contain unique levels of critical chemicals that are known to help ensure proper engine bearing and frictional surface wear during the first 100 hours of engine use. The 100-hour figure is significant and should not be overlooked. Most engine manufacturers specify that the engine be operated for the first 100 hours of its life while lubricated with break-in oils to assure the best engine performance and long-term durability.

One such unique chemical in the break in motor oil is the levels of Zinc dialkyldithiophosphate, commonly known as ZDDP and often referred simply to as “Zinc”. The zinc formulated in the break-in oil helps ensure that engine components, such as valve train lifters, rotate while the engine is running, preventing them from incurring frictional wear with the camshaft lobes in a stationary position. This is critical to the proper break-in of these and other engine components, preventing premature component failure, which would otherwise occur at an alarming rate.

The zinc and other unique chemical formulations within the break-in oil also provide critical protection against internal engine corrosion and other threats to the engine's long-term durability. As the initial break-in occurs with the various components within the diesel engine, there are unique challenges related to the toxicity of these chemicals and how they impact the engine's wear and performance. The break in oil formulation addresses this unique situation in ways that regular motor oils cannot, as they lack the necessary blending to meet these needs. As the engine break-in period concludes, the long-term needs for the engine's proper lubrication evolve, and it's important that the oil selected addresses these needs.

Diesel engines benefit from motor oil purpose blended for their use

Diesel engines produce unique combustion-related byproducts inside of the engine that are best addressed with a purpose-blended motor oil for use in diesel engines. There is soot and other byproducts created inside diesel engines, which differ from those found in gasoline engines. Additionally, the compression ratio in diesel engines is significantly higher than in gasoline engines, often twice or nearly three times the compression ratio of gasoline engines. This alone warrants using a motor oil specifically designed for use in diesel engines to ensure optimal lubrication levels.

Selecting a high quality, purpose-blended motor oil for diesel engines is a preferred choice when the time comes for the engine oil to be changed after the break-in period is complete. However, we will delve into that topic further later in this blog post.

True or False? Fresh Motor oil is always best for an engine.

When this “fresh motor oil” replaces the new engine's “break-in motor oil” and the engine hasn’t completed the manufacturer’s specified break-in period, and the fresh oil is not break-in oil, then this is not in the engine's best interest. If you feel the need to change the engine motor oil or if a mechanical situation requires the changing of the engine motor oil before it has completed the break-in period, then make sure the replacement oil is a break-in oil specified by the engine manufacturer for use in their engine.

True or False? Adding Zinc to any motor oil is the same as using a break in oil?

False, very false. Break-in motor oils are purpose-blended with a number of special chemicals specifically selected and designed to facilitate the proper break-in of your diesel engine. There is much more to an appropriate break in oil than simply adding zinc. This question arises often because the Zinc additive, ZDD is sold in small bottles as a stand-alone oil additive that can be added to motor oil. However, the proper blending of a break in oil involves much more than simply adding ZDD.

True or False? Changing your engine's motor oil to a Synthetic blended oil is more important than completing the engine's break-in period with the break-in motor oil.

Hopefully, by now, the importance of completing the engine break-in hour period with the engine running the break-in oil has been made clear. If not, let’s hope this point does answer that question convincingly. If the engine manufacturer specifies a 100 hour break in period, please run the 100 hours or longer, with the break in oil in the engine. You are better off exceeding the 100 hour break in period using the break in oil than you are switching to a different motor oil before reaching the 100 hour period.

True or False? My tractor has 50 hours of use on it since new. I checked the engine oil level. The dipstick shows the oil amount at the “add oil” level. My friend tells me not to add any other oil to the break in oil as it will “ruin the break in oil” and he says running the engine a little low on oil is better than mixing oils. Is he correct in his advice?

While adding the break-in oil to restore the proper full level of motor oil would be the preferred solution, it is best to keep the engine oil level correctly full at all times. Check your owner's manual for the specified oil viscosity and add an oil that is closest to these specifications. Running any engine with less than the proper amount of engine oil can lead to premature engine wear as well as mechanical problems. Make sure to top off the engine oil but don’t overfill it.

True or False? I heard on an online tractor forum that you should “flush” the engine crankcase at the end of the engine break-in period before changing to the long-term motor oil use. Is this necessary when performing this initial oil change on the new engine?

No, its not necessary to “flush” the engine crankcase nor is it going to improve the use of the long term engine oil. The normal process of thoroughly draining the engine crankcase and changing the oil filter during the service before installing the new motor oil and filter is all that is required.  

Selecting the motor oil for use in your diesel engine after the break-in period is complete

How do you choose the motor oil to use in your diesel engine after the break-in period is complete? This is a widespread question. For some reason, many people seem to have very strong opinions about their preferred motor oil brands and blends. Few things will make an online forum discussion “come alive” more than discussing motor oil preferences, religion or politics.

Many people are passionate about their opinions on this topic, and finding unbiased perspectives can be challenging. Of course, then there are the endless YouTube experts, some of whom are independent and many of whom are “influencers” and promoting specific products. So how do you choose? Let's start at the top of the list.

If I have a John Deere tractor with a Yanmar engine, will the John Deere-branded motor oil be the best choice for my engine?

The oil that John Deere sells in their dealerships and recommends for their tractors is going to be a quality product and should be a “safe choice”. After all, if it were inferior in any way, John Deere would experience increased warranty claims, which would cost them money and also damage their reputation. So I would describe the use of any manufacturer's suggested motor oil as a “safe choice” because they aren’t going to purposely sell a product that is inferior and can damage their product. But it's also likely not the “best choice” for every owner's needs.

The range of motor oils for sale is vast and overwhelming. Walk into an auto parts store and there is likely to be dozens of choices in your engine category. Here is how I suggest anyone select a long-term motor oil for their vehicle.

1.      Read and learn about the different products so you have a baseline knowledge on the topic.

2.      Consult others whom you respect about their engine oil choices.

3.      Read product reviews and consider their information as one piece of your information library.

4.      Follow the manufacturer's recommended oil viscosity levels based upon your area's climate

5.      Be aware of your area's seasonal changes and how these temperature ranges align with the engine manufacturer's recommended viscosity, which is influenced by factors such as cold temperatures, among others. This is why manufacturers provide a range of conditions and product offerings to address all these variables.

6.      You would be wise to select a product designed for use in diesel engines. We know diesel engines have special needs due to their combustion process and the byproducts of diesel fuel combustion. Using a motor oil designed for diesel engines is a good start.

7.      My personal choice is to use Premium Motor Oils, which are blended to extend oil life, reduce friction levels, and other marketing claims.

8.      I am an Amsoil Oil user, and I prefer their Amsoil Product Code: DMEQT-EA, which is their Signature Series 15w-40 100% Synthetic Maximum Duty Diesel Oil. They also offer a 5w-40 weight version of this same oil for those in colder climates.

9.      Why do I choose this product? It’s blended to provide additional protection against engine wear. It’s a product designed for use in diesel engines and I have had excellent luck with Amsoil products in terms of quality and measured wear protection results.

10.  This oil is priced higher than many other choices, but it also is 100% synthetic, which helps to extend its useful life, and it's chemically formulated for diesel engine needs.

It’s impossible to cover all of the variables in the motor oil product marketplace. Some are convinced that Shell Rotella is the best, whereas others are sure it's another product. They are all high-quality products competing in a highly competitive marketplace. For some consumers, it will come down to price. For others, it will come down to the brand name. Of course, availability is a big factor, and how do you obtain the oil when it's time for a change?

Now, the second and almost equally important component in the oil change is the oil filter. We will cover oil filters in a separate blog post, but I'd like to leave you with this for now. The lowest-priced products usually involve compromises in quality, which can be important. Avoid buying the cheapest oil for anything important. Let me leave you with an example of what being frugal in lubricants can cost.

Most of the rural lifestyle retailers sell their private label version of motor oils, tractor hydraulic fluids and transmission fluids. Often, these are blended for the retailer by major petroleum companies. Decisions are made as to the fluid's content and whether it's going to contain special wear protection properties, etc. The retailer's goal is to sell large volumes of these privately labeled fluids. To achieve this goal, they often make reductions in the product's quality to make the price lower than other choices.

The standards for most motor oil and other fluids are industry-driven, and the ranges of the products vary widely. Many products are marketed as “compatible” with a specific brand of machinery, but this does not necessarily ensure that the competing fluids are blended to the same standards.

There is a tractor owner who took the time to make a YouTube video to tell his story. He owns a major brand tractor that has a good reputation. His tractor was several years old (5 to 7 years old if I remember correctly) and had reached 1,200 hours of use. He began to have problems with his PTO (power take off) clutch, which drives the mower and other PTO driven implements. He noticed the PTO seemed to lose power and also, under loads, the clutch would “slip”. The result was his mower struggled to perform as it had and should.

He contacted his dealer for diagnosis. They informed him that the tractor needed to have the PTO clutch replaced, and this was a significant repair, requiring the tractor to be “split in half” to complete it. He was given an estimate of roughly $9,000 to repair the tractor. He was in shock and sought other opinions. They all reached the same conclusion, but the costs varied by as much as 35%. In the end, the repair facility chosen to make the repairs was an authorized dealer of the brand, but a different dealer from the one that had provided the initial repair estimate.

The repairing dealer was surprised at what they found. The PTO clutch was worn, but the internal components of the entire assembly showed wear, which is typically found in machines with significantly more use hours, double or even triple the hours shown on this machine’s hour meter.

The fluid from the rear assembly had been caught in a drain pan and had not been disposed of when this extreme wear was noticed. The dealer sent a fluid sample drained from the machine out for analysis and the results were surprising. The fluid contained the bare minimum levels of composition to be considered suitable for use in this tractor. The fluid was void of any blends to protect the machine against excessive wear and to reduce the friction levels within the case.

The dealer contacted the owner who had mentioned to the dealer, he had been diligent in making sure the machine was serviced at the scheduled intervals in the owners manual. However, the owner also mentioned that while he changed the hydrostatic fluid every 300 hours or as outlines in the manual, after the first service, he began purchasing the fluid at a “Big Box Rural Lifestyle Retailer”, using their Privately labeled product, as it was roughly $10 per gallon cheaper than the product sold at the tractors dealers.

The bottom line is that this discount fluid lacked critical wear-reduction chemicals; it had no protection against the impact on components due to fluid temperatures, as well as those that inhibit corrosion and other wear-related concerns. The owners attempts to save money on the fluid ended up costing him a $6,500 repair bill. He summed up his experience by saying something like, “I saved $500 in fluid costs over the years, and the result was a $6,500 repair bill- not a wise trade”.

While his example may seem extreme, it's very crucial to understand that products which are the lowest cost often offer compromises in product quality. This retailer chose to leave out the chemicals that will reduce clutch disc wear and protect the clutch disc media against the impact of elevated product temperatures. The result for this customer was premature wear on his tractors PTO clutch and an expensive repair, years before it should have normally occurred.

The dealer commented they had never replaced a PTO clutch on that specific model tractor on a machine with less than 4,000 hours of use. The tractor brand manufacturer sent out a company service representative who took the worn parts back to the company's engineering department. They concurred it was a low-quality fluid, which led to this extensive wear and very likely would not have happened had the customer continued to use the recommended fluid in the tractor's hydraulic system.

The engineers at the home office also noted extensive wear in other components inside of this case which had been replaced and those were also due to poor lubrication. In the end, the owner saved a little money by purchasing a low-cost fluid, but he exposed his tractor to expensive premature wear, which likely will surface in other repairs being required sooner as well.

Thank you for reading this blog post. Coming soon is a blog post about filters and their differences in quality and performance.