As Anahymbrid says - conflicting info on the 'synthetic' quality for Honda's variety of 0W-20. There's a site I frequent called 'bobistheoilguy.com' (not a technical sounding name, but some of the subjects discussed there can be very technical in nature). Over there, the consensus seems to be that
any '0W' oil is a synoil by default. Someone on this site (?) called AHM and was told that the oil was not synthetic - but they probably spoke to a CSR, not an engineering-type person. So I'll withhold judgment for now on syn vs dino.
As for the additive - it's Molybdenum disulfide (MOS2 - that should be a subscript '2', btw, but we don't have super/subscript available here
). Honda has their oil contractor (ExxonMobil at last check) add a healthy shot of this - over 500 ppm - to the factory fill. Even the bottled Honda oil that you get from the dealer has ~ 200-300 ppm of MOS2 (most oils generally have low amounts of this anti-wear additive - M1, for example, has ~ 50-70 ppm, depending on the viscosity that you buy. A couple of notable exceptions to this are Havoline TropArtic and Redline).
When I had the Accord's factory fill analyzed - Moly came back at ~ 560 ppm. The Civic came out at 543 ppm, as I look at the initial report. I changed out the Civic's oil myself at about 4400mi - the OLM had just switched to '60%', and seemed to be dropping 10% every 750-900mi, which would put me at about a 7500mi interval - or right at the standardized point at which the 'service engine' (change oil) light would come on in my Hondas before they went to the new Maintenance Minder system this year. I like to get the silicones and any wear metals out, as well - hence, I changed the oil a bit earlier than many here.
As far as what went in - I did use the bottled Honda 0W-20, but with a little something extra - 1oz per qt of Valvoline Synpower Oil Treatment (or a little over 3oz total for the Civic's sump). Why VSOT ? Because it's a popular additive for adding extra Moly to oils that don't have a lot of it as mentioned above. VSOT has something like 1400 ppm of Moly - thus, you only need about 1oz /qt for our application. Am I telling you to do this with your own engine ? No. You have to premix and heat it before putting it in the car (tricky), and what you put in your car should be your own choice. Also note that AHM says "don't use additives" in your oil, so do what they say and you'll be fine for warranty.
On the M1 - there are those who say that you'll get a little better mpg with it, due to the kinematic - you had that right
I changed out to this on my second oil change at 8800 mi (that's when my OLM dropped to 15% - I didn't reset it at the first change for reasons I won't go into here). I noted that the valvetrain sounded a little noisier at first start-up with the M1, and to tell you the truth, I'm not noticing a mileage bump like I seemed to get with the Accord when I put the M1 5w-20 in that car. Of course, now that the weather's warmer, I'm using A/C, so that has something to do with it, and I'm not commuting to work these days, so my driving is a little different as well.
As far as break-in - I noticed the engine seemed to loosen up a bit at about 1700mi on the Accord, and about 1800-2200 on the Civic. Generally, a Honda engine is considered to be done with the initial break-in around this mileage, another bump at about 5000mi, and fully broken in at about 10,000 (some people say it can go to 25K, but that's not been my experience with the seven Hondas I've owned, at least). Why your dealer might have mentioned "30K" ? Could be due to the more frequent startups, due to auto-stop. Most engine wear is in the first few minutes after you start it, as the oil comes up to temp. But I'm climbing into his head to guess on that one. I've got just over 10K on mine now, and the engine feels pretty loose now (revs freer) - right on schedule
If you're interested in mileage, make sure you don't overfill the sump - doing so can produce oil foaming, and create more resistance for the crankshaft to move through. In fact, many people (and I'm one of them) *underfill* by about 0.5qt (in between the 'min' / 'max' lines on the dipstick) to try and get better mpg. Hondas are exceptionally good with oil control on average (the K-series engine in the current Si being a notable exception), so you don't need to worry too much about getting down to the 'min' level if you do this (I do check mine every couple of weeks, and sure enough, the level is steady as a rock).
Finally, on the crush washer - it's actually a bi-metal washer (look at it on edge, and you'll see). The 'shinier', more rounded side goes against the oil pan, and the duller, flatter side goes against the bolt. If you torque the bolt to the specified 29 ft-lbs, you'll notice that when you remove it at the next change, there's no visible indentation on the 'soft' side of the washer. So, really, the crush washer's purpose is for those who live by the 'tighter is better' rule and really use brute force to tighten the bolt
With regard to tightening properly - A little trick I started making use of for reference: When you get under the car, you'll notice a mark that goes across the oil pan bolt and on the pan itself (mine was green in color). This is a 'code' that the assembly techs use to signify that the bolt is tight and the oil can be added to the sump (you'll notice a blue mark on the CVT pan / bolt). I used a Sharpee to remark this line when I changed out the oil - that way, if I took the car in for the 2nd change, they wouldn't know that I had changed it prior. I also noted that when I torqued the bolt down to the specified 29 ft-lbs, that it lined up
exactly to the mark across the bolt / pan. So now I just use that mark as my reference point and save the trouble of digging out the torque wrench
Hope that helps those of you who are DIY on the oil changes (don't forget to rotate the tires, too!)
Mobil 1 0W-20 ?
