You always have the option to disagree. However, I don't believe you're taking in account all the other factors that come into play.
First off, this is one person's opinion, with no technical data to support it. We're talking about and OEM engine vs a
custom built race engine, as referenced in the article. The tolerances are simply that much closer and have to be. There are much higher quality parts utilized, that have much greater heat tolerances and capabilities.
Also, remember that a high-end engine is built as a total combination. Piston-to-wall clearances, piston ring end-gaps, and bearing clearances are specifically tailored to match the engine oil's characteristics and intended operating temperature.
An OEM engine is not!
In the second article; it doesn't take in account any high performance use and deals strictly with OBD2 Data logging. As oil is recirculated in the engine thru the turbo time and time again, it loses its viscosity, especially at consistent higher operating temps. With a GDI engine, oil has to deal fuel dilution and contamination, which cause increased thermal viscosity breakdown. This is a know entity and fact, repeated consistently across the internet by; oil manufacturers, OEM manufacturers, high performance engine builders, racers & race teams alike.
Also the second article; is a general overview of OBD2 data logging for;
2011 Buick Regal & 2003 Toyota Camry, and viewpoint under normal driving and controlled conditions, per the experiment and specific to these particular cars. Neither are specific examples of high performance engines and usage, in any way shape of form.
The information was solely derived from the OBD2 diagnostics and not direct sensor to gauge access and input/output.
It is not to be utilized as a general overview for high performance cars, in track and continual hard/sever use environments.
Track use engines are maintain well above OEM standards. I know, I raced and maintained both motorcycles and cars in many venues. Engine oil is changed multiple times during the course of one venue, during the engines entire duty or life cycle. Which can be as little as one or two races, before a mandatory or refreshment cycle teardown.
I remember one particular season where we changed oil after every testing and qualifying session, because of ambient conditions and temperatures. It drove sustained racing oil temps well above the 290+ mark and beyond. Without an oil cooler and trans cooler in place, both the engine and transmission would have been fired well before qualifying.
Daily use and racing use, are completely different scenarios. A combination of both is as detrimental to the engine as flat out competition use, unless the engine is being maintained well above OEM standards.
To be frank, if the OEM engine is modified well beyond the OEM standard, both engine coolant and oil suffers from higher sustained thermal temperatures, due to high horsepower output and utilization. If you aren't changing the engine oil and coolant at least twice as much required by OEM recommendations, you risk internal engine problems with bearing surfaces.
Engine oil is the blood of the engine. The longer it's utilized and at higher sustained temps, the less effective it becomes and much quicker. This is why NHRA , Superbike, GP Teams, change oil every session tear down and between every race.
