Oil analysis - basic questions

I was going to try to message Bobzilla, but decided I'd post so the questions and answers might help others.

Goal: determine if the tick I have in my Jeep is nothing to worry about, or if it's an early indicator that I have a lifter starting to fail at the roller. 

Being 2007 with 162k miles on the Hemi, I may be a bit paranoid about dealing with the Hemi tick.
 

I've done exhaust manifold gaskets (machined manifolds flat) but still have a noise from the engine compartment that is heard going down the road with the window open, but not heard when it's closed, and more noticeable when driven along side Jersey barriers or walls (on drivers side, isn't the same from the passenger side).

The stethoscope was inconclusive, but definitely a louder tick on the drivers side head and valve cover. Interestingly, there was a louder knock heard without a stethoscope when laying on the ground near the driver side tire to listen from underneath. 

Next step for physical investigation would be checking for play by removing valve cover. 
 

Questions:

- Best lab to use for analysis?

- How many miles should the oil have on it before analysis?

- Interval between samples to show trends?

- Will I be able to use the oil analysis to determine if my noise source is more likely to be a lifter roller failing versus bearing or wrist pin?

About 5000 miles ago I rebuilt the front suspension (control arms, konis, springs, sway bar bushings) replaced the exhaust manifold gaskets, oil pan gasket, and rear springs and shock (also Koni). So, I'm not anxious to get rid of it since all that work and parts were intended to make it better for me, but I also don't want to hang on to it if it's a ticking time bomb (pun intended).

Bumping for the evening group

I just used Blackstone Labs for my first ever oil analysis.  My wife has a 2021 Wrangler with the 2.0t that is a lease.  She wants us to buy it out but given the spotty reliability of this engine in other Stelantis vehicles I was skeptical.

The oil I sent was used for about 5k miles.  What I got back was not only the specs on the oil but a personally written analysis explaining what those results meant.  In my case, the test successfully allayed any concerns I had and we now intend to move forward with the purchase.

Second blackstone.  Sent a sample from my 04 silverado which spends a lot of time pulling a camper.  Described vehicle and use, the results came back that even with 170K+ miles the engine was operating well within acceptable parameters.  Worth the money.

Depends on what you want to learn/know. If you just want general contamination/wear with estimates b/s is fine I guess. If you want something more in depth than a feel good report I'd suggest a better lab. 
 

I've been doing this under my own private label using an ISO 17025 accredited lab for a few years now. Key criteria that need to have data are not only elementals for contamination and wear, but also key oil properties like base number, viscosity, oxidation/nitration and an actual fuel contamination test done by gc and not an outdated estimate that is no longer valid for modern fuels. 
 

Once you've determined if there's wear/contamination, the next step is to determine if the oil is doing what you need it to do. If not, is it the cause of some of the excess wear? Is it breaking down from fuel?is it being overheated from wear or overuse or just being the wrong lubricant for that application?  Sadly b/s does not do that. 
 

I just had one last month that tested my reports/lab with b/s taken at the same time. The basics were similar (elemental and vis), but their estimate on fuel and "interpretation " of the lower viscosity were way off. Our lab measured over 4% fuel, which backed up the viscosity being two grades down where they assumed no fuel and being 2 grades lower was not that bad. Dropping from a 60 to a 40 in an S54 is NOT a good thing, especially in a track car   
 

my services are available and I'm always willing to look at anyones report for a more in depth break down/explanation for anyone (that's free). After almost a decade of doing this I've seen some things. 
 

now for the OP's questions, I always recommend pulling a sample at your normal OCI. This gives you more consistent information. So if you are doing 5k oil changes stick with that unless you see something concerning that may want to be addressed at a half interval. 
 

trending data is always best done from the beginning, but if you are consistent with sampling you can start at any time, you just may not know what was normal for that engine earlier in life. So your trend may start higher with an older engine. There's a reason most "normal" ranges are decently large because no two engines are alike. 
 

as for determining where the wear is originating from, it depends on the engine. What metals do the wrist pins use compared to the lifters? If they are similar than no, there is no way to determine where  the iron originated. If there are other metals they interact with (say aluminum on the piston) and we see an increase in aluminum and possibly more chrome from rings being pushed a little harder, that may be an indicator. If the oil is overheating, and it's the correct grade/spec, it may be an indication that there is more pressure/resistance on the rollers and that could be an indicator as well. 
 

basically, without data the answer is "maybe". But I will definitely recommend sending in a new sample of the oil you use as well. While all labs have a database of normal ranges for additives/viscosity/base/oxidation etc oil formulations are constantly changing and evolving. So the info they have may be outdated or the averages are skewed from old data enough to make their interpretation suspect. 

In reply to bobzilla :

Glad to see you respond. I'll pm ya for some kits... as I've been planing for a while. 
I've got other cars to do, but the catalyst is the new to me 07 5.4 3V with 188K miles. 
Glad for your input!

Is this an MDS engine? I know a few people dealt with those and soon sold the truck afterwards. 

No, just variable cam timing. Gives it the same peak numbers as the 4V, with better bottom end, and "slightly" better mpg than 2V or 4V 5.4s. 
The cam phasers problems earned their bad rep., but ain't bad one ya understand 'em, and they're well sorted these days (Still have a bad name, amongst the citizens. )

Good oil, is one of the keys, as are most modern systems to achieve modern HP, economy and epa!!!

Edit:

We've com a LONG way, since my ol' 390 FE high performance days!

In reply to bobzilla :

It is an MDS engine, and that why I'm concerned. I'd like to trade it in if it's longevity is iffy, but if things look good I will hang on to it since I did all the suspension work about 5k miles ago. 

In reply to No Time :

Ah! Sorry to hijack  Now, back to our regularly scheduled thread!

In reply to 03Panther :

No issues, I wanted it to be out there for everyone to read answers or add questions which was why I asked it on the forum instead of messaging Bobzilla  directly. 

In reply to No Time :

Yep. Same.