Fubar-
Kinda difficult to make a comment as you do not state how many hours (in airplane speak) or miles you have on the oil? Was the filter changed? (most probably). Did you cut the end-caps of the filter off by chance and look in the paper pleats for anything? Is the oil the OEM Motorcraft?
These are all pretty standard questions oil analysis companies want to know in my aircraft experience when I submit an oil sample for analysis.
As a general comment-
The Calcium, Phosphorus and Zinc are most likely from the oil additive package and thus of little significance. Submit a virgin sample to be analyzed (of the same oil you are using obviously) as a benchmark.
The Silicon is an indication of how well the air filter is doing (or not doing) its job of filtering dust, sand, silica etc out of the combusiton air. This does not seem too high but obviously can be aggrivated due to where you drive. Like road construction, new building construction, etc that releases dust into your driving environment.
Lastly, the Iron and Lead are "wear metals" and are an indication of engine health. Iron obviously from cylinder rings and walls and lead from the babbit bearings.
Understand oil analysis is not a one time deal. Its usefulness is in spotting TRENDS in engine health and thus you need to build up a number of samples as a baseline to see if any future test looks abnormal relative to your sampling experinece. Then too your comparison of your cars results to someone else in another part of the country with different driving conditions (be it humidity, temperature, airborne dust, frequency of car use, time between oil changes) can all affect the ability to compare apples-to-apples. Best to build up YOUR baseline over the years with sampling taken at your controlled rate to monitor your engine health.
Hope this helps...
