Master, no. Geek, OK.
Extended drain oils are not new technology. The technology improvements in diesel engine oils may appear to be similar to passenger car oils in that they climb up the API performance ladder (API CD to CF to CG-4, CH-4, CI-4...) and the associated OEM specs, but the marketing and differentiation of diesel oils is also based on long drains. In fleet use, engine oils often go 100,000 miles (I think ~30,000 is minimal and certain fleets go much farther than 100,000.) Mind you, it's a different application, since a diesel truck that accumulates miles quickly is one that starts once a day, runs warmed up all day, probably runs the same route every day, runs within a small RPM window, runs at an average high load all the time; in other words, it's easier to tune an oil for this application.
Passenger cars typically have much broader uses. City, highway, many starts, short trips, long trips, light foot, heavy foot, etc. And most significantly, no used oil monitoring like the fleets. In practice, OEMs have kept oil drain recommendations short because they are responsible for the engine warranty period, predicting the type service is impossible, the short drain is good insurance, and this insurance is free to them because the consumer pays it.
For passenger car use, it is entirely obvious to the formulators to use some "diesel" oil technology in a passenger car oil. (One reason is that the cost of the additive is not much different than the cost of the synthetic base oil, so it's not more expensive to manufacture the oil, only to develop it.) Diesel oils typically have 2X to 2.5X more additive than a passenger car oil. Amsoil and others appear to do this since they add diesel performance credentials and advocate higher TBN (a chemical measure of how much of a certain additive type is in the oil.) Those fancy "Euro" oils are better because they also include diesel specs, since in Europe half the passenger car population is diesel. Having an oil that works in both gasoline and diesel engines is a requirement (and therefore typical) in Europe but is being touted as "better" here.
Rather than go into all the technical details, I've pointed out that it's really not a high technical hurdle to have a long drain passenger car oil. But do you believe in it?
One way to compare is to realize that the amount of fuel used is an indication of how much "protection" is needed from the oil. A diesel truck that goes 100,000 miles at 3MPG with a 10 gallon sump means each gallon of oil has to protect during 3333 gallons of fuel. A Viper goes 5,000 miles at 10MPG with 2 gallons of oil, or each gallon protects during use of 250 gallons of gasoline. That's a truly high level way to compare and there are lots of things that make one or the other more difficult, but does show that there's room to believe you can go longer drains.
As to how long you really can go; you won't know without doing the used oil analysis that the fleets do. And since an engine won't "die" due to one very long drain, only after several, it's hard to figure out. You can say that if you were happy with 3000 mile drains using Mobil 1 and the new version claims 15,000 miles, or three times longer than before, then go three times your 3000 miles.
If you do used oil analysis, then expect your results to be higher. Wear rates won't decrease, they will probably stay the same. At three times the drain, the wear metals will be three times higher, which would be typical.
Sorry don't know his name offhand. 
