540 RAT

Regarding "wear testing" by 540 RAT: Forum member 540 RAT has done extensive self-testing of oils with his own equipment and methodology. Although positioned as "wear testing", it measures only a single aspect - film strength - and discounts the need for ZDDP for flat-tappet cams...which is counter to guidance from all cam and oil manufacturers. Read and review for yourself.

... Yes, my testing does in fact measure film strength, which is the only thing that matters when it comes to preventing wear. But, my testing DOES NOT discount ZDDP at all. ZDDP is part of the additive package that contains the extreme pressure anti-wear components. You cannot test film strength without also automatically testing the benefits of ZDDP at the same time, since ZDDP is an integral part of an oil's film strength (if Billa understood how motor oil works, he would be well aware of that). You cannot separate ZDDP from an oil's film strength since they are all part of the same thing. And that additive package is primarily what creates an oil's film strength. And only the film strength prevents metal to metal contact, which is precisely why that is what I test for.

And obtaining accurate oil film strength data is ABSOLUTELY THE ONLY WAY to determine an oil’s wear protection capability, because an oil’s film strength is the last line of defense against metal to metal contact. In order to reach metal to metal contact, and subsequent wear or damage, you MUST penetrate the film strength of the oil. And oil thicker than a mere film becomes liquid oil. Of course liquids are NOT compressible, which is how hydraulics work. Since liquids cannot be compressed, ALL oils provide THE SAME wear protection when they are in liquid form, no matter if they cost $1.00 per quart or $20.00 per quart. So, oil film strength testing is the GOLD STANDARD for determining how capable an oil is at preventing wear, and how different oils directly compare to each other. In other words, the ONLY THING that separates one oil’s ability to prevent wear from another oil’s ability to prevent wear, is the difference in their individual film strength capabilities.

Below is a test concerning only high zinc oils, and you will see for yourself that zinc alone can in no way determine how well an oil can protect against wear.

I’ve tested 13 more Hi-Performance and Hi-Zinc (over 1,100 ppm) Oils. They all were “Wear Tested” to determine their “Wear Protection” capability, and many were “Lab Tested” to check various component quantities.

• The ”Wear Testing” performed here is a dynamic friction test under load, which measures each oil’s “Load carrying capacity/Film strength”. This testing is NOT designed to reproduce an engine’s internal components, because engines are designed to last indefinitely. Instead, this testing is designed to torture test motor oil in a worst case scenario, testing them head to head, and back to back. That way, you can quickly see how they compare without having to wait for 100,000 miles to see what happened.

Some type of real world, unbiased, “Dynamic Wear Testing” such as this, with very good repeatability and accuracy, at representative temperatures, is the only way to TRULY know how well a given oil can protect against wear/damage. It’s similar to how real world dyno testing is the only way to TRULY determine an engine’s power and torque capabilities.

It should be understood that dynamic testing has clearly shown time and time again, that contrary to popular belief, zinc levels alone DO NOT determine how well a given oil can prevent wear. Zinc simply does NOT work that way. Zinc also does NOT build up on parts over time, like some type of coating. Zinc is not even a lubricant until heat and load are applied. And applying heat and load is precisely what this dynamic motor oil wear testing does. So, all oils, high zinc or low zinc, have an equal opportunity to perform as well as their chemical formulation will allow.

Zinc is sacrificed a little at a time to help prevent wear, so it is gradually depleted. And THAT is the reason high performance oils have higher zinc levels. Because high performance engines with their higher loads, will deplete zinc at a faster rate than ordinary daily driver engines. Increasing the level of zinc DOES NOT and CANNOT provide MORE wear protection, it can only provide LONGER wear protection to offset zinc’s depletion over time.

This is not a new discovery at all. In fact, an author named Ed Hackett wrote an article some years ago, titled “More than you ever wanted to know about Motor Oil”. And in that article he says the exact same thing, so it’s been well known for a long time. You can easily Google his article and see for yourself. BOTTOM LINE: The base oil and its additive package “as a whole”, is what determines an oil’s ability to prevent wear, NOT just how much zinc is present.

There is nothing magical about using zinc. It has simply been effective, available and affordable over the years. But, now its use has been reduced in API certified oil to prevent damaging emissions components. And Motor Oil Companies have alternate chemistry readily available to use in addition to, or in place of zinc, that provides wear protection that is equal to or better than zinc.

So, do yourself a favor and throw out that totally useless motor oil zinc level reference chart. Because that does NOT provide any useful information about any particular motor oil’s ability to prevent wear. Some high zinc oils provide excellent wear protection, but other high zinc oils are only able to provide an undesirable level of wear protection. Therefore, only “Dynamic Wear Testing” can provide useful information about which oils provide good protection and which oils do not.

Also, earlier oil industry testing has found that above 1,400 ppm, ZDDP INCREASED long term wear, even though break-in wear was reduced. And it was also found that ZDDP above 2,000 ppm, started attacking the grain boundaries in the iron, resulting in camshaft spalling. There is such a thing as "too much of a good thing".


• The higher the “psi” values in the wear testing results, the higher the “Load carrying capacity/Film strength”, and the better the oil is at preventing wear. The psi value is determined by the testing "load" being applied over the "area" of the wear scar that is created on the test specimen, as the test is being performed. So, you end up with "pounds" of force being applied over the wear scar area in "square inches". Or in other words, pounds per square inch, which of course is just shortened to psi. And to be clear, psi does not ONLY apply to liquids and gasses. Note that every single oil tested here, was subjected to the EXACT SAME test.

• Keep in mind, the only thing that separates one oil’s ability to prevent wear, compared to another oil’s ability to prevent wear, is their individual film strength capabilities. Film strength is the last line of defense to prevent metal to metal contact, which causes wear and/or damage. And in order to reach metal to metal contact, you MUST penetrate an oil’s film strength. Therefore, the higher an oil’s film strength, the better it will protect against wear/damage. Oil film strength capability DIRECTLY APPLIES to flat tappet lobe/lifter interfaces, cam gear/distributor gear interfaces, mechanical fuel pump pushrod tip/cam eccentric interfaces and other highly loaded engine component interfaces.

Oil thicker than a mere film, is liquid oil. And “liquids” are NOT compressible, which of course is how hydraulics work. So, ALL oil’s in their “incompressible” liquid state are absolutely EQUAL regarding wear protection, no matter if the oil costs $1.00 per quart, or $20.00 per quart. Because LIQUID oil cannot be compressed, there CANNOT be any metal to metal contact or wear/damage. If conditions are such that the liquid oil can be pushed out of the way, then you are left with only a film of oil remaining to protect your engine. And you are right back to needing the best film strength you can get, if you want the best protection possible. Film strength is also important during cold start-up, when the only oil remaining on many parts, is a mere film of oil.

And this is why “Oil Film Strength Testing” is the Gold Standard for determining the FACTS as to which oils are outstanding, and which oils are merely ordinary, no matter how much zinc is present. You will NOT find all these oils tested together, on the same equipment, using the same procedure, by the same operator, anywhere else. Therefore, this is the best apples to apples motor oil comparison you will ever find.

• All oils were tested at 230* F (representative of actual running temperature).

• Multiple tests were performed on each oil, to ensure repeatability and accuracy. Then those results were averaged to arrive at each oil's final value shown below.

• Test Result differences between oils of less than 10%, are not significant, and oils within that range can be considered approximately equivalent.

• All oil bottles were thoroughly shaken before the samples were taken. This ensured that all the additive package components were distributed uniformly throughout all the oil in the bottle, and not settled to the bottom.

• Lower ranked oils are not necessarily bad. They simply don’t provide as much reserve wear protection as higher ranked oils. For example, if oil "A" has a 110,000 psi “load carrying capacity/film strength” in this test, and oil "B" has only a 60,000 psi “load carrying capacity/film strength” in this test, it’s not hard to understand the fact that oil "A" with its WHOPPING 83% HIGHER WEAR PROTECTION CAPABILITY, will provide a MUCH HIGHER level of reserve wear protection in a running engine as well.

The whole thing simply comes down to what is called "margin of safety" or extra reserve wear protection capability. Let's say the lowest ranked oil has a 20% margin of safety relative to your engine's needs, which means that the oil’s capability "exceeds" your engine's needs by 20%. So, you are in good shape and you will never see a problem.

However, if something bad happens like an overheating condition, or an oiling condition, or a loading condition, or some parts heading south, or whatever, and your oil protection requirements increase to say 50% above your engine’s typical needs. Now you've just exceeded the oil’s capability by a whopping 30%, and your engine is junk.

But, what if you'd been running an oil that had a whopping 70% margin of safety to begin with? In this case, when your engine’s needs went up 50%, but you still have another 20% capability above that. And your engine would still live to fight another day. So, it’s up to each person to decide what level of wear protection they are comfortable with for their particular engine combo.

• This wear testing only provides data regarding wear protection capability, and does not provide any info regarding friction reduction. Friction reduction and wear protection are two entirely different things. So, this test data will not say anything about how the various oils may affect HP capabilities.

• Component “quantities” are from the Lab Tests performed by ALS Tribology in Sparks, Nevada (formerly Staveley Labs).


Oil “Wear Protection” categories for gasoline engines:

• Over 90,000 psi = OUTSTANDING protection

• 75,000 to 90,000 psi = GOOD protection

• 60,000 to 75,000 psi = MODEST protection

• Below 60,000 psi = UNDESIRABLE protection

Here’s how the 13 oils tested here, ranked just among themselves, based on their “Wear Protection” capability:

1. Maxima 5W30 RS530 Synthetic Racing Oil
“Load Carrying Capacity/Film Strength” = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

2. LAT 20W50 Synthetic Racing Oil, API SM
“Load Carrying Capacity/Film Strength” = 87,930 psi
zinc = TBD
phos = TBD
moly = TBD

3. LAT 5W30 Synthetic Racing Oil, API SM
“Load Carrying Capacity/Film Strength” = 81,800 psi
zinc = 1784 ppm
phos = 1539 ppm
moly = 598 ppm

4. Lucas 5W30 API SM, synthetic
“Load Carrying Capacity/Film Strength” = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
moly = 0 ppm

5. Castrol 5W50 Edge w/Syntec API SN, synthetic, formerly Castrol Syntec, black bottle
“Load Carrying Capacity/Film Strength” = 75,409 psi
zinc = 1252 ppm
phos = 1197 ppm
moly = 71 ppm

6. Edelbrock 10W40, synthetic
“Load Carrying Capacity/Film Strength” = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
moly = 121 ppm
This oil is manufactured for Edelbrock by Torco.

7. Klotz 5W30 Estorlin Racing Oil, API SL synthetic
“Load Carrying Capacity/Film Strength” = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
moly = 339 ppm

8. Lucas 10W30 Hot Rod & Classic Hi-Performance Oil, conventional
“Load Carrying Capacity/Film Strength” = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
moly = 871 ppm

9. Klotz 0W20 Estorlin Racing Oil, API SL synthetic
“Load Carrying Capacity/Film Strength” = 60,941 psi
zinc = TBD
phos = TBD
moly = TBD

10. Comp Cams 10W30 Muscle Car & Street Rod Oil, synthetic blend
“Load Carrying Capacity/Film Strength” = 60,413 psi
zinc = 1673 ppm
phos = 1114 ppm
moly = 67 ppm
This oil is manufactured for Comp Cams by Endure.

11. Torco 10W40 TR-1 Racing Oil, conventional
“Load Carrying Capacity/Film Strength” = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
moly = 227 ppm

12. Edelbrock 10W40, conventional
“Load Carrying Capacity/Film Strength” = 59,120 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Edelbrock by Torco.

13. LAT 0W20 Synthetic Racing Oil, API SM
“Load Carrying Capacity/Film Strength” = 57,228 psi
zinc = TBD
phos = TBD
moly = TBD

As you can readily see from the results above, some high zinc oils provide very good wear protection, while some high zinc oils DO NOT. This is clear proof, indicating once again, that if you only look at zinc levels to determine which oil to use, you could be shooting yourself in the foot, and may well end up with LESS protection than you THINK you have.

And if anyone tells you that you MUST have a certain high level of zinc to provide adequate wear protection, they are simply repeating UNPROVEN folklore that has been stated endlessly over the years. And repeating bad information over and over again, will NOT suddenly make it correct. That WRONG information will NOT stand up to actual real world testing, no matter WHO says it, and no matter WHAT company they may represent.

So, if someone tells you that, ask them to produce ACTUAL REAL WORLD TEST DATA like I have above, in order to PROVE their claim. And see what they say then. They WILL NOT and CANNOT provide any actual test data to back-up what they say. Because as mentioned above, zinc does NOT work that way. All they can ever come back with is, that is the information they have, or that is what they’ve always been told, or that is what they have read on the general Internet or on Forums. Of course NONE of that is actual proof. Actual PROOF is real world test data like I’ve provided above.

The comparison data I’ve provided, is the real deal. A real test such as this, can ruin a perfectly good "theory". And the common thinking about the "level of zinc" being magical, is really nothing more than a "theory" that has now been proven wrong, over and over again.
So, you have to decide for yourself, if you would rather believe that common “unproven folklore theory”, or if you would rather believe the FACTS from the actual real world test data I’ve shown above.

For a more complete reference, here is a "Wear Protection Capability" Ranking List of JUST the High Zinc Oils (over 1100 ppm) I've tested so far:

1. 10W30 Lucas Racing Only synthetic = 106,505 psi
zinc = 2642 ppm
phos = 3489 ppm
moly = 1764 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

2. 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil = 103,846 psi
zinc = 1669 ppm
phos = 1518 ppm
moly = 784 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

3. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm

4. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
zinc = 1180 ppm
phos = 1112 ppm
moly = 162 ppm

5. 30 wt Red Line Race Oil synthetic = 96,470 psi
zinc = 2207 ppm
phos = 2052 ppm
moly = 1235 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

6. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
moly = 52 ppm

7. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

8. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
moly = 99 ppm

9. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi
zinc = 1247 ppm
phos = 1137 ppm
moly = 24 ppm

10. 15W40 RED LINE Diesel Oil synthetic, API CJ-4/CI-4 PLUS/CI-4/CF/CH-4/CF-4/SM/SL/SH/EO-O = 85,663 psi
zinc = 1615 ppm
phos = 1551 ppm
moly = 173 ppm

11. 5W30 LAT Synthetic Racing Oil, API SM = 81,800 psi
zinc = 1784 ppm
phos = 1539 ppm
moly = 598 ppm

12. 5W30 Lucas API SM synthetic = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
moly = 0 ppm

13. 5W50 Castrol Edge with Syntec API SN, formerly Castrol Syntec, black bottle = 75,409 psi
zinc = 1252 ppm
phos = 1197 ppm
moly = 71 ppm

14. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi
zinc = 1421 ppm
phos = 1338 ppm
moly = 204 ppm

15. 5W40 MOBIL 1 TURBO DIESEL TRUCK synthetic, API CJ-4, CI-4 Plus, CI-4, CH-4 and ACEA E7 = 74,312 psi
zinc = 1211 ppm
phos = 1168 ppm
moly = 2 ppm

16. 15W40 CHEVRON DELO 400LE Diesel Oil, conventional, API CJ-4, CI-4 Plus, CH-4, CF-4,CF/SM, = 73,520 psi
zinc = 1519 ppm
phos = 1139 ppm
moly = 80 ppm

17. 15W40 MOBIL DELVAC 1300 SUPER Diesel Oil conventional, API CJ-4, CI-4 Plus, CI-4, CH-4/SM, SL = 73,300 psi
zinc = 1297 ppm
phos = 1944 ppm
moly = 46 ppm

18. 15W40 Farm Rated Heavy Duty Performance Diesel Oil conventional CI-4, CH-4, CG-4, CF/SL, SJ = 73,176 psi
zinc = 1325ppm
phos = 1234 ppm
moly = 2 ppm

19. 15W40 “NEW” SHELL ROTELLA T Diesel Oil conventional, API CJ-4, CI-4 Plus, CH-4, CF-4,CF/SM = 72,022 psi
zinc = 1454 ppm
phos = 1062 ppm
moly = 0 ppm

20. 0W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,377 psi
zinc = 1621 ppm
phos = 1437 ppm
moly = 0 ppm

21. 15W40 “OLD” SHELL ROTELLA T Diesel Oil conventional, API CI-4 PLUS, CI-4, CH-4,CG-4,CF-4,CF,SL, SJ, SH = 71,214 psi
zinc = 1171 ppm
phos = 1186 ppm
moly = 0 ppm
Yes it’s true, the old Rotella actually has LESS zinc than the new Rotella.

22. 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,206 psi
zinc = 1557 ppm
phos = 1651 ppm
moly = 3 ppm

23. 15W50 Mobil 1, API SN synthetic = 70,235 psi
zinc = 1,133 ppm
phos = 1,168 ppm
moly = 83 ppm

24. 30wt Edelbrock Break-In Oil conventional = 69,160 psi
zinc = 1545 ppm
phos = 1465 ppm
moly = 4 ppm

25. 10W40 Edelbrock synthetic = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
moly = 121 ppm
This oil is manufactured for Edelbrock by Torco.

26. 15W40 LUCAS MAGNUM Diesel Oil, conventional, API CI-4,CH-4, CG-4, CF-4, CF/SL
= 66,476 psi
zinc = 1441 ppm
phos = 1234 ppm
moly = 76 ppm

27. 10W30 Royal Purple HPS (High Performance Street) synthetic = 66,211 psi
zinc = 1774 ppm
phos = 1347 ppm
moly = 189 ppm

28. 10W40 Valvoline 4 Stroke Motorcycle Oil, API SJ conventional = 65,553 psi
zinc = 1154 ppm
phos = 1075 ppm
moly = 0 ppm

29. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
moly = 339 ppm

30. “ZDDPlus” added to Royal Purple 20W50, API SN, synthetic = 63,595 psi
zinc = 2436 ppm (up 1848 ppm)
phos = 2053 ppm (up 1356 ppm)
moly = 2 ppm (up 2 ppm)

The psi value here is 24% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil’s chemical composition. And that is precisely what we see here. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

31. Royal Purple 10W30 Break-In Oil conventional = 62,931 psi
zinc = 1170 ppm
phos = 1039 ppm
moly = 0 ppm

32. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
moly = 871 ppm

33. 10W30 Comp Cams Muscle Car & Street Rod Oil, synthetic blend = 60,413 psi
zinc = 1673 ppm
phos = 1114 ppm
moly = 67 ppm
This oil is manufactured for Comp Cams by Endure.

34. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
moly = 227 ppm


35. “ZDDPlus” added to O’Reilly (house brand) 5W30, API SN, conventional = 56,728 psi
zinc = 2711 ppm (up 1848 ppm)
phos = 2172 ppm (up 1356 ppm)
moly = 2 ppm (up 2 ppm)

The psi value here is a whopping 38% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil’s chemical composition. And that is precisely what we see here. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.


36. “ZDDPlus” added to Motorcraft 5W30, API SN, synthetic = 56,243 psi
zinc = 2955 ppm (up 1848 ppm)
phos = 2114 ppm (up 1356 ppm)
moly = 76 ppm (up 2 ppm)

The psi value here is 12% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil’s chemical composition. And that is precisely what we see here. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

37. “Edelbrock Zinc Additive” added to Royal Purple 5W30, API SN, synthetic = 54,044 psi
zinc = 1515 ppm (up 573 ppm)
phos = 1334 ppm (up 517 ppm)
moly = 15 ppm (up 15 ppm)

The psi value here is a whopping 36% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil’s chemical composition. And that is precisely what we see here. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

38. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
moly = 180 ppm

39. “Edelbrock Zinc Additive” added to Lucas 5W30, API SN, conventional = 51,545 psi
zinc = 1565 ppm (up 573 ppm)
phos = 1277 ppm (up 517 ppm)
moly = 15 ppm (up 15 ppm)

The psi value here is a “breath taking” 44% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil’s chemical composition. And that is precisely what we see here. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

40. “Edelbrock Zinc Additive” added to Motorcraft 5W30, API SN, synthetic = 50,202 psi
zinc = 1680 ppm (up 573 ppm)
phos = 1275 ppm (up 517 ppm)
moly = 89 ppm (up 15 ppm)

The psi value here is 22% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil’s chemical composition. And that is precisely what we see here. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

41. 30wt Lucas Break-In Oil conventional = 49,455 psi
zinc = 4483 ppm
phos = 3660 ppm
moly = 3 ppm

As you can see, the oil with the BY FAR THE HIGHTEST level of zinc, the 30wt Lucas Break-In Oil with 4483 ppm zinc, ranked the LOWEST of all the high zinc oils with regard to its wear protection capability. It could muster only an UNDESIRABLE PROTECTION CAPABILITY of 49,455 psi, which is only about 48% as much wear protection as the number two ranked oil here, which was the 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil, which had an OUTSTANDING PROTECTION CAPABILITY of 103,846 psi. And this Valvoline NSL oil only had 1669 ppm zinc, which was only 37% as much zinc as the 30wt Lucas Break-In Oil.

So, this Lucas Break-In Oil had about 3 TIMES AS MUCH ZINC as the Valvoline NSL oil, yet the Lucas Break-In Oil only provided about HALF AS MUCH WEAR PROTECTION as the Valvoline NSL oil. If that doesn't make it clear once and for all, that just looking at the level of zinc in a motor oil, is a total waste of time, then nothing will.

The level of zinc in a motor oil does NOT determine how good it is at providing wear protection. An oil's wear protection capability is determined by the base oil and its additive package "as a whole". And only dynamic wear testing can show how various oils compare to each other. Trying to use any other method to predict how oils will compare to each other is simply a useless waste of time.

I’ve been upfront about my testing methodology and the test results that came from that testing. I’m not promoting any certain oil brand or product. So, there is no Snake Oil pitch going on here, and there is no ulterior motive. I’m simply sharing real world FACTUAL test data. But of course, it’s entirely up to the individual reader to decide whether they want to embrace this latest factual test data and make use of it, or if they want to ignore it and continue to follow the incorrect old wives tales about zinc. Your decision will determine how well you can select an oil to protect your engine.

Without actual real world test data, everything is only an opinion. And we all know how much opinions are often worth. So, when it comes to motor oil, I don’t have an opinion, I have an oil tester that shows how various oils compare back to back.

If you are still not convinced, consider this:

An oval track dirt racer (his class is extremely competitive, so he asked that his name be left out) on the SpeedTalk Forum runs a 7200 rpm, solid flat tappet, 358ci Small Block Chevy motor, with valve spring pressures of about 160 on the seat and 400 open, that are shimmed to .060” from coil bind. The rules and the combination of parts, were causing him to experience repeated cam failures while using high zinc, semi-synthetic 10W30 Brad Penn, Penn Grade 1 motor oil. Lab Report Data from testing performed by Professional Lab, “ALS Tribology” in Sparks, Nevada, showed that this oil contains 1557 ppm zinc, 1651 ppm phosphorus, and 3 ppm moly.

In spite of this being a high zinc oil, that most folks would assume provides sufficient wear protection, he experienced wiped lobe cam failure about every 22 to 25 races. A race consists of one 8 lap (a lap is typically 3/8 mile) heat race and one 20 lap feature race, plus any caution laps. If you add it all up, 25 races only total about 281 miles at the point of cam failure. And my test data on this 10W30 Brad Penn, Penn Grade 1 motor oil, shows that it produces a wear protection capability of only 71,206 psi, which puts it in the MODEST wear protection category, and it ranks a very disappointing 92nd out of 124 oils tested so far. That means of course that there are 91 different oils I’ve tested that provide better wear protection. SO, MY TEST DATA ACCURATELY PREDICTED EXACTLY WHAT HE EXPERIENCED DURING RACING. And that is, that this oil does not provide high enough wear protection capability to provide a sufficient margin of safety for this engine’s operating conditions. Looking at my “Wear Protection Ranking List” and choosing a much higher ranked oil, would have prevented all those cam failures. Repeatedly suffering cam failures in motors with so little time on them, may have been considered by some folks to be a normal consumption of parts back in the ‘60’s or ‘70’s. But, in the 21st Century that we live in now, by any measure, that is for sure premature failure. We no longer have to accept that as the cost of doing business, because we can do far better now.

So, he switched to the super micro polished billet lifters from PPPC and the cam life went up to 40 races, which was an improvement since he could now go 450 miles between failures. But, that was still clearly unacceptable. Then 2 years ago he started using “Oil Extreme Concentrate” as an additive to the 10W30 Brad Penn, and he’s never lost a lobe on a cam since. The “Oil Extreme Concentrate” is calcium petroleum sulfontate EP (Extreme Pressure) technology based, and NOT high zinc based. Adding the “Oil Extreme Concentrate” completely eliminated his premature wiped lobe cam failures. Now the motor has now gone 70+ Races without issue, and is still doing fine. This “Oil Extreme Concentrate” is one additive that actually works as advertised, and makes low ranked oils far better than they were to begin with. AND THAT IS PRECISELY WHAT MY MOTOR OIL TEST DATA PREDICTED AS WELL.

Here’s how. I also added “Oil Extreme Concentrate” to 10W30 Brad Penn, Penn Grade 1 semi-synthetic, as part of my motor oil “Dynamic Wear Testing Under Load” research. And with 2.0 OZ of “Oil Extreme Concentrate” added per qt, which is the amount intended for racing, its wear protection capability shot up by a BREATH TAKING 56%, to an amazing 111,061psi, which puts it in the INCREDIBLE wear protection category, and now ranks it a jaw dropping 3rd out of 124 oils tested so far. So, it moved up a whopping 89 ranking positions, just by adding the “Oil Extreme Concentrate”. This totally accounts for the reason all his cam lobe failures were eliminated.

This absolutely PROVES that my test data EXACTLY MATCHES REAL WORLD RACE TRACK EXPERIENCE, and that my test data is the SPOT ON REAL DEAL, just as I’ve said all along. This completely confirms that my test results WILL ACCURATELY PREDICT what we can expect from a motor oil in running engines at the track or on the street. So, that should be more than enough proof to satisfy anyone who was skeptical of how well my test data compares to the real world.

If you’d like to see my entire 100+ motor oil “Wear Protection Ranking List”, along with additional motor oil tech FACTS, here’s a link:

http://540ratblog.wordpress.com/

540 RAT
U.S. Patent Holder
Member SAE (Society of Automotive Engineers)

68post

Are Phosphorus and dear sweet Moly being disregarded on purpose ?!

vettebuyer6369

If you two are going to resume your hostile oil wars, it will end quickly.

The constant editing, complaints and vacations will not be as time consuming as they were in the past.

Please keep all the oil arguments within the subject matter and without hostility and personal attack. This goes for all combatants. Thanks very much.

LS4 PILOT

DJ Dep

There was a recent write-up in one of the hot rod manuals, I ferget which one, concerning Joe Gibbs oils. They got a very nice review as being able to cover just about any useage of performance oils.

63mako

So What does protect your engine when the hydrodynamic film is sheared?

After the base oil has sheared or squeezed out, The last line of defense is an additive that puts down a barrier film.

This additive usually has higher levels of strength against shearing so it helps keep the wear down. Alright, here's the catch. In 96, the lubrication industry changed from the SH to SJ API rated oil by reducing the barrier lubricant additives to help preserve cat converters on cars. Why?, It appears that the manufactures / lubrication experts are concerned with contaminating the cat converters with the standard antiwear additives in the motor oils so they have reduced the levels of antiwear additives to preserve the cats.

All base oils film strength will shear under stress or pressure. The real way to help prevent wear is to maintain higher levels of antiwear additives This in conjunction with a good base stock which resists breakdown to high heat.


This is a direct quote from the link below.
http://www.bobistheoilguy.com/oilshear.htm

As you can see in the text of the paper the antiwear additives they are talking about the EPA reducing is ZDDP.
The highest rated oil in 540Rats list the "film strength" breaks @ 115,000 PSI. His "wear testing ends there. A stock, mild flat tappet hydraulic cam produces over 200,000 PSI of pressure at the lifter lobe interface. An aftermarket, high lift, fast ramp, high rpm flat tappet cam with springs to control that much hydraulic intensity could easily see double that. The "last line of defense" is ZDDP barrier film not film strength as the film strength of any oil will be broken under the extreme pressures seen at the lobe/lifter interface in a flat tappet cammed engine. I feel that Billa was dead on in his assessment, knows exactly how "motor oil works" and the paper I linked above confirms this.
I know there are many, including me that are tired of this endless debate but as I see posts I do not and can not agree with I will post the other side and explain why I make my case. Film strength and extreme pressure additive protection are 2 distinct and different measurements and properties of oil. One will affect the other and neither can be discounted as unnecessary especially when using a big flat tappet cam. ZDDP does nothing until after the film strength is sheared, the end of 540Rats testing.

dar322

thank you 540 Rat for sharing your reports, tests and data as many of the older and younger car guys at work have benefitted from this knowledge.

DJ Dep

Geez, no wonder people can't figure out the answer. There are people that on one page are criticizing ZDDP as wearing out too quickly and then saying it's the bees knees for protection. C'mon guys, take a side and stick to it.
I am NOT running catalytic converters in my Vette (it's a '72). I WILL be running a flat tappet/solid lifter cam. So I am assuming I WILL need a ZDDP oil and also a ZDDP additive. Oh yeah, I will NOT be doing any street driving with it. So I plan on using a high ZDDP oil PLUS a ZDDP additive...ZDDPlus. As far as how long does ZDDP last...

"ZDDPlus™ is a sacrificial additive, meaning that in the process of working, it is depleted. ZDDPlus™ should last the life of a normal oil change as specified by the manufacturer of the car, but attention should be given to the categories of service known as "normal" and "severe" conditions. Severe includes stop-and-go driving and short trips, which result in shortened service life of not only ZDDPlus™ , but most of the other additives in the oil."

Most likely I will be changing the oil much before 3000 miles. Better to be safe than sorry. But if you are using it on the street, I would ADD some ZDDP to the oil at 1500 miles.

ryanmh

Thanks for the simple summary, and I for one am glad you posted it again. It is a matter of basic logic that a test which ends at 100,000psi and often lower tells you almost nothing useful about how any given oil will perform where those pressures are significantly exceeded. If pressures are at 200,000psi, but the lubricating medium "fails" at, say, 85,000psi, the camshaft ought to be fast on its way to being a straight metal stick. Typically, however, it is not. As far as these tests tell us, the only reason the motor hasn't destroyed itself is because the oil is full of magic pixie dust. So what is going on? How much pixie dust (aka ZDDP) do we need? From these tests, we cannot possibly know.

Unfortunately, the pages and pages of data, tests, and argument have the unfortunate affect of obfuscating this. Yes, the so-called "top oil" might keep 95% of that motor running forever. I am sure that crankshaft and the piston pins will be more than happy. But what will happen at the cam/lifter interface? We simply have no way of knowing based on the test shown here. And if the oil or the additives fail at that interface, the cam wipes, and the only protection left for the rest of the motor is a $3.50 oil filter.

Tests like this would be wonderful on the C5 forum with the roller cams (or, in my limited instance, a C3 with a roller cam). What they are doing in this forum which is full of flat tappet cars, other than serving as a trap for the unwary, I just cannot figure out.

DJ Dep

How much ZDDPlus™ should I add to my oil?

One bottle of ZDDPlus™ will raise the ZDDP concentration level of SL or SM oil to the standards that were in place when SF (or earlier) oil was specified. (SL and SM is the current category available today).

One bottle = 4 ounces. Price is currently $9.95. There ya go.

And if you go to the ZDDPlus website, the testing has already been done by others who are using it sucessfully:
http://zddplus.com/

DJ Dep

I'm not so sure that non-real-world-testing would be of much use in this case. I prefer to rely on folks who have actually used a certain product and have had good results with it. ZDDPlus has a LOT of advocates who have been using the product for a long time without negative results. If there were negative results, I have no doubt the internet would have detailed complaints about it.

pauldana

ask anyone that has a flat tappet cam that has went .... FLAT... one of my 383 builds, i ran the hi ZDDP for break-in... no problems... 500-600 miles later i switched to Mobile 1.... about 200 miles later I was pulling a motor that sent mettle shaveings throughout the engine... a complete new rebuild... everything destroyed... so.... do not run a low ZDDF oil in your flat tappet cam engine or you will regret it... its that simple.... there have been hundreds down this path... don't be another statistic..... 63mako is dead nuts on.

Little Mouse

The problem is you did not keep enough air pressure in the cam that's how you end up with a flat. Putting all that snake oil on the outside of the cam won't do anything without enough air pressure. Never had a problem always made sure I kept the air pressure at 110lbs you let that cam get down to 70bs the outer surface wil get real bad in not many miles.

68post

Here's something interesting concerning "boundary lubrication".

This is on the Torco Advanced Lubricants website , they are well established within the racing world and have been for a very long time.


http://www.torcousa.com/did-u-know.html#bl

buckhorn 76

i use delco engine oil supplement and have good results. i pre mix it at 16oz to 5 qt. of kohler magnum sae 30 . anyone have any specs on this ?
thanks.

vettebuyer6369

OK, Folks I'm going to move this one up top as a Sticky for people who would like to keep track of this info.

Let's keep the discussion on topic, thanks.

Also, I've re-opened the other oil data thread as well.

63mako

The other option is the only oil sticky information on the forum would be the other one. This sticky is the only source of information rating oils by ZDDP level for those that need it and providing proof of its need at higher levels in flat tappet engines. There are thousands of hours in this and, yes, I agree the poster of the other thread should not be allowed to belittle you repeatedly in your thread. I just can't believe it is your intention to lose this information completely??? I did ask the moderator to post this under my name if nothing else as I am willing to continue the fight for truth.

pauldana

Billa
I do understand you feelings on this... but 63mako is correct... your post is what all that have flat tappet cams need to read.... i toasted a brand new 383 engine BECAUSE OF 540RATS POST....and I for one wish you would let it be in the sticky's.. if it were there when i built that 383, i may still have it. jmho

vettebuyer6369

Thread being repopulated with data and restored to sticky section.

63mako

Thanks to Billa and Vettebuyer5869 for working this out and helping the forum community as a whole.