Additional Motor Oil Lab Test Reports
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Pro
Joined: Apr 2006
Posts: 625
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From: Southern California
Additional Motor Oil Lab Test Reports
Castrol 5W30 GTX, API SN conventional (lab tested 2012)
Silicon = 11 ppm (anti-foaming agent in new oil, but in used oil, certain gasket materials and dirt can also add to this number)
Boron = 6 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Magnesium = 8 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Calcium = 2634 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Barium = 0 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Total detergent/dispersant (anti-deposit buildup/anti-sludge) = 2648 ppm, This value typically changes only a small percentage over 5,000 miles.
Zinc = 830 ppm (anti-wear)
Phos = 791 ppm (anti-wear)
Moly = 1 ppm (anti-wear)
Total anti-wear = 1622 ppm, This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 500 ppm per 5,000 miles in a daily driver.
Potassium = 6 ppm (anti-freeze corrosion inhibitor)
Sodium = 139 ppm (anti-freeze corrosion inhibitor)
TBN = 6.2 (Total Base Number) This is an acid neutralizer to prevent corrosion. Most gasoline engine motor oils start with TBN around 8 or 9. This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 3.5 to 4 points per 5,000 miles.
Viscosity (cSt at 100*C) = 10.7 (cSt range for SAE 30 is 9.3 to 12.4) And cSt (centistokes) in general terms, represents an oil’s thickness.
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Castrol 30wt Heavy Duty, API SM conventional (lab tested 2012)
Silicon = 7 ppm (anti-foaming agent in new oil, but in used oil, certain gasket materials and dirt can also add to this number)
Boron = 112 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Magnesium = 9 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Calcium = 2682 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Barium = 0 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Total detergent/dispersant (anti-deposit buildup/anti-sludge) = 2803 ppm, This value typically changes only a small percentage over 5,000 miles.
Zinc = 907 ppm (anti-wear)
Phos = 829 ppm (anti-wear)
Moly = 56 ppm (anti-wear)
Total anti-wear = 1792 ppm, This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 500 ppm per 5,000 miles in a daily driver.
Potassium = 4 ppm (anti-freeze corrosion inhibitor)
Sodium = 8 ppm (anti-freeze corrosion inhibitor)
TBN = 7.3 (Total Base Number) This is an acid neutralizer to prevent corrosion. Most gasoline engine motor oils start with TBN around 8 or 9. This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 3.5 to 4 points per 5,000 miles.
Viscosity (cSt at 100*C) = 12.1 (cSt range for SAE 30 is 9.3 to 12.4) And cSt (centistokes) in general terms, represents an oil’s thickness.
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Royal Purple 10W30 Break-In Oil conventional (lab tested 2012)
Silicon = 5 ppm (anti-foaming agent in new oil, but in used oil, certain gasket materials and dirt can also add to this number)
Boron = 4 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Magnesium = 411 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Calcium = 2769 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Barium = 0 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Total detergent/dispersant (anti-deposit buildup/anti-sludge) = 3184 ppm, This value typically changes only a small percentage over 5,000 miles.
Zinc = 1170 ppm (anti-wear)
Phos = 1039 ppm (anti-wear)
Moly = 0 ppm (anti-wear)
Total anti-wear = 2209 ppm, This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 500 ppm per 5,000 miles in a daily driver.
Potassium = 4 ppm (anti-freeze corrosion inhibitor)
Sodium = 5 ppm (anti-freeze corrosion inhibitor)
TBN = 9.8 (Total Base Number) This is an acid neutralizer to prevent corrosion. Most gasoline engine motor oils start with TBN around 8 or 9. This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 3.5 to 4 points per 5,000 miles.
Viscosity (cSt at 100*C) = 12.1 (cSt range for SAE 30 is 9.3 to 12.4) And cSt (centistokes) in general terms, represents an oil’s thickness.
-------------------
A few words about everyone’s favorite anti-wear component – Zinc
Zinc is used as an extreme pressure, anti-wear additive, as most everyone knows. But zinc is not a lubricant until heat and load are applied. And zinc is only used when there is actual metal to metal contact in the engine. At that point zinc must react with the heat and load to create the sacrificial film that allows it to protect flat-tappet camshafts and other highly loaded engine parts. So, with zinc being sacrificial, it will become depleted as it is used up over time.
A zinc level of around 1,000 ppm or so (in a traditional non-API certified oil), is typically enough to protect a stock type flat tappet engine, even for extended oil drain intervals, under normal use. However, those with High Performance and Racing engines will want oils with a higher zinc content. Though, something many folks don’t seem to be aware of, is that MORE zinc does NOT provide BETTER wear protection. But, if the rate of metal to metal contact is abnormally high, such as in High Performance and Racing engines, then MORE zinc provides LONGER wear protection, since the zinc would be getting consumed at a faster rate.
So, you really don’t need a ton of zinc. You simply need “enough” so that you don’t run out of it with your particular application, that’s all. And this is precisely the reason why the motor oil “wear testing” I’ve been performing, has shown that the LEVEL of zinc does not affect how well an oil can provide wear protection. Wear protection is determined only by the base oil and its additive package “as a whole”.
And excessively HIGH zinc content can lead to INCREASED wear (due to its abrasive nature at high levels), deposit formation and possible plug fouling. There is such a thing as too much of a good thing.
Modern API certified oils use alternate chemistry that is equal to, or better than zinc/phos, to replace much of the zinc/phos that might otherwise be used in those oils, so that the cats are not fouled in modern street vehicles. But modern API SM and SN certified oils have shown to be quite good when it comes to wear protection. There is, as they say, more than one way to skin a cat.
Silicon = 11 ppm (anti-foaming agent in new oil, but in used oil, certain gasket materials and dirt can also add to this number)
Boron = 6 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Magnesium = 8 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Calcium = 2634 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Barium = 0 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Total detergent/dispersant (anti-deposit buildup/anti-sludge) = 2648 ppm, This value typically changes only a small percentage over 5,000 miles.
Zinc = 830 ppm (anti-wear)
Phos = 791 ppm (anti-wear)
Moly = 1 ppm (anti-wear)
Total anti-wear = 1622 ppm, This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 500 ppm per 5,000 miles in a daily driver.
Potassium = 6 ppm (anti-freeze corrosion inhibitor)
Sodium = 139 ppm (anti-freeze corrosion inhibitor)
TBN = 6.2 (Total Base Number) This is an acid neutralizer to prevent corrosion. Most gasoline engine motor oils start with TBN around 8 or 9. This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 3.5 to 4 points per 5,000 miles.
Viscosity (cSt at 100*C) = 10.7 (cSt range for SAE 30 is 9.3 to 12.4) And cSt (centistokes) in general terms, represents an oil’s thickness.
---------------------
Castrol 30wt Heavy Duty, API SM conventional (lab tested 2012)
Silicon = 7 ppm (anti-foaming agent in new oil, but in used oil, certain gasket materials and dirt can also add to this number)
Boron = 112 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Magnesium = 9 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Calcium = 2682 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Barium = 0 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Total detergent/dispersant (anti-deposit buildup/anti-sludge) = 2803 ppm, This value typically changes only a small percentage over 5,000 miles.
Zinc = 907 ppm (anti-wear)
Phos = 829 ppm (anti-wear)
Moly = 56 ppm (anti-wear)
Total anti-wear = 1792 ppm, This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 500 ppm per 5,000 miles in a daily driver.
Potassium = 4 ppm (anti-freeze corrosion inhibitor)
Sodium = 8 ppm (anti-freeze corrosion inhibitor)
TBN = 7.3 (Total Base Number) This is an acid neutralizer to prevent corrosion. Most gasoline engine motor oils start with TBN around 8 or 9. This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 3.5 to 4 points per 5,000 miles.
Viscosity (cSt at 100*C) = 12.1 (cSt range for SAE 30 is 9.3 to 12.4) And cSt (centistokes) in general terms, represents an oil’s thickness.
------------------
Royal Purple 10W30 Break-In Oil conventional (lab tested 2012)
Silicon = 5 ppm (anti-foaming agent in new oil, but in used oil, certain gasket materials and dirt can also add to this number)
Boron = 4 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Magnesium = 411 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Calcium = 2769 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Barium = 0 ppm (detergent/dispersant, anti-deposit buildup/anti-sludge)
Total detergent/dispersant (anti-deposit buildup/anti-sludge) = 3184 ppm, This value typically changes only a small percentage over 5,000 miles.
Zinc = 1170 ppm (anti-wear)
Phos = 1039 ppm (anti-wear)
Moly = 0 ppm (anti-wear)
Total anti-wear = 2209 ppm, This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 500 ppm per 5,000 miles in a daily driver.
Potassium = 4 ppm (anti-freeze corrosion inhibitor)
Sodium = 5 ppm (anti-freeze corrosion inhibitor)
TBN = 9.8 (Total Base Number) This is an acid neutralizer to prevent corrosion. Most gasoline engine motor oils start with TBN around 8 or 9. This becomes depleted over time as mileage accumulates. And it is not unusual for this value to drop by around 3.5 to 4 points per 5,000 miles.
Viscosity (cSt at 100*C) = 12.1 (cSt range for SAE 30 is 9.3 to 12.4) And cSt (centistokes) in general terms, represents an oil’s thickness.
-------------------
A few words about everyone’s favorite anti-wear component – Zinc
Zinc is used as an extreme pressure, anti-wear additive, as most everyone knows. But zinc is not a lubricant until heat and load are applied. And zinc is only used when there is actual metal to metal contact in the engine. At that point zinc must react with the heat and load to create the sacrificial film that allows it to protect flat-tappet camshafts and other highly loaded engine parts. So, with zinc being sacrificial, it will become depleted as it is used up over time.
A zinc level of around 1,000 ppm or so (in a traditional non-API certified oil), is typically enough to protect a stock type flat tappet engine, even for extended oil drain intervals, under normal use. However, those with High Performance and Racing engines will want oils with a higher zinc content. Though, something many folks don’t seem to be aware of, is that MORE zinc does NOT provide BETTER wear protection. But, if the rate of metal to metal contact is abnormally high, such as in High Performance and Racing engines, then MORE zinc provides LONGER wear protection, since the zinc would be getting consumed at a faster rate.
So, you really don’t need a ton of zinc. You simply need “enough” so that you don’t run out of it with your particular application, that’s all. And this is precisely the reason why the motor oil “wear testing” I’ve been performing, has shown that the LEVEL of zinc does not affect how well an oil can provide wear protection. Wear protection is determined only by the base oil and its additive package “as a whole”.
And excessively HIGH zinc content can lead to INCREASED wear (due to its abrasive nature at high levels), deposit formation and possible plug fouling. There is such a thing as too much of a good thing.
Modern API certified oils use alternate chemistry that is equal to, or better than zinc/phos, to replace much of the zinc/phos that might otherwise be used in those oils, so that the cats are not fouled in modern street vehicles. But modern API SM and SN certified oils have shown to be quite good when it comes to wear protection. There is, as they say, more than one way to skin a cat.
Le Mans Master
Joined: Jun 2004
Posts: 6,231
Likes: 65
From: Seattle WA
St. Jude Donor '14
A zinc level of around 1,000 ppm or so (in a traditional non-API certified oil), is typically enough to protect a stock type flat tappet engine, even for extended oil drain intervals, under normal use. However, those with High Performance and Racing engines will want oils with a higher zinc content. Though, something many folks don’t seem to be aware of, is that MORE zinc does NOT provide BETTER wear protection.
http://forums.corvetteforum.com/c3-t...ppet-oils.html
From these events, specifications and timeline I propose that:
- Flat-tappet cam failures started with the reduction of ZDDP < 1000 PPM.
- Based on this, 1000 PPM ZDDP is the minimum required level.
- Levels of 1200-1400 ppm ZDDP may be required for more extreme cams. What level defines too much ZDDP is unclear, but for street use more than around 1400 PPM is likely not appropriate.
- Oil change intervals should be no more than ~3,000 miles with dino oil, ~6,000 with synthetic.
- Any oil marked API SM/SN, ILSAC GF-4/5 or ILSAC CJ-5 in grades SAE 0W-20, SAE 5W-20, SAE 0W-30, SAE 5W-30 and SAE 10W-30 cannot have sufficient ZDDP.
And this is precisely the reason why the motor oil “wear testing” I’ve been performing, has shown that the LEVEL of zinc does not affect how well an oil can provide wear protection.
Modern API certified oils use alternate chemistry that is equal to, or better than zinc/phos, to replace much of the zinc/phos that might otherwise be used in those oils, so that the cats are not fouled in modern street vehicles. But modern API SM and SN certified oils have shown to be quite good when it comes to wear protection. There is, as they say, more than one way to skin a cat.
Modern API certified oils use alternate chemistry that is equal to, or better than zinc/phos, to replace much of the zinc/phos that might otherwise be used in those oils, so that the cats are not fouled in modern street vehicles. But modern API SM and SN certified oils have shown to be quite good when it comes to wear protection. There is, as they say, more than one way to skin a cat.
The ppm level of ZDDP does matter, which is why all cam manufactures express their recommendations by this value.
API SM/SN oils, which cannot contain more than approximately 600 ppm ZDDP in the grades noted above, is not sufficient for a flat tappet cam, period. The additive packages are not intended for flat-tappet cam protection, and it's been explained over and over why this testing does not reflect the role of ZDDP. Once again, flat-tappet cam owners - don't put your cam at risk.
The continued posting that ZDDP doesn't matter, that this testing is more than one-dimensional and that the interpretation is that film strength = wear protection doesn't become any more correct even after it's posted again, and Again, and AGAIN.
Last edited by billla; Jun 6, 2012 at 08:40 PM.
