TedH

I am preparing to refresh the top end of my L48 with a roller cam, lifters and roller rockers.

Assuming I don't screw up the refresh, will this put any concerns about zinc oils to rest for my build?

zwede

Yep.

TedH

Awesome!

zwede

... as long as you're talking street hydraulic roller of course...

birdsmith

Do non-hydraulic roller cams/lifters still need zinc? I'd have thought they could get by without it too...care to enlighten?

cv67

Motors still need it wouldnt worry about it though. Lot less friction with rollerized valvetrain. If you bought quality parts you should be fine.

Part of me thinks a lot of parts failures today are due to installer error and lousy overseas metals that dont hold up arent heat treated right etc.
Oils today are more advanced than ever and parts we get are worse than ever.

I dont believe its all about oil no way.

jb78L-82

I think many of the cam failures are due to installer error (not breaking in correctly, not all, but some) and using the oils that do not have the correct amount of ZDDP for a flat tappet engine. The mass market oils are made for roller cams. I think that the issue is a combination of things.

As for the parts today not being of great quality, I do, again, think that is part of the problem BUT in the mid to late 70's and early 80's, I think that GM was putting pretty questionable parts in their engines. I wiped a cam @115,000 miles in a 73 Nova SS in 1986 and I treated that engine very well changing the oil religiously every 3,000 miles. My 78 L-82 currently has a head issue (882's-crap) with 66,000 miles (with 3.70 gears-that's like 100,000 miles on a car today). The cams in the 70/80's were junk, the rings were cast, the heads were junk etc. My buddy who owned a high performance retail store in the late 80's/early 90's always tells me that he sold so many cams to buyers with 70/80's cars back then that it was unbelievable-wiped cams-and that was before the current crop of oils.

birdsmith

Every engine I've ever built(and I never had the $$$ to put together a full-roller valvetrain) I always was very careful to really slather down the cam and lifters with assembly lube, avoid turning the engine over any more than necessary during assembly, get a good prelube befire dropping the distributor, and follow initial break-in procedures to the letter. I've never wiped a cam as a result.

On the other hand, I've probably blown more head gaskets than I'd care to count...I could use a little improvement there!

zwede

Never had a solid roller, so I thought I'd throw that disclaimer in there. Not sure what the SRs need. Many seem to have problems with them but that might just be due to high spring pressures?

birdsmith

Not really an expert on these matters, but as I understand it roller lifters give you the ability not necessarily to run higher lift but to run cam profiles that hold the valve open at high lift for a greater portion of the valve-opening event, with somewhat less spring pressures being necessary to control the valve.

OE manufacturers started using roller valvetrains back in the 1980s as a means of recovering as much power as possible in the face of increasing emissions restrictions. In addition, the .gov began mandating reduced zinc levels allegedly to preserve catalytic converter life (being the cynic that I am, I tend to think that the real reason was more about killing the traditional big V8-powered musclecar).

As I see it, whether in solid or hydraulic form, a full-roller valvetrain is really the ideal way to get around de-zinced oil while still making decent power. I would seriously consider building one myself if not for the expense...good roller cam/lifter/rocker setups are very pricey.

71454Chevelle

I have had this discussion with Richard Iskenderian at Isky Cams and he highly recommends an oil with ZDDP when using their EZX solid roller lifters. He really likes the Brad Penn Penn 1 oil.

TedH

The kit I have chosen is a mild grind, 'middle of the page' hydraulic roller cam kit: K12-422-8.

It has very close to the ADV duration of my Energizer (270) but about .05 more lift. Will be nice to see the benefit of the longer valve opening intervals.

MotorHead

I use Brad Penn in my roller motor, I would not dismiss the need for higher ZDDP just because you have a roller valve train. It helps to have a roller valve train but there are many moving parts in the motor like the lifter in it's hole, pistons etc all metal on metal without oil so I would still be looking for an oil with correct level of ZDDP for your motor.

There are the first gen solid rollers for racing then the came out with lower spring pressure "street rollers"

Shark Racer

FWIW, one of the popular LS tuners has started to see cam failure with the latest batch of motor oils in their more aggressive roller cam setups.

I think it was LG Motorsports.

cv67

Gonna go out on a limb and say when crazy ramp rates and high spring pressures figure in it gets to a point no magic oill is going to over come the beating the valvetrain takes.


Is 5-10 extra lb tq or hp really going to be worth it youll never feel it.
Went with a slightly lazier ramp Isky solid roller and love it. still acceptable torque and pulls up top like a 2 stroke. Sure tighter seat timing and more lift would pick up torque some but is it worth it to me, no. Been down the inverted cam ramp street and NO thanks. Beats thehell out of everything.


Just stay on top of things. Pop a valve cover occasionally check lash...inspect things. Lash really opens up a lot on a valve you can catch a problem before it happens. Think too many ignore it and drive them into failure.

Indiancreek

I would not dismiss the need for higher ZDDP just because you have a roller valve train. It helps to have a roller valve train but there are many moving parts in the motor like the lifter in it's hole, pistons etc all metal on metal without oil so I would still be looking for an oil with correct level of ZDDP for your motor.



Other areas affected by contact, why risk it, good oil or additive.

63mako

As well. I have a roller engine and run 1300+ZDDP synthetic oil. It is the best extreme pressure lubricant there is so if you got $10,000 in your motor why cheap out on your oil or take uneccessary risks. Piston to cylinder wall is a highly loaded point that is splash lubricated only.

540 RAT

A lot of people cannot seem to grasp the fact that needing high levels of zinc is just an old debunked wives tale. ZDDP level is NOT what you care about, because that does NOT determine an oil’s wear protection capability. And if anyone tells you that you do need a certain level of zinc to provide adequate wear protection for traditional high performance engines, ask them to PROVE IT, no matter who they are, or what company they may represent. To prove it, they will need to provide actual real world “Wear Test” data backing up their claim. But, they will NOT be able to do it, because zinc DOES NOT work that way. That outdated thinking is only folklore.

Zinc is sacrificial at the point of metal to metal contact. So, it becomes depleted a little at a time. High Performance engines with their higher loading, consume zinc at a faster rate. More zinc simply lasts longer before running out, that's all. But, more zinc absolutely CANNOT provide MORE wear protection. That is just simply a myth since zinc does NOT work that way. And zinc does NOT build up on parts over time like some type of plating process. As mentioned above, it is simply sacrificial at the point of metal to metal contact. This stuff is NOT Rocket Science. Once again, I challenge anyone who claims more zinc will provide more wear protection, to put up or shut up. They need to provide PROOF in the form of actual real world wear test data. So, let's see it.

What you do care about is “load carrying capacity/film strength”. Because that is all you have working for you as you near metal to metal contact and the wear/damage and/or failure that can follow. The fact is, ZDDP levels and “load carrying capacity/film strength” may or may not go together. You have to perform real world wear protection capability “Testing”, in the form of friction testing under load, at operating temperature, to determine how well various motor oils protect against wear. And that is precisely what I’ve done over the past year.

Also keep in mind, that the higher the film strength, the less wear you will have during cold start-up (where most wear takes place due to a lack of oil on components), when all you have present is a film of oil. And of course any time you only have a film of oil at operating temperature, such as at a flat tappet/lobe interface, the higher the film strength, the better the wear protection.

If you have oil thicker than a mere film, it becomes “liquid” oil. And liquids cannot be compressed. That of course is how hydraulics work. So, “any” and I mean “any” motor oil, no matter if it costs $1.00 per quart or $20.00 per quart, will provide the exact same wear protection capability when in “liquid” form, since it cannot be compressed. And if the oil gets pushed out of the way, you are left with only an oil film, and the need for a high level of “load carrying capacity/film strength” to provide the best protection against wear.

What all that means is, the only thing that separates one oil’s wear protection capability from another oil’s wear protection capability, is the difference in their “load carrying capacity/film strength” capabilities. And this is where my extensive “Wear Testing” over the past year comes in.

As you will see below, zinc levels, viscosity, and synthetic or conventional oil, are not what determines an oil’s wear protection capability. The base oil and its additive package “as a whole” is what determines an oil’s wear protection capability. Here is the “load carrying capacity/film strength” ranking list from all the real world "Wear Testing" testing I’ve performed so far (the higher the psi, the better the protection).

1. 5W30 Pennzoil Ultra, API SM synthetic = 115,612 psi
I have not been able to find this oil with the latest API SN certification. The bottle says, “No leading synthetic oil provides better wear protection”. For once, a product’s hype turns out to be true.
zinc = 806 ppm
phos = 812 ppm
moly = 66 ppm


2. “USED” 5W20 Castrol Edge with Titanium, API SN with 5,000 miles on it = 107,391 psi
zinc = 791 ppm (down 251 ppm or down 24% from new)
phos =643 ppm (down 214 ppm or down 25% from new)
moly = 67 ppm (down 33 ppm or down 33% from new)
titanium = 36 ppm (down 13 ppm or down 27% from new)
total anti-wear = 1537 ppm (down 511 ppm or down 25% from new)

The 107,391 psi wear protection capability shown here, is a 7% “higher” wear protection capability with this batch of “used” oil, compared to the original “new” test oil batch. Repeat testing of both the used batch of oil and the original new batch of oil, resulted in consistent and repeatable results for each batch. So, the wear protection capability psi value shown here is correct.

This oil did NOT lose any wear protection capability, even though the zinc and the other anti-wear component levels have dropped SIGNIFICANTLY. That is because the zinc level does NOT matter, as long as you don’t run out of it. Zinc is sacrificial and is slowly depleted over time without having any affect on wear protection. So, more zinc only provides “longer” wear protection, but NOT “more” wear protection. These results also show that the normal practice of testing brand new oil is representative of what you can expect as the oil accumulates miles, since the used oil’s wear protection capability does not drop.

3. 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.

4. 5W30 Mobil 1, API SN synthetic = 105,875 psi
zinc = 801 ppm
phos = 842 ppm
moly = 112 ppm

5. 0W30 Amsoil Signature Series 25,000 miles, API SN synthetic = 105,008 psi
zinc = 824 ppm
phos = 960 ppm
moly = 161 ppm


6. 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.

7. 5W50 Motorcraft, API SN synthetic = 103,517 psi
zinc = 606 ppm
phos = 742 ppm
moly = 28 ppm

8. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm

9. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
zinc = 1180 ppm
phos = 1112 ppm
moly = 162 ppm

10. 5W30 Chevron Supreme, API SN conventional = 100,011 psi
This one only costs $4.29 per quart at the Auto Parts Store where I bought it.
zinc = 1018 ppm
phos = 728 ppm
moly = 161 ppm

11. 5W20 Castrol Edge with Titanium, API SN synthetic = 99,983 psi
zinc = 1042 ppm
phos = 857 ppm
moly = 100 ppm
titanium = 49 ppm

12. 20W50 Castrol GTX ,API SN conventional = 96,514 psi
zinc = 610 ppm
phos = 754 ppm
moly = 94 ppm

13. 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.

14. 0W20 Mobil 1 Advanced Fuel Economy, API SN synthetic = 96,364 psi
zinc = 742 ppm
phos = 677 ppm
moly = 81 ppm

15. 5W30 Quaker State Ultimate Durability, API SN synthetic = 95,920 psi
zinc = 877 ppm
phos = 921 ppm
moly = 72 ppm

16. 5W30 Castrol Edge with Titanium, API SN synthetic = 95,717 psi
zinc = 818 ppm
phos = 883 ppm
moly = 90 ppm
titanium = 44 ppm

17. 10W30 Joe Gibbs XP3 NASCAR Racing Oil synthetic = 95,543 psi
zinc = 743 ppm
phos = 802 ppm
moly = 1125 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

18. 5W20 Castrol GTX, API SN conventional = 95,543 psi
zinc = TBD
phos = TBD
moly = TBD
NOTE: Oil numbers 17 and 18 were tested weeks apart, but due to the similarities in their wear scar sizes, their averages ended up the same.

19. 5W30 Castrol GTX ,API SN conventional = 95,392 psi
zinc = 830 ppm
phos = 791 ppm
moly = 1 ppm

20. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
moly = 52 ppm

21. 5W30 Valvoline SynPower, API SN synthetic = 94,942 psi
zinc = 969 ppm
phos = 761 ppm
moly = 0 ppm

22. 5W30 Valvoline Premium Conventional, API SN = 94,744 psi
zinc = TBD
phos = TBD
moly = TBD

23. 5W20 Mobil 1, API SN synthetic = 94,663 psi
zinc = 764 ppm
phos = 698 ppm
moly = 76 ppm

24. 5W20 Valvoline SynPower, API SN synthetic = 94,460 psi
zinc = 1045 ppm
phos = 742 ppm
moly = 0 ppm


25. 5W30 Lucas, API SN conventional = 92,073 psi
zinc = 992 ppm
phos = 760 ppm
moly = 0 ppm

26. 5W30 O'Reilly (house brand), API SN conventional = 91,433 psi
This one only costs $3.99 per quart at the Auto Parts Store where I bought it.
zinc = 863 ppm
phos = 816 ppm
moly = 0 ppm

27. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

28. 5W30 Red Line, API SN synthetic = 91,028 psi
zinc = TBD
phos = TBD
moly = TBD

29. 5W20 Royal Purple API SN synthetic = 90,434 psi
zinc = 964 ppm
phos = 892 ppm
moly = 0 ppm

30. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
moly = 99 ppm

31. 5W20 Valvoline Premium Conventional, API SN = 90,144 psi
zinc = TBD
phos = TBD
moly = TBD


32. 30 wt Castrol Heavy Duty, API SM conventional = 88,089 psi
zinc = 907 ppm
phos = 829 ppm
moly = 56 ppm

33. 20W50 LAT Synthetic Racing Oil, API SM = 87,930 psi
zinc = TBD
phos = TBD
moly = TBD

34. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi
zinc = 1247 ppm
phos = 1137 ppm
moly = 24 ppm

35. 5W20 Pennzoil Ultra, API SM synthetic = 86,034 psi
I have not been able to find this oil with the latest API SN certification.
zinc = TBD
phos = TBD
moly = TBD

36. 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

37. 5W30 Royal Purple API SN synthetic = 84,009 psi
zinc = 942 ppm
phos = 817 ppm
moly = 0 ppm

38. 20W50 Royal Purple API SN synthetic = 83,487 psi
zinc = 588 ppm
phos = 697 ppm
moly = 0 ppm

39. 20W50 Kendall GT-1 High Performance with liquid titanium, API SN conventional = 83,365 psi
zinc = 991 ppm
phos = 1253 ppm
moly = 57 ppm
titanium = 84 ppm

40. 5W30 Mobil 1 Extended Performance 15,000 mile, API SN synthetic = 83,263 psi
zinc = 890 ppm
phos = 819 ppm
moly = 104 ppm

41. 0W20 Castrol Edge with Titanium, API SN synthetic = 82,867 psi
zinc = TBD
phos = TBD
moly = TBD

42. 5W30 LAT Synthetic Racing Oil, API SM = 81,800 psi
zinc = 1784 ppm
phos = 1539 ppm
moly = 598 ppm


43. 15W40 ROYAL PURPLE Diesel Oil synthetic, API CJ-4 /SM, CI-4 PLUS, CH-4, CI-4 = 76,997 psi
zinc = TBD
phos = TBD
moly = TBD

44. 5W30 Lucas API SM synthetic = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
moly = 0 ppm

45. 5W30 GM's AC Delco dexos 1 API SN semi-synthetic = 76,501 psi
zinc = 878 ppm
phos = 758 ppm
moly = 72 ppm

46. 5W50 Castrol Edge with Syntec API SN, synthetic, formerly Castrol Syntec, black bottle = 75,409 psi
zinc = 1252 ppm
phos = 1197 ppm
moly = 71 ppm


47. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi
zinc = 1421 ppm
phos = 1338 ppm
moly = 204 ppm

48. 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

49. 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

50. 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

51. 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

52. 15W40 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

53. Brad Penn, Penn Grade 1 Nitro 70 Racing Oil semi-synthetic = 72,003 psi
zinc = TBD
phos = TBD
moly = TBD

54. 0W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,377 psi
zinc = 1621 ppm
phos = 1437 ppm
moly = 0 ppm

55. 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

56. 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,206 psi
zinc = 1557 ppm
phos = 1651 ppm
moly = 3 ppm

57. 15W40 VALVOLINE PREMIUM BLUE HEAVY DUTY DIESEL Oil conventional, API CJ-4, CI-4 Plus, CI-4, CH-4, CG-4, CF-4, CF/SM = 70,869 psi
zinc = TBD
phos = TBD
moly = TBD

58. 15W50 Mobil 1, API SN synthetic = 70,235 psi
zinc = 1,133 ppm
phos = 1,168 ppm
moly = 83 ppm

59. 5W40 CHEVRON DELO 400LE Diesel Oil synthetic, API CJ-4, CI-4 Plus, CI-4, SL, SM = 69,631 psi
zinc = TBD
phos = TBD
moly = TBD

60. 30wt Edelbrock Break-In Oil conventional = 69,160 psi
zinc = 1545 ppm
phos = 1465 ppm
moly = 4 ppm

61. 5W30 Motorcraft, API SN synthetic = 68,782 psi
zinc = 796 ppm
phos = 830 ppm
moly = 75 ppm

62. 10W40 Edelbrock synthetic = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
moly = 121 ppm
This oil is manufactured for Edelbrock by Torco.


63. 5W40 SHELL ROTELLA T6 Diesel Oil synthetic, API CJ-4, CI-4 Plus, CI-4, CH-4, SM, SL = 67,804 psi
zinc = TBD
phos = TBD
moly = TBD

64. 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

65. 15W40 CASTROL GTX DIESEL Oil conventional, API CJ-4, CI-4 Plus, CI-4, CH-4, CG-4, CF-4/SN = 66,323 psi
zinc = TBD
phos = TBD
moly = TBD

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

67. 10W40 Valvoline 4 Stroke Motorcycle Oil, API SJ conventional = 65,553 psi
zinc = 1154 ppm
phos = 1075 ppm
moly = 0 ppm

68. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
moly = 339 ppm

69. “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. Most 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.

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

71. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
moly = 871 ppm

72. 0W20 Klotz Estorlin Racing Oil, API SL synthetic = 60,941 psi
zinc = TBD
phos = TBD
moly = TBD

73. 10W30 Comp Cams Muscle Car & Street Rod Oil, synthetic blend = 60,413 psi
zinc = 1673 ppm
phos = 1114 ppm
moly = 67 ppm


74. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
moly = 227 ppm

75. 10W40 Edelbrock conventional = 59,120 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Edelbrock by Torco.


76. 0W20 LAT Synthetic Racing Oil, API SM = 57,228 psi
zinc = TBD
phos = TBD
moly = TBD


77. “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. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.


78. “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. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

79. “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. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

80. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
moly = 180 ppm

81. “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. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

82. “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. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

83. 30wt Lucas Break-In Oil conventional = 49,455 psi
zinc = 4483 ppm
phos = 3660 ppm
moly = 3 ppm

540 RAT
Member SAE (Society of Automotive Engineers)

63mako

Zinc is not the sacrificial layer it is Phosphorous. The need has not been debunked by anyone that I know of. I have read your test results. I know the tester your using. You are testing film strength with a film strength tester exactly as the ASTM testing protocal is spelled out to test film strength except your oil is 230 degrees. How does that test extreme pressure additives or their effectivness? This has been pointed out to you numerous times and your conclusions have been debunked by lubrication specialists on Speedtalk and other forums. Your testing is valid if the conclusions drawn are film strength of new oil at 230 degrees and that is what is claimed. You are making claims with no scientific basis to back them up.

zwede

That why he reposts it over and over. As everyone knows, if you repost something enough it becomes true.