Does anyone know if ZDDP Plus is available at a local auto parts retailer such as O'reilly's, Autozone, Napa, etc? I'm striking out locally and wondered if anyone found this additive without going on line.

 

Why not just buy oil with the correct amount of ZDDP already in it? There's no shortage of them...........

 

Google "Additive Clash". Don't engineer your own concoction of oil additives unless you are a tribologist or a lubrication engineer with the testing facilities available to adequately test the new chemical compounds your inventing.

 

If you can't find the oil, as Mike suggested, Rislone makes a ZDDP additive that's available at Advance Auto Parts stores. (I know this because I work at one...)

 

For one thing, I've been performing motor oil "Wear Testing" over the past year or so, and have found time and time again, that extra zinc ABSOLUTELY DOES NOT INCREASE WEAR PROTECTION. And this GM motor oil report found the same thing.

http://www.nonlintec.com/sprite/oil_myths.pdf

No matter how much spring pressure is used, from light to stiff, if extra zinc helped with improving wear protection, it would have to show up as an improvement in any testing done. If my real world testing and GM's testing show no improvement with extra zinc, then why would anyone believe that extra zinc helps? Real world testing is the Gold Standard for the truth. So, if anyone says that extra zinc helps, challenge them to PROVE it with actual hard test data, not just some silly Internet link.

The idea of extra zinc improving wear protection is nothing but an old wives tale that will not die, even though it has absolutely no hard data to back it up. People are gullible enough to believe it because it has been repeated over and over so many times. But, repeating bad information a million times will NOT make it become correct.

And 63Mako is right about additive clash. Below is what I found during motor oil "Wear Testing" when ZDDPlus was added to low zinc oil.


** “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.



** “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.



** “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.


Bottom Line: Just use oil straight out of the bottle.


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 testing I’ve performed so far (the higher the psi, the better the protection).

Oil 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


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" 5W30 Chevron Supreme, API SN conventional with 5,000 miles on it = 112,992 psi
zinc = TBD
phos = TBD
moly = TBD
total anti-wear = TBD

The wear protection capability psi value shown here is 13% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 112,992 psi value shown here. So, the number is correct. I've tested two USED oils so far, and both times the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil’s wear protection capability does not drop.

3. “USED” 5W20 Castrol Edge with Titanium, API SN synthetic 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 wear protection capability psi value shown here is 7% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 107,391 psi value shown here. So, the number is correct. I've tested two USED oils so far, and both times the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil’s wear protection capability does not drop.

4. 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.

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

6. 0W30 Amsoil Signature Series 25,000 miles, API SN synthetic = 105,008 psi
zinc = 824 ppm
phos = 960 ppm
moly = 161 ppm


7. 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.

8. 5W50 Motorcraft, API SN synthetic = 103,517 psi
zinc = 606 ppm
phos = 742 ppm
moly = 28 ppm

9. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm

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

11. 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

12. 5W20 Castrol Edge with Titanium, API SN synthetic = 99,983 psi
zinc = 1042 ppm
phos = 857 ppm
moly = 100 ppm
titanium = 49 ppm

13. 20W50 Castrol GTX ,API SN conventional = 96,514 psi
zinc = 610 ppm
phos = 754 ppm
moly = 94 ppm

14. 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.

15. 0W20 Mobil 1 Advanced Fuel Economy, API SN synthetic = 96,364 psi
zinc = 742 ppm
phos = 677 ppm
moly = 81 ppm

16. 5W30 Quaker State Ultimate Durability, API SN synthetic = 95,920 psi
zinc = 877 ppm
phos = 921 ppm
moly = 72 ppm

17. 5W30 Castrol Edge with Titanium, API SN synthetic = 95,717 psi
zinc = 818 ppm
phos = 883 ppm
moly = 90 ppm
titanium = 44 ppm

18. 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.

19. 5W20 Castrol GTX, API SN conventional = 95,543 psi
zinc = TBD
phos = TBD
moly = TBD
NOTE: Oil numbers 18 and 19 were tested weeks apart, but due to the similarities in their wear scar sizes, their averages ended up the same.

20. 5W30 Castrol GTX ,API SN conventional = 95,392 psi
zinc = 830 ppm
phos = 791 ppm
moly = 1 ppm

21. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
moly = 52 ppm

22. 5W30 Valvoline SynPower, API SN synthetic = 94,942 psi
zinc = 969 ppm
phos = 761 ppm
moly = 0 ppm

23. 5W30 Valvoline Premium Conventional, API SN = 94,744 psi
zinc = TBD
phos = TBD
moly = TBD

24. 5W20 Mobil 1, API SN synthetic = 94,663 psi
zinc = 764 ppm
phos = 698 ppm
moly = 76 ppm

25. 5W20 Valvoline SynPower, API SN synthetic = 94,460 psi
zinc = 1045 ppm
phos = 742 ppm
moly = 0 ppm

26. 5W30 Lucas, API SN conventional = 92,073 psi
zinc = 992 ppm
phos = 760 ppm
moly = 0 ppm

27. 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

28. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

29. 5W30 Red Line, API SN synthetic = 91,028 psi
zinc = TBD
phos = TBD
moly = TBD

30. 5W20 Royal Purple API SN synthetic = 90,434 psi
zinc = 964 ppm
phos = 892 ppm
moly = 0 ppm

31. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
moly = 99 ppm

32. 10W60 Castrol TWS Motorsport, API SJ conventional = 90,163 psi
This oil is manufactured in Europe and is sold in the US for BMW models M3, M5, M6, Z4M, and Z8.
zinc = TBD
phos = TBD
moly = TBD

33. 5W20 Valvoline Premium Conventional, API SN = 90,144 psi
zinc = TBD
phos = TBD
moly = TBD

34. 30 wt Castrol Heavy Duty, API SM conventional = 88,089 psi
zinc = 907 ppm
phos = 829 ppm
moly = 56 ppm

35. 20W50 LAT Synthetic Racing Oil, API SM = 87,930 psi
zinc = TBD
phos = TBD
moly = TBD

36. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi
zinc = 1247 ppm
phos = 1137 ppm
moly = 24 ppm

37. 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

38. 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

39. 5W30 Royal Purple API SN synthetic = 84,009 psi
zinc = 942 ppm
phos = 817 ppm
moly = 0 ppm

40. 20W50 Royal Purple API SN synthetic = 83,487 psi
zinc = 588 ppm
phos = 697 ppm
moly = 0 ppm

41. 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

42. 5W30 Mobil 1 Extended Performance 15,000 mile, API SN synthetic = 83,263 psi
zinc = 890 ppm
phos = 819 ppm
moly = 104 ppm

43. 0W20 Castrol Edge with Titanium, API SN synthetic = 82,867 psi
zinc = TBD
phos = TBD
moly = TBD

44. 5W30 LAT Synthetic Racing Oil, API SM = 81,800 psi
zinc = 1784 ppm
phos = 1539 ppm
moly = 598 ppm

45. 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

46. 5W30 Lucas API SM synthetic = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
moly = 0 ppm

47. 5W30 GM's AC Delco dexos 1 API SN semi-synthetic = 76,501 psi
zinc = 878 ppm
phos = 758 ppm
moly = 72 ppm

48. 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

49. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi
zinc = 1421 ppm
phos = 1338 ppm
moly = 204 ppm
NOTE: This particular bottle of oil was just opened, but was out of a 3 ½ year old case.

50. 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

51. 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

52. 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

53. 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

54. 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

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

56. 0W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,377 psi
zinc = 1621 ppm
phos = 1437 ppm
moly = 0 ppm

57. 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

58. 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,206 psi
zinc = 1557 ppm
phos = 1651 ppm
moly = 3 ppm

59. 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

60. 15W50 Mobil 1, API SN synthetic = 70,235 psi
zinc = 1,133 ppm
phos = 1,168 ppm
moly = 83 ppm

61. 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

62. 30wt Edelbrock Break-In Oil conventional = 69,160 psi
zinc = 1545 ppm
phos = 1465 ppm
moly = 4 ppm

63. 5W30 Motorcraft, API SN synthetic = 68,782 psi
zinc = 796 ppm
phos = 830 ppm
moly = 75 ppm

64. 10W40 Edelbrock synthetic = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
moly = 121 ppm
This oil is manufactured for Edelbrock by Torco.


65. 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

66. 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

67. 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

68. 10W30 Royal Purple HPS (High Performance Street) synthetic = 66,211 psi
zinc = 1774 ppm
phos = 1347 ppm
moly = 189 ppm

69. 10W40 Valvoline 4 Stroke Motorcycle Oil, API SJ conventional = 65,553 psi
zinc = 1154 ppm
phos = 1075 ppm
moly = 0 ppm

70. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
moly = 339 ppm

71. “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.

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

73. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
moly = 871 ppm

74. 0W20 Klotz Estorlin Racing Oil, API SL synthetic = 60,941 psi
zinc = TBD
phos = TBD
moly = TBD

75. 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.


76. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
moly = 227 ppm

77. Summit Racing 10W40 Premium Racing Oil, API SL = 59,483 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Summit Racing by I.L.C.

78. 10W40 Edelbrock conventional = 59,120 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Edelbrock by Torco.


79. 0W20 LAT Synthetic Racing Oil, API SM = 57,228 psi
zinc = TBD
phos = TBD
moly = TBD


80. “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.


81. “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.

82. “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.

83. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
moly = 180 ppm

84. “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.

85. “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.

86. 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)

 

Well, OK then. Let me ask a question, please.
Let's say you change the oil, and fill the crankcase with, say, Valvoline oil. And then, down the road sometime, you need to add a half a quart, and you use, for example, Castrol.
Would that be a problem?
And should I throw out the ZDDP bottles that I bought?

 

Buy amsoil or brad penn. You have a car that you appreciate much more than the DD in the driveway. Don't understand the hesitation of an $80 oil change versus a $25 one. A small price to pay for piece of mind.......

I'm doing to a cam and lifter replacement now and do not want to do it again for a long time.......

 

Done deal. Going with a good quality oil...no additive.

 

Translation: The film strength test shows a 12 to 44% loss of film strength after adding ZDDP Plus to modern oils. This testing in no way determines the effects of adding ZDDP Plus to modern oil as related to cam and lifter wear. There is no way a 30 second test that stops @ 120,000 psi can test extreme pressure additives effects on long term wear at the lobe/lifer interface that sees over 200,000 PSI in stock applications and close to double that in high lift, high ramp rate, high spring pressure applications.

 

Good choice Joe. Any oil with over 1000 PPM ZDDP will protect a stock cam. High spring pressures, lift or RPM might require more, up to 1400. Err on the side of caution.

 

540 Rat has supplied some great information. I, for one, am thankful that he spent his time to share all of that with us. If so many of the oils need addatives to provide extra protection, one must wonder why 95% of our beloved cars have not grenaded their engines. Oils that show an immediate degradation in performance with over the shelf addatives, are very unlikely to improve over time. Thanks again to 540 Rat!

 

All oils have additives. None should need you to add additional additives. The additive package is designed to do certain things. There is marine oil, diesel oil, motorcycle oil, high milage oil, racing oil, automobile oil and high ZDDP oil. Each has various additives packages designed, combined and tested for a specific purpose. Will diesel oil work in your motorcycle? Yes it will. Will Diesel oil work in your car? Yes it will. Will it work in your boat? Yes it will. Will marine oil work in your Diesel? Yes it will. Is Marine oil the best choice for your motorcycle? No! Motorcycle oil is. There are High ZDDP oils with specifically designed additive packages for flat tappet cammed engines. There is a listing of them here.
http://forums.corvetteforum.com/1572367505-post1.html
As you will see these various oil manufacturers all agree that flat tappet cams require a specialized additive package that includes over 1000 PPM ZDDP. They have designed an additive package specifically for this need and have labeled it as such. All camshaft manufacturers have come to a similar conclusion and have that recommendation listed in their installation and break in instructions. These lubrication and camshaft design engineers did not conspire to spread a myth. There is a basis to these conclusions. Tens of thousands of flat tappet failures in a couple year period after ZDDP levels were reduced and extensive research as to why along with increased ZDDP reducing the failures lead to this discovery. A guy with a film strength tester in his garage drawing unsubstantiated conclusions like "GM report says Zinc level in motor oil DOES NOT matter" is rediculous. I do applaude the testing if it is taken for what it is FILM STRENGTH TESTING. I have used the results. I now use Penzoil ULTRA 5W-20 in my 4 cylinder Colorado and am happy with it. That don't mean it is the best oil for my boat.

 

Well, here we are with yet another oil thread and there is no absolute conclusion other than everyone maintains their position. Frankly, unless you’re on a tight budget or bound by class restrictions, just go with a roller cam.

I don’t think these threads absolutely resolve anything is because there is a little bit of science, a bit of marketing and a bit of personal experience. The remainder of the recipe seems to be assumptions.
I’ve not seen one of these “my cam got wiped” threads where failure analysis was done to determine exactly what caused the failure. Was it the oil? Was it the break-in and running (long idle periods) procedure? Was it in the metallurgy? Was it in the machining accuracy? Was it an assembly fault?

I guess it would be easier to come to valid conclusions if the failure analysis pointed to some consistencies that would allow the community to set some boundaries for what works and what doesn’t. It’s still very inconsistent because it doesn’t explain why one person has a failure even though they did everything right (or so they thought) and used a high-ZDDP oil and they still wiped a lobe (you don’t have to look very hard to find those anecdotes) and one person using the same cam and parts who also did all the right things and didn’t use the boutique oil and didn’t wipe a lobe. From a scientific perspective, you should have predictable outcomes: boutique oil user always has a good outcome, non-boutique user has a guaranteed failure. And there doesn’t seem to be an explanation as to why only one or two lobes are destroyed instead of all or most of them. You’d expect the whole stick to be trashed, but most of the time –not always- it’s just one or two lobes.

I’ll be screwing an engine together later in the year and I’ll be using a hydraulic roller cam. I could do it with a flat tappet, but the performance is so much better with a roller cam. I’m not afraid of having lobes go flat. I just want the overall performance improvement.

And I wonder: How many people assemble an engine and measure the lifter and bore diameters, or even just hone the lifter bores and check to make sure there is no binding in the valvetrain?

Mako and 540 offer valuable perspectives on the topic. I don't think anyone's mind has been changed, though.

 

ASTM RESEARCH REPORT
Development of the Sequence IIIG Engine Oil Test

ftp://ftp.astmtmc.cmu.edu/docs/gas/s...2002-24-04.pdf

Table 2 page 6 last 2 tests. Same lab, same engine, exact same testing protocol. Measuring cam lobe wear. The only change was an increase in ZDDP from .05% to .095%
Results:
.05% ZDDP average wear 153
.095% ZDDP average wear 16
This could mean that .08% is fine. It could mean .08% will wipe your cam. What it definitivly proves is .05% ZDDP is not enough for a mild flat tappet cam and that an increase from .05% to .095% reduced wear 895% on a non-phosphated camshaft in the test engine. I would err on the side of caution.

 

I don't have a problem with precautionary measures. Everyone has a different threshold here. But on the testing; I haven't seen a flat tappet cam in the past 40 years that wasn't Parkerized (phosphated). I wondered too when I read 540's post. What were they testing for? That Parkerizing is a good thing? It was never stated as a hypothesis. Just that they tested in this scenario.

 

The phosphate coating on some new cams is a sacrificial layer, not all are coated. It wears off during break in for the most part. Nitriding will harden the actual surface of the cam but it has disadvantages also if the hardness of the lifter foot and cam are too close and will cost you about $100. Best bet is use a roller cam. If you don't, use high ZDDP oil. Done here. Glad the OP decided to use the correct oil for his application.