Mobil 1 15W-50

 

Same as above

 

Brad Penn 10-40 with K&N filter.

 

Quaker state 5w-30 synthetic seems to work great,I drive my car 5000-7000 miles a year and change it two or three times,engine is an L48 with a mild cam edelbrock intake and carb

 

I'm using Joe Gibbs HR-2 for the first few oil changes and then I am going to switch to the Joe Gibb's HR-4 product. This brand of oil was one of the recommended products by my engine builder. They also recommended Redline oil as well, however I think I like the Joe Gibb's products better and here they are cheaper per quart than the Redline. I believe the extra dollars are worth it to protect my engine from pre-mature wear.

 

I've been running Delco or Rotella 15/40 oil that is approved for turbo diesels . It's cheap at Costco and handles our flat tap pet cams with no issues in a stock engine

 

Valvoline 10-30 synthetic. 79 L-48 mostly stock. AC Delco filter.

 

You don't need to run high zinc Racing oil in your street car. You can select any oil that ranks as you see fit, from my "load carrying capacity/film stength" motor oil ranking list at the end of this response.

And you DO NOT need high levels of zinc for high levels of wear protection in high performance engines, not even for flat tappet engines. Contrary to popular belief, the zinc level alone is NOT what determines an oil’s wear protection capability. Zinc does NOT build up a coating on parts like some sort of plating process. Zinc is consumed/sacrificed A LITTLE AT A TIME as dictated by load and heat, to help prevent wear as the engine is operated. And it is impossible for more zinc to provide more wear protection, because zinc doesn’t work that way. More zinc simply lasts longer before being depleted, just like more gas in your tank takes longer to run out, but more gas does not give you more HP.

The thinking that more zinc provides more wear protection is only FOLKLORE that has been repeated a million times, but has absolutely NO real world test data to back it up. It is merely a MYTH that has been BUSTED by actual real world motor oil dynamic wear testing under load. An oil’s wear protection capability is determined by its base oil and additive package “as a whole”, not just by how much zinc is present. And newer motor oil anti-wear additive components that have replaced much of the zinc that used to be used, are equal to or better than zinc. There is absolutely NOTHING magical about zinc.

If someone insists that you must have high levels of zinc for high levels of wear protection in high performance engines, no matter who they are, or what Company they may represent, ask them to prove it by providing actual REAL WORLD TEST DATA that backs up that claim (and mere links to Internet Oil articles that call for high levels of zinc, is NOT real world test data proof). They CANNOT prove that old myth, because as mentioned above, zinc simply does NOT work that way. So, you can throw away that useless motor oil zinc level reference chart. It cannot help you choose the best oil for protecting your engine.

You can also take a look at this GM motor oil report which backs up these facts:

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


I have done extensive motor oil “Wear Testing” over the past year or so, to see how nearly a hundred different motor oils compare regarding their wear protection capability. Because I wanted to cut through all the misinformation that is out there about motor oil, and get to the truth and find out what the FACTS are. The resulting information is NOT a theory. It is NOT an opinion. It is the real deal, because it is REAL WORLD TEST DATA.

The motor oil tester I use, is a valuable tool for determining an oil’s operating characteristics, yet it is not testing oil inside an engine, which is simply impractical on a scale this large. It is somewhat similar to how an engine dyno is a valuable tool for determining an engine’s operating characteristics, yet it is not a test of an engine inside a car going down the track or road. My tester subjects every oil to the EXACT SAME test procedure for an accurate back to back comparison.

My tester is NOT a “One Armed Bandit” tester that can have its manually operated loading arm manipulated by the operator to provide false data to promote a certain product. I purposely did NOT get one of those testers, because I’m only interested in the facts, NOT propaganda. My tester does NOT even have an arm that is manually operated. On my tester, small individual weights are applied one at a time to gradually increase the loading applied, so that the oil is not shock loaded, which could artificially penetrate the oil’s film, and invalidate the results.

I don’t sell oil, and don’t get paid by any Oil Companies, so I have no vested interest in what oil people buy or use. But, I share my test data on Forums as a courtesy to other like-minded gearheads, for them to make use of for choosing the best possible oil for their needs, if they choose to. This testing is straight forward and most guys are technically knowledgeable and have no trouble understanding the value of this type of motor oil test data which CANNOT be found ANYWHERE else. I get a good number of PM’s and emails thanking me for my data. A lot of people do appreciate my real world test data and make use of it, and even post copies of it and links to it, all over the Internet. I have far more supporters than detractors.

But, there are usually a few guys who immediately get nasty, insulting, and make incorrect comments and assumptions without even knowing what they are talking about. Though some of them “think” they are motor oil experts simply because they’ve done some Internet research. Yeah, if something is on the Internet, it has to be true……..NOT!! But, these people believe everything they read, and feel the need to attack my actual real world test data, even though they have never done any testing themselves, and have absolutely no real world test data of their own to backup what they say. It is almost funny when they do that because it just points out that they aren’t technically capable of comprehending the value of my test data, which is not all the difficult to grasp.

And you don’t have to be a Rocket Scientist to know that real world testing trumps Internet articles every day of the week. The concept of product performance “lab testing” like I’ve done, is commonly used throughout many, many industries. So, none of the kicking and screaming these guys do, will change the Physics involved, nor change the oil’s chemical formulation that generated the test results. In other words, shooting the messenger will not change the FACTS of the oil test results. And rather than asking questions and learning something, these guys just want to argue, make foolish comments, and embarrass themselves. It is their loss, because they’ll just have to continue guessing which oils provide outstanding wear protection and which oils do not.

Oil film strength testing is the ONLY way to determine an oil’s wear protection capability, because oil film strength is the last line of defense against metal to metal contact and subsequent wear or damage. In order to reach metal to metal contact, 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 of course, 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, since the determining factor between wear and no wear, is an oil’s film strength, that makes oil film strength testing the GOLD STANDARD for determining how capable an oil is at preventing wear, and how different oils compare to each other.

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.

For those folks who are interested in this real world test data, below is the “Load Carrying Capacity/Film Strength” ranking list from all the real world motor oil “Wear Testing” (dynamic friction testing under load) that I’ve performed so far on new oils, at a representative operational temperature of 230*F. The list includes modern API certified low zinc oils, traditional high zinc High Performance/Racing oils, Diesel oils, low zinc oils with zinc additives added in, and Break-In oils. Lower ranked oils are not necessarily bad. They simply don’t provide as much reserve wear protection as higher ranked oils. And of course, higher ranked oils, with their higher psi values, provide BETTER wear protection.


Oil categories for gasoline engines:

• Over 90,000 psi = OUTSTANDING wear protection

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

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

• Below 60,000 psi = UNDESIRABLE wear 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. 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.

3. 5W30 Mobil 1, API SN synthetic = 105,875 psi
zinc = 801 ppm
phos = 842 ppm
moly = 112 ppm

4. 0W30 Amsoil Signature Series 25,000 miles, API SN synthetic = 105,008 psi
zinc = 824 ppm
phos = 960 ppm
moly = 161 ppm


5. 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.

6. 5W50 Motorcraft, API SN synthetic = 103,517 psi
zinc = 606 ppm
phos = 742 ppm
moly = 28 ppm

7. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm

8. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
zinc = 1180 ppm
phos = 1112 ppm
moly = 162 ppm

9. 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

10. 5W20 Castrol Edge with Titanium, API SN synthetic = 99,983 psi
zinc = 1042 ppm
phos = 857 ppm
moly = 100 ppm
titanium = 49 ppm

11. 20W50 Castrol GTX ,API SN conventional = 96,514 psi
zinc = 610 ppm
phos = 754 ppm
moly = 94 ppm

12. 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.

13. 0W20 Mobil 1 Advanced Fuel Economy, API SN synthetic = 96,364 psi
zinc = 742 ppm
phos = 677 ppm
moly = 81 ppm

14. 5W30 Quaker State Ultimate Durability, API SN synthetic = 95,920 psi
zinc = 877 ppm
phos = 921 ppm
moly = 72 ppm

15. 5W30 Castrol Edge with Titanium, API SN synthetic = 95,717 psi
zinc = 818 ppm
phos = 883 ppm
moly = 90 ppm
titanium = 44 ppm

16. 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.

17. 5W20 Castrol GTX, API SN conventional = 95,543 psi
zinc = TBD
phos = TBD
moly = TBD
NOTE: Oil numbers 16 and 17 were tested weeks apart, but due to the similarities in their wear scar sizes, their averages ended up the same.

18. 5W30 Castrol GTX ,API SN conventional = 95,392 psi
zinc = 830 ppm
phos = 791 ppm
moly = 1 ppm

19. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
moly = 52 ppm

20. 5W30 Valvoline SynPower, API SN synthetic = 94,942 psi
zinc = 969 ppm
phos = 761 ppm
moly = 0 ppm

21. 5W30 Valvoline Premium Conventional, API SN = 94,744 psi
zinc = TBD
phos = TBD
moly = TBD

22. 5W20 Mobil 1, API SN synthetic = 94,663 psi
zinc = 764 ppm
phos = 698 ppm
moly = 76 ppm

23. 5W20 Valvoline SynPower, API SN synthetic = 94,460 psi
zinc = 1045 ppm
phos = 742 ppm
moly = 0 ppm

24. 5W30 Lucas, API SN conventional = 92,073 psi
zinc = 992 ppm
phos = 760 ppm
moly = 0 ppm

25. 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

26. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

27. 5W30 Red Line, API SN synthetic = 91,028 psi
zinc = TBD
phos = TBD
moly = TBD

28. 5W20 Royal Purple API SN synthetic = 90,434 psi
zinc = 964 ppm
phos = 892 ppm
moly = 0 ppm

29. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
moly = 99 ppm

30. 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

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
NOTE: This particular bottle of oil was just opened, but was out of a 3 ½ year old case.

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 amount of ZDDPlus added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 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.

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
This oil is manufactured for Comp Cams by Endure.

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

75. Summit Racing 10W40 Premium Racing Oil, API SL = 59,483 psi
zinc = TBD
phos = TBD
moly = TBD

76. 10W40 Edelbrock conventional = 59,120 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Edelbrock by Torco.

77. 0W20 LAT Synthetic Racing Oil, API SM = 57,228 psi
zinc = TBD
phos = TBD
moly = TBD


78. “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 amount of ZDDPlus added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 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.


79. “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 amount of ZDDPlus added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 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.

80. “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 amount of Edelbrock Zinc Additive added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 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.

81. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
moly = 180 ppm

82. “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 amount of Edelbrock Zinc Additive added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 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.

83. “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 amount of Edelbrock Zinc Additive added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 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.

84. 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)

 

Valvoline 10-40 conventional in the vette, and 10-30 in all other vehicles.

 

OK rat540, I can appreciate the work involved you did which is a lot for some one not in the industry but almost nothing compared to what most oil companies do whether in their own test facility's or at places like SouthWest research. But there are some of the oil producers you listed that don't even do as much as you have also! But now for the info you put out would have some kind of better meaning to people if you listed or pointed people in a direction so they would have just a small bit of info as to what level a flat tappet cam shaft needs in the oil load area or hell just any engine, without that type info what you or any one else shows in this type comparison means not much, so lets hear your thoughts?

 

Just changed the oil tonite. Used Castrol GTX 10-30w with a Fram filter. It was on sale at Advanced Auto. Didn't realize there was such a controversy over motor oil.

 

Many mentions of this above:
AMSOIL Z-ROD 10w30 Synthetic Motor Oil (Product Code ZRTQT)
(zinc – 1440 ppm, phosphorus 1320 ppm)


For those interested in trying th Z-ROD, More than happy to get AMSOIL products for forum members at dealer wholesale pricing, about 25% below retail, via the AMSOIL Preferred Customer Program. Drop me a PM if interested.

 

Wow and this thread still has a long ways to go ...get on with the insults already!


ps: My choice for 500-1k per yr in my 73/383 with an Xtreme HE comp flat tappet is.......VR-1 10w-30 with a Full NAPA/WIX filter...all available at your local NAPA for the price of regular Dino Oil and Filter!

 

You amaze me. The phosphorous in ZDDP is what provides the sacrificial layer not the zinc. ZDDP is used up as needed. High spring pressures, High RPM, High lift cams, Solid lifters, Flat tappet cams all increase load and heat incrementally and uses up the ZDDP faster. We agree that ZDDP is necessary. The level needed to accommodate the over 200,000 psi of pressure at the lifter, lobe interface is the question. That is stock loading. Aftermarket cam profiles and high RPM can double that. Increased detergent levels can reduce the effectiveness of the ZDDP. Your 30 second film strength test does not address this and does not test the ability of extreme pressure additives effectiveness after the film strength is broken. Repeating the same incorrect assumptions time and time again will not make it correct.

 

Mobil 1 synthetic in everything, including lawn equipment.

 

Use Brad Penn 10W40. you can't go wrong. My friend that actually owns a huge machine shop uses Brad Penn and ever since the flat tappet failures of a few years ago he said he has had none of his engines come back with oil related probelms. He's been in the business for 30 years and the last thing he want to do is rebuild a motor because of oil problems.

You guys can use whatever you want but I had a sample of Brad Penn 20W50 tested and it came back with 3360 zinc and 1297 phos. I will never be able to sway people to this oil but I put in my $1500 427ci engine and it runs perfect. There are so many oils and so many opinions that it boggles the mind. Buy Brad Penn and forgeddaboutit

 

I track my car so I get DRIVEN Joe Gibbs Racing Oil XP9 10W-40 Synthetic Oil. Temps have gotten up to 271 w/ no issues.

 

That beaten "dead horse" should be smelling awful after ten years.

 

10 year old thread. Plus, it’s about oil. Look at the stickies.

 

Lucas 10W30