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  1. #1
    vsd
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    Default Oil Zinc Myths and Legends

    As some of you know i had issues with the cam runin on my engine, which we thought was due to oil.
    I ended up getting some Brad Penn oil from the states, but i have since got this from the tech guys at penrite i hope its helpful



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  2. #2
    'beep' beeb's Avatar
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    Not a bad read VSD, thanks for putting that up. I expected it to be more of a company spin piece, but it was more just general (useful) information. Again, thanks...

  3. #3
    vsd
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    Thanks beeb i thought it was a interesting read
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    As beeb said, some good stuff in there. Thank you!

  5. #5
    been here .......too long Smitty2's Avatar
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    good article....
    not only pushing Penrite but also giving general info

    worth the Sticky
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  6. #6
    Part of the furniture
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    Thanks . Looks like i'll continue to use the Penrite run-in oil

  7. #7
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    Good read... theres plenty of stuff like this around

    Motor Oil Myths and Facts

    Also..

    Oil Myths from GM Techlink
    Bob Olree, GM Powertrain Fuels and Lubricants Group


    Over the years there has been an overabundance of engine oil myths. Here are some facts you
    may want to pass along to customers to help debunk the fiction behind these myths.

    The Pennsylvania Crude Myth

    This myth is based on a misapplication of truth. In 1859, the first commercially successful oil
    well was drilled in Titusville, Pennsylvania.

    A myth got started before World War II, claiming that the only good oils were those made from
    pure Pennsylvania crude oil. At the time, only minimal refining was used to make engine oil
    from crude oil. Under these refining conditions, Pennsylvania crude oil made better engine oil
    than Texas crude or California crude. Today, with modern refining methods, almost any crude
    can be made into good engine oil. Other engine oil myths are based on the notion that the new
    and the unfamiliar are somehow “bad.”

    The Detergent Oil Myth

    The next myth to appear is that modern detergent engine oils are bad for older engines. This
    one got started after World War II, when the government no longer needed all of the available
    detergent oil for the war effort, and detergent oil hit the market as “heavy-duty” oil.
    Many pre-war cars had been driven way past their normal life, their engines were full of sludge
    and deposits, and the piston rings were completely worn out. Massive piston deposits were the
    only thing standing between merely high oil consumption and horrendous oil consumption.
    After a thorough purge by the new detergent oil, increased oil consumption was a possible
    consequence.

    If detergent oils had been available to the public during the war, preventing the massive
    deposit buildup from occurring in the first place, this myth never would have started.
    Amazingly, there are still a few people today, 60 years later, who believe that they need to use
    non-detergent oil in their older cars. Apparently, it takes many years for an oil myth to die.

    The Synthetic Oil Myth

    Then there is the myth that new engine break-in will not occur with synthetic oils. This one
    was apparently started by an aircraft engine manufacturer who put out a bulletin that said so.
    The fact is that Mobil 1 synthetic oil has been the factory-fill for many thousands of engines.
    Clearly, they have broken in quite well, and that should put this one to rest.

    The Starburst Oil Myth

    The latest myth promoted by the antique and collector car press says that new Starburst/API
    SM engine oils (called Starburst for the shape of the symbol on the container) are bad for older
    engines because the amount of anti-wear additive in them has been reduced. The anti-wear
    additive being discussed is zinc dithiophosphate (ZDP).

    Before debunking this myth, we need to look at the history of ZDP usage. For over 60 years,
    ZDP has been used as an additive in engine oils to provide wear protection and oxidation
    stability. ZDP was first added to engine oil to control copper/lead bearing corrosion. Oils with
    a phosphorus level in the 0.03% range passed a corrosion test introduced in 1942. In the
    mid-1950s, when the use of high-lift camshafts increased the potential for scuffing and wear,
    the phosphorus level contributed by ZDP was increased to the 0.08% range.

    In addition, the industry developed a battery of oil tests (called sequences), two of which were
    valve-train scuffing and wear tests. A higher level of ZDP was good for flat-tappet valve-train
    scuffing and wear, but it turned out that more was not better. Although break-in scuffing was
    reduced by using more phosphorus, longer-term wear increased when phosphorus rose above
    0.14%. And, at about 0.20% phosphorus, the ZDP started attacking the grain boundaries in the
    iron, resulting in camshaft spalling.

    By the 1970s, increased antioxidancy was needed to protect the oil in high-load engines, which
    otherwise could thicken to a point where the engine could no longer pump it. Because ZDP
    was an inexpensive and effective antioxidant, it was used to place the phosphorus level in the
    0.10% range.

    However, phosphorus is a poison for exhaust catalysts. So, ZDP levels have been reduced over
    the last 10-15 years. It's now down to a maximum of 0.08% for Starburst oils. This was
    supported by the introduction of modern ashless antioxidants that contain no phosphorus.
    Enough history. Let's get back to the myth that Starburst oils are no good for older engines.
    The argument put forth is that while these oils work perfectly well in modern, gasoline engines
    equipped with roller camshafts, they will cause catastrophic wear in older engines equipped
    with flat-tappet camshafts.

    The facts say otherwise.

    Backward compatability was of great importance when the Starburst oil standards were
    developed by a group of experts from the OEMs, oil companies, and oil additive companies.
    In addition, multiple oil and additive companies ran no-harm tests on older engines with the
    new oils; and no problems were uncovered.

    The new Starburst specification contains two valve-train wear tests. All Starburst oil
    formulations must pass these two tests.

    1 Sequence IVA tests for camshaft scuffing and wear using a single overhead camshaft
    engine with slider finger (not roller) followers.
    2 Sequence IIIG evaluates cam and lifter wear using a V6 engine with a flat-tappet system,
    similar to those used in the 1980s.

    Those who hold onto the myth are ignoring the fact that the new Starburst oils contain about
    the same percentage of ZDP as the oils that solved the camshaft scuffing and wear issues back
    in the 1950s. (True, they do contain less ZDP than the oils that solved the oil thickening issues
    in the 1960s, but that's because they now contain high levels of ashless antioxidants not
    commercially available in the 1960s.)

    Despite the pains taken in developing special flat-tappet camshaft wear tests that these new
    oils must pass and the fact that the ZDP level of these new oils is comparable to the level found
    necessary to protect flat-tappet camshafts in the past, there will still be those who want to
    believe the myth that new oils will wear out older engines.

    Like other myths before it, history teaches us that it will probably take 60 or 70 years for this
    one to die also.

  8. #8
    Do you ever leave? 55DART406's Avatar
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    I put some Promar oil additive in the Chev before we drove 550 klms on our first trip on new motor. (11:1 comp)
    It sounds pretty quiet for a solid cam and didnt overheat while sitting in bad traffic for a few hours with one dead thermo fan.
    I am going to put it in with every oil change from now on. Believe it or not....

  9. #9
    casual poster black HQ tonner's Avatar
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    if the ZDDP thing is a myth why a spate of cam failures since the introduction of SL and SM oils ? (cams do seem to live longer with high ZDDP)
    is there too much of a dome on lifters now for proper lifter rotation. (could be a possible reason)

  10. #10
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    Sorry for the thread dig, but I don't suppose you still have the info you posted here?
    Im currently running in a sbc with Penrite, and trying to figure out what to do on the next change. So many differences and recommendations... Oils aint oils...

  11. #11
    been here .......too long Smitty2's Avatar
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    Penrite data originally in vsd's post is still on penrite's site , here -


    http://www.penriteoil.com.au/tech_pd...0%20UPDATE.pdf
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  12. #12
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    Thanks Smitty, much appreciated. The more I read the less I know!

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