[DeTomaso] Motor Oil Article

[David in Durango]

What is your source for this???

thanks,


----- Original Message ----- 
From: <michael at michaelshortt.com>
To: "panteras" <detomaso at realbig.com>
Sent: Sunday, March 23, 2008 2:49 PM
Subject: [DeTomaso] Motor Oil Article


> Don't know if anybody else finds this interesting, anyway here it is, ( I
> still lake Castrol 20-50W)
>
> Michael in Savannah
>
>
> *Oil Basics*
> Like any other facet of our hobby, engine oil is constantly changing as 
> new
> refinement techniques are developed. But as consumers we never realize how
> often. And with recent advances in synthetic technology, many hobbyists 
> feel
> that conventional (or mineral) oil is an inferior product. But it, too, is
> vastly superior to what was available just a few years back.
>
> Whether synthetic, conventional, or a blend of the two, engine oils can be
> broken down into two basic types--monograde and multigrade. Monograde oil
> (also called single-grade) provides a stable viscosity--or its ability to
> flow at a given temperature. And while monograde oil may have offered
> slightly better operational consistency in the past, it can be too thick 
> for
> quick engine circulation during the initial start-up period in cold
> conditions.
>
> Multigrade oils were developed to offer maximum engine protection in 
> nearly
> any condition or climate. This concept entails incorporating specific
> chemical additives to a single-grade oil to produce a hybrid with varying
> viscosity that can react to temperature changes. The main benefit of
> multigrade oil is improved circulation as a lesser viscosity oil when 
> cold,
> and improved protection as a heavier viscosity oil in normal conditions.
>
> Advertised viscosity of a typical multigrade oil starts with the viscous
> rating of the base oil at 0 degrees F, which is then followed by a W
> (signifying "winter"), and the maximum viscous rating when warm. Simply
> stated, 10W-30 would protect like single-grade, 10-weight oil when cold, 
> and
> single-grade, 30-weight oil in typical operating conditions.
>
> Oil technology has produced a wide range of varying-viscosity, multigrade
> oils that are extremely reliable. Recent revisions to cold-flow 
> requirements
> ensure that cold oil is thin enough to circulate quickly through a cold
> engine for start-and-drive-type drivers. Protection, however, is only one
> area of concern from auto manufacturers. Oil's effect on fuel
> economy<http://www.highperformancepontiac.com/tech/hppp_0606_understanding_motor_oil/ratings.html#>is
> the other.
>
> It is formulated to reduce friction without compromising protection. Since
> lower-viscous oils generate less oil-pump drag than higher-viscous oils,
> lower-viscous oils typically utilize less power to circulate. The ideal
> multigrade oil is one that circulates with the least amount of drag, yet 
> is
> heavy enough to sufficiently protect in normal conditions. This creates
> slightly better engine efficiency, which can translate into a marginal 
> fuel
> economy increase. This compromise is why auto manufacturers commonly use
> 5W-20 and 5W-30 oil in today's engines.
>
> The drawback to low-viscosity, multigrade oil is that it can offer less
> high-temperature protection. This does not suggest, however, that
> higher-viscous oils will offer any better protection in extreme 
> conditions.
> Any oil can become dangerously thin, offering little to no protection if 
> oil
> temperature grossly exceeds its intended operating range. But since
> most passenger
> cars<http://www.highperformancepontiac.com/tech/hppp_0606_understanding_motor_oil/ratings.html#>are
> driven mild-to-moderately in all types of climates, 5W-20 to 10W-30
> oils
> typically suffice.
>
> *Major Analysis Organizations*
> There are two major organizations that rate oil quality for maximum 
> consumer
> and environmental protection. One is the American Petroleum Institute 
> (API);
> the other is the International Lubricant Standardiza-tion and Approval
> Com-mittee (ILSAC). Either is recognized by--or assembled
> of--representatives from the federal government, major auto manufacturers,
> or major oil companies. These organizations set the oil-quality standards
> and then issue approval ratings based on performance testing.
>
> API ratings consist of a two-letter system that begins with either an "S" 
> or
> a "C." S-rated oils are approved for service-class engines, or
> gasoline-powered engines used in cars and light-duty trucks. C-rated oils
> are approved for the demands of commercial-class vehicles such as
> heavy-duty, diesel engines. The letter following either is an oil approval
> rating. Latest API ratings include SM and CI for the respective 
> categories.
>
> ILSAC approval is similar to that of API. Its rating system, however,
> consists of a "GF" followed by a number. GF stands for "gasoline-fueled,"
> and the number following is ILSAC's quality rating. The latest ILSAC
> standard is GF-4.
>
> As oil quality increases to meet new emission and performance standards, 
> API
> and ILSAC designate a sequentially higher letter or number to each new
> category, which oftentimes supersedes its predecessor. We must realize,
> though, that any current oil can be approved for a past category, but it
> cannot be approved for the latest until it meets or exceeds that
> expectation. The category rating of any oil is typically posted on the
> container label.
>
> *Recent Oil Formulation Changes*
> Auto manufacturers have been required by federal law to warrant specific
> components of the emissions control system on any '95-or-newer car or
> light-duty truck for the balance of eight years or 80,000 miles--including
> catalytic converters. In that time, it has been determined that phosphorus
> in exhaust can negatively react with the converter's active catalysts,
> rendering it inoperable. The cost of component replacement cannot only 
> fall
> upon the manufacturer, its failure can also create a vehicle that
> excessively emits pollutants until said repair is made.
>
> The largest amount of phosphorus inside an engine is in its oil. A 
> compound
> molecule named Zinc Dialkyl Dithiophosphate (ZDDP) is comprised mostly of
> zinc and phosphorus, and has long been a common antiwear oil additive. 
> ZDDP
> offers key frictional-heat-activated qualities that form a sacrificial
> chemical barrier on components that are under continuous high-pressure
> contact. While much of the oil would literally be squeezed from between 
> the
> components in these conditions, ZDDP prevents the metal-on-metal contact
> that could otherwise result. A classic example would be a camshaft lobe 
> and
> lifter.
>
> Since phosphorus has been proven to negatively affect catalytic 
> converters,
> auto manufacturers and oil companies are working to find a suitable 
> antiwear
> additive to replace ZDDP. But that has been a major task. So, until it
> happens, the analysis organizations have imposed a temporary limit on the
> maximum amount of ZDDP in oil--no more than 0.01 percent by weight. It
> appears this reduction has had a major effect on the hobby since its
> enactment in January 2004.
>
> *What This Means To Us*
>>From its operational characteristics, the camshaft seems as though it
> benefits most from ZDDP. But modern engines like the LT1, the LS1, and the
> LS2 used in late-model Firebirds and GTOs have lifters with roller 
> bearings,
> which greatly reduce frictional contact on the lobe. Because of this, it
> appears roller camshafts have been largely unaffected by the oil changes. 
> It
> is, however, an entirely different story with flat-tappet camshafts.
>
> The recent spike in reported flat-tappet camshaft failure seems to be
> consistent with the enacted ZDDP restriction. While some could argue that
> lobe profile or a decline in camshaft hardening is to blame, that argument
> may only be valid if several lobes of the suspect cam were affected. It
> would, however, unlikely be the case if the problem is limited to a single
> lobe. That then might indicate an issue with a specific lifter, its 
> preload
> setting, or insufficient lubrication.
>
> Since proper camshaft break-in is such a critical step in ensuring its
> longevity, most camshaft manufacturers are suggesting physical steps or
> specific products for break-in. But some have recently begun advocating
> certain products for long-term use, too. These include those oils approved
> for commercial-fleet vehicles and/or separate oil additives that are
> currently available from mail-order retailers, local parts stores, or GM
> dealers.
>
> Because commercial-rated and service-rated oils fall under different
> standards, oils approved for commercial use typically contain more of the
> desirable high-pressure, antiwear additives. Since many commercial-grade
> oils have older S- or GF-category ratings, oil companies claim it is safe
> for use in gasoline-fueled engines, unless catalyst failure is a concern.
> Commercial-grade oil is also available in synthetic, conventional, or a
> blend, and may fit a wide range of non-catalyst applications if it is
> available in the desired monograde or multigrade viscosity.
>
> Race-specific or specialty oils may be another alternative. We have found
> that many of the lesser-viscosity offerings comply with the latest oil
> standards. But many higher-viscosity oils are restricted to off-road-use
> only. This might indicate different levels of ZDDP within each product,
> which could have an effect on the exhaust catalyst. It would be worthwhile
> to refer to the oil manufacturer's Web site for more detailed information 
> on
> specific products or category ratings.
>
> We highly suggest that hobbyists familiarize themselves with the quality
> standard and category rating information found on API's Web site. It not
> only discusses current standards, it also shows how to decipher the API
> "donut" printed on each oil container's label. We also suggest reviewing 
> or
> requesting the latest Material Safety Data Sheet (MSDS) from your 
> preferred
> oil's manufacturer. This information, which is oftentimes available on the
> manufacturer's Web site, is an invaluable resource that specifies an oil's
> API rating and chemical content.
>
> *Conclusion*
> If you own a new or late-model Pontiac, much of the presented information
> may not apply. In that case, simply follow your owner's manual
> recommendations. If you own a vintage Pontiac with a flat-tappet camshaft
> and a cata-lytic converter, you may be forced to use latest-standard oil 
> to
> avoid the risk of catalyst failure. Engine protection, however, may be 
> worth
> the cost of periodic catalytic converter testing and any necessary
> replacement. If you feel that it is, the following will apply.
>
> Those of us who have older Pontiacs with flat-tappet camshafts might now
> realize how much oil formulation has changed in recent years and its 
> effects
> on the hobby. The best suggestion we can offer is to follow your camshaft
> manufacturer or engine builder's recommendations for break-in and 
> long-term
> use. Chances are it will include heavy-duty, commercial-grade oil, or a
> specific bottle of oil-additive for the life of the engine. Following 
> their
> suggestions is wise not only for warranty issues, but it should also 
> provide
> many miles of enjoyment.
>
>
> -- 
> Michael L. Shortt
> Savannah, Georgia
> www.michaelshortt.com
> michael at michaelshortt.com
> 912-232-9390
>
>
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