[DeTomaso] Motor Oil Article

[michael at michaelshortt.com]

as shown

http://www.highperformancepontiac.com/tech/hppp_0606_understanding_motor_oil/ratings.html#
>




On Sun, Mar 23, 2008 at 8:53 PM, David in Durango <adin at frontier.net> wrote:

> 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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-- 
Michael L. Shortt
Savannah, Georgia
www.michaelshortt.com
michael at michaelshortt.com
912-232-9390


This email is protected by the Electronic Communications Privacy
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privileged. If you are not the intended recipient, you are hereby notified
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communication is strictly prohibited. Please reply to the sender that you
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