VROA

[Bob]

This is a bulletin I received from Joe Gibbs Driven Racing Oil regarding non-racing engine oils and how new regulations affect race engines. Very important when choosing an oil for high RPM engines!!!

API SN/GF-5 Press Release
Contact: Lake Speed, Jr (704) 239-4401

API approves GF-5, SN to go into effect in 2010.


In 2004, API SM/GF-4 licensed oils hit the marketplace, and about 12 months later, articles and technical bulletins began to appear warning consumers of the risks of using low Zinc/Phosphorus API SM/GF-4 rated oils in flat tappet engines.

Today, the word is out – motor oils have changed. In 2010, passenger car engine oils change again, and heavy duty diesel trucks get catalytic converters.

This time, consider yourself forewarned.

API SN – ILSAC GF-5 licensed oil will hit the shelves in October of 2010, and this new oil specification places greater emphasis on protecting catalytic converters than previous oil standards. While this is good news for emissions, improved catalytic converter life has proven to be detrimental to flat-tappet camshaft life.

Another change associated with API SN/ILSAC GF-5 oils will be greater fuel economy performance. This improvement in fuel economy will be achieved by increased use of polymers called Viscosity Modifiers. These polymers help a “thin” oil act “thicker” under low stress conditions. While the liberal use of polymers helps improve fuel economy in passenger car engines, race engines produce shear stresses that can “tear” these polymers. When these polymers are sheared, your oil losses viscosity, and that can lead to increased wear.

More than ever before, engine builders, racers and hot rodders need to be aware that API rated products are “compromised” due to Passenger Car OEM requirements for improved catalytic converter life, fuel economy, and engine cleanliness.

To achieve these goals, oil marketers must reduce the Phosphorus, Sulfur and Zinc levels in their oils, and they must use more polymers and aggressive detergents. While these changes are good for modern low rpm, overhead cam engines, older push rod engines and high RPM race engines need lubricants with higher levels of Phosphorus, Sulfur and Zinc as well as lower levels of polymers and detergents.

Fortunately, Engine Builders, Racers and Hot Rodders have several application specific oils available to them for Engine Break-In, Racing and Hot Rodding, so you don’t need to worry. You just need to choose the correct type of oil for your application.

These specialty oils cost a little more per quart than premium passenger car and diesel oils, but they provide greater value and protection. You didn’t buy your manifold from the Big Box discount store, so you shouldn’t buy the oil for your race car at the discount store either. The small investment in the right oil for your flat-tappet cam will same you big money in the long run.