MOTOR OIL “WEAR PROTECTION” RANKING LIST

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Full article... http://540ratblog.wordpress.com/ In short... thin is in... top 10 ranked oils are 30 grades... So, as you can see, oil viscosity plays no particular role in an oil’s wear protection capability. As mentioned above, an oil’s wear protection capability is determined by its base oil and its additive package “as a whole”, with the primary emphasis on the additive package, which contains the extreme pressure components. Wear protection reference categories are: • Over 105,000 psi = INCREDIBLE wear protection • 90,000 to 105,000 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 All the oils were tested at a representative operational temperature of 230*F. The HIGHER the psi value, the BETTER the 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. And this oil provides MORE THAN TWICE as much wear protection as the lowest ranked oil on this list. Chrysler is so impressed with Pennzoil Ultra, that they selected the 0W40 version of it as the only Factory Fill oil for their latest 8.4L, 640 HP, V-10, 200+ mph, Dodge SRT Viper. zinc = 806 ppm phosphorus = 812 ppm moly = 66 ppm calcium = 3,011 ppm TBN = 10.3 2. “Oil Extreme concentrate” added to 5W30 Pennzoil Ultra, API SM synthetic = 111,570 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of 115,612 psi, and is ranked 1st. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT DOWN 3.5%”. zinc = TBD phosphorus = TBD. moly = TBD calcium = TBD TBN = TBD 3. “Oil Extreme concentrate” added to 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 111,061psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 71,206 psi, and is ranked 88th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT UP A BREATH TAKING 56%”. zinc = TBD phosphorus = TBD. moly = TBD calcium = TBD TBN = TBD 4. 5W30 Oil Extreme, API SM synthetic (per the Oil Company, even though synthetic wording is not shown on the label) = 110,286 psi The Company claims this oil contains their proprietary formula of calcium petroleum sulfontate EP (Extreme Pressure) technology that is NOT found in any other motor oil. They also claim that it will provide 5 to 7 more HP, 7 to 10% better fuel mileage, cut engine wear in half, and will extend drain intervals two or three times safely. This oil is endorsed and promoted by Tech Author David Vizard. And he was so impressed by this oil’s performance that he also became a share holder in the Company. The results from the “Dynamic Wear Testing Under Load” performed here, fully supports their claim regarding wear protection. So, their hype about that, turned out to be absolutely true. And since this oil beat every high zinc oil I’ve ever tested, it also proved another one of their claims, that using zinc as the primary anti-wear component, is outdated technology. zinc = 765 ppm phosphorus = 624 ppm moly = 52 ppm calcium = 7,652 ppm TBN = 23.2 5. 10W30 Lucas Racing Only synthetic = 106,505 psi zinc = 2642 ppm phosphorus = 3489 ppm moly = 1764 ppm calcium = 2,929 ppm TBN = 9.0 NOTE: This oil is suitable for short term racing use only, and is not suitable for street use. 6. 5W30 Mobil 1, API SN synthetic = 105,875 psi zinc = 801 ppm phosphorus = 842 ppm moly = 112 ppm calcium = 799 ppm TBN = 7.5 7. “Oil Extreme concentrate” added to 10W30 Lucas Hot Rod & Classic Hi-Performance Oil conventional = 105,758 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 62,538 psi, and is ranked 104th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT UP A MIND BLOWING 69%”. zinc = TBD phosphorus = TBD. moly = TBD calcium = TBD TBN = TBD 8. 0W30 Amsoil Signature Series 25,000 miles, API SN synthetic = 105,008 psi zinc = 824 ppm phosphorus = 960 ppm moly = 161 ppm calcium = 3,354 ppm TBN = 11.4 9. 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil = 103,846 psi zinc = 1669 ppm phosphorus = 1518 ppm moly = 784 ppm calcium = 1,607 ppm TBN = 4.4 NOTE: This oil is suitable for short term racing use only, and is not suitable for street use. 10. 5W50 Motorcraft, API SN synthetic = 103,517 psi zinc = 606 ppm phosphorus = 742 ppm moly = 28 ppm calcium = 1,710 ppm TBN = 6.7 11. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi zinc = 1472 ppm phosphorus = 1544 ppm moly = 3 ppm calcium = 2,707 ppm TBN = 7.6 12. 5W30 Amsoil Series 3000 Heavy Duty Diesel Oil synthetic, API CI-4 PLUS, CF, SL, ACEA A3/B3, E2, E3, E5, E7 = 102,642 psi This is BY FAR, the highest ranked Diesel oil I have ever tested. This oil is Engineered for Diesel engines not equipped with Diesel particulate filters (DPF). Amsoil says this oil delivers better wear protection than other popular Diesel oils. And in this case, their hype is absolutely true. They also say it effectively reduces fuel consumption, with its advanced fuel efficient formula. This oil costs $11.15 per quart in the 2013 Amsoil Factory Direct Retail Catalog, which is 10% more than Amsoil’s 5W40 Premium Synthetic Diesel Oil. So, in this case, you pay only 10% more for the Amsoil Series 3000 Heavy Duty Diesel Oil, but you get a whopping 33% more wear protection than you get with the Amsoil’s 5W40 Premium Synthetic Diesel Oil. Money very well spent, if you run a Diesel oil intended for engines not equipped with Diesel particulate filters. The next highest ranked Diesel oil only ranks a very unimpressive 54th out of the 118 oils I’ve tested so far. So, this 5W30 Amsoil Series 3000 Heavy Duty Diesel Oil is in a class of its own, among all the Diesel oils I have tested. zinc = TBD phos = TBD moly = TBD 13. “Oil Extreme concentrate” added to 5W30 Mobil 1, API SN synthetic = 102,059 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of 105,875 psi, and is ranked 6th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT DOWN 3.6%”. zinc = TBD phosphorus = TBD. moly = TBD calcium = TBD TBN = TBD 14. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi zinc = 1180 ppm phosphorus = 1112 ppm moly = 162 ppm calcium = 2,664 ppm TBN = 7.4 15. “Oil Extreme concentrate” added to 5W30 Pennzoil, API SN conventional, yellow bottle = 100,252 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 76,989 psi, and is ranked 69th. But, with 1.5 OZ of concentrate added per qt, which is the bottle’s instruction for street driven vehicles, its wear protection capability “WENT UP A WHOPPING 30%”. zinc = 970 ppm phosphorus = 749 ppm, this value is 91 ppm lower than the basic oil because the concentrate has less phosphorus in it, which diluted the overall ppm count of the mixture. moly = 285 ppm calcium = 4,443 ppm TBN = 18.8 16. 5W30 Chevron Supreme, API SN conventional = 100,011 psi This oil only cost $4.29 per quart at an Auto Parts Store when I bought it. zinc = 1018 ppm phos = 728 ppm moly = 161 ppm 17. 5W20 Castrol Edge with Titanium, API SN synthetic = 99,983 psi zinc = 1042 ppm phos = 857 ppm moly = 100 ppm titanium = 49 ppm 18. 5W30 Pennzoil Platinum, API SN synthetic = 99,949 psi zinc = TBD phos = TBD moly = TBD 19. “Oil Extreme concentrate” added to 5W30 Pennzoil, API SN conventional, yellow bottle = 99,529 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 76,989 psi, and is ranked 69th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT UP 29%”. zinc = TBD phos = TBD moly = TBD 20. “Oil Extreme concentrate” added to 5W30 Oil Extreme Motor Oil, API SM synthetic = 98,396 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of 110,286 psi, and is ranked 4th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT DOWN 11%”. zinc = TBD phos = TBD. moly = TBD 21. “Oil Extreme concentrate” added to 5W30 Pennzoil, API SN conventional, yellow bottle = 97,651 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 76,989 psi, and is ranked 69th. But, with 3.0 OZ of concentrate added per qt, its wear protection capability “WENT UP 27%”. zinc = TBD phos = TBD moly = TBD 22. 10W30 Amsoil Dominator Racing Oil synthetic = 97,118 psi zinc = 1613 ppm phos = 1394 ppm moly = 0 ppm 23. “Oil Extreme concentrate” added to 5W30 Pennzoil, API SN conventional, yellow bottle = 96,739 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 76,989 psi, and is ranked 69th. But, with 4.0 OZ of concentrate added per qt, its wear protection capability “WENT UP 26%”. zinc = TBD phos = TBD moly = TBD 24. 20W50 Castrol GTX, API SN conventional = 96,514 psi zinc = 610 ppm phos = 754 ppm moly = 94 ppm 25. 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. 26. 0W20 Mobil 1 Advanced Fuel Economy, API SN synthetic = 96,364 psi zinc = 742 ppm phos = 677 ppm moly = 81 ppm 27. 5W30 Quaker State Ultimate Durability, API SN synthetic = 95,920 psi zinc = 877 ppm phos = 921 ppm moly = 72 ppm 28. 5W30 Castrol Edge with Titanium, API SN synthetic = 95,717 psi zinc = 818 ppm phos = 883 ppm moly = 90 ppm titanium = 44 ppm 29. 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. 30. 5W20 Castrol GTX, API SN conventional = 95,543 psi zinc = TBD phos = TBD moly = TBD NOTE: Oil numbers 29 and 30 were tested weeks apart, but due to the similarities in their wear scar sizes, their averages ended up the same. 31. 5W30 Castrol GTX ,API SN conventional = 95,392 psi zinc = 830 ppm phos = 791 ppm moly = 1 ppm 32. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi zinc = 1431 ppm phos = 1441 ppm moly = 52 ppm 33. 5W30 Havoline, API SN conventional = 95,098 psi zinc = TBD phos = TBD moly = TBD 34. 5W30 Valvoline SynPower, API SN synthetic = 94,942 psi zinc = 969 ppm phos = 761 ppm moly = 0 ppm 35. “Oil Extreme concentrate” added to 5W30 Chevron Supreme, API SN conventional = 94,864 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of 100,011 psi, and is ranked 16thth. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT DOWN 5.1%”. zinc = TBD phosphorus = TBD. moly = TBD 36. 5W30 Valvoline Premium Conventional, API SN = 94,744 psi zinc = TBD phos = TBD moly = TBD 37. 5W20 Mobil 1, API SN synthetic = 94,663 psi zinc = 764 ppm phos = 698 ppm moly = 76 ppm 38. 5W20 Valvoline SynPower, API SN synthetic = 94,460 psi zinc = 1045 ppm phos = 742 ppm moly = 0 ppm 39. 5W30 Lucas, API SN conventional = 92,073 psi zinc = 992 ppm phos = 760 ppm moly = 0 ppm 40. 5W30 O’Reilly (house brand), API SN conventional = 91,433 psi This oil only cost $3.99 per quart at an Auto Parts Store when I bought it. zinc = 863 ppm phos = 816 ppm moly = 0 ppm 41. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi zinc = 2162 ppm phos = 2294 ppm moly = 181 ppm 42. 5W30 Red Line, API SN synthetic = 91,028 psi zinc = TBD phos = TBD moly = TBD 43. 5W20 Royal Purple API SN synthetic = 90,434 psi zinc = 964 ppm phos = 892 ppm moly = 0 ppm 44. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi zinc = 1221 ppm phos = 955 ppm moly = 99 ppm 45. 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 46. 5W20 Valvoline Premium Conventional, API SN = 90,144 psi zinc = TBD phos = TBD moly = TBD 47. “Oil Extreme concentrate” added to 5W30 Castrol GTX, API SN conventional = 89,659 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of 95,392 psi, and is ranked 31st. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT DOWN 6%”. zinc = TBD phosphorus = TBD. moly = TBD 48. 5W30 Havoline, API SN synthetic = 89,406 psi zinc = TBD phos = TBD moly = TBD 49. 30 wt Castrol Heavy Duty, API SM conventional = 88,089 psi zinc = 907 ppm phos = 829 ppm moly = 56 ppm 50. 20W50 LAT Synthetic Racing Oil, API SM = 87,930 psi zinc = TBD phos = TBD moly = TBD 51. 5W30 Valvoline Nextgen 50% Recycled Oil, API SN conventional = 87,563 psi zinc = 947 ppm phos = 778 ppm moly = 0 ppm 52. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi zinc = 1247 ppm phos = 1137 ppm moly = 24 ppm 53. 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 54. 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 55. 5W30 Castrol Edge w/Syntec, API SN (formerly Castrol Syntec) black bottle, synthetic = 85,179 psi zinc = TBD phos = TBD moly = TBD 56. 5W30 Royal Purple API SN synthetic = 84,009 psi zinc = 942 ppm phos = 817 ppm moly = 0 ppm 57. 20W50 Royal Purple API SN synthetic = 83,487 psi zinc = 588 ppm phos = 697 ppm moly = 0 ppm 58. 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 59. 5W30 Mobil 1 Extended Performance 15,000 mile, API SN synthetic = 83,263 psi zinc = 890 ppm phos = 819 ppm moly = 104 ppm 60. 0W20 Castrol Edge with Titanium, API SN synthetic = 82,867 psi zinc = TBD phos = TBD moly = TBD 61. 5W30 LAT Synthetic Racing Oil, API SM = 81,800 psi zinc = 1784 ppm phos = 1539 ppm moly = 598 ppm 62. “Oil Extreme concentrate” added to 5W30 Royal Purple XPR (extreme performance racing oil) synthetic = 81,723 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 74,860 psi, and is ranked 75th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT UP 9%”. zinc = TBD phos = TBD. moly = TBD 63. 5W30 Peak, API SN synthetic = 80,716 psi zinc = TBD phos = TBD moly = TBD 64. 5W30 Edelbrock “Cat-Safe”, API SM synthetic = 78,609 psi This oil is made for Edelbrock by Torco zinc = 924 ppm phos = 659 ppm moly = 28 ppm 65. 30wt Amsoil Break-In Oil conventional = 78,192 psi zinc = 2051 ppm phos = 1917 ppm moly = 0 ppm 66. 20W50 Resolute Racing Oil, API SN conventional = 77,554 psi zinc = TBD phos = TBD moly = TBD This oil cost only $2.49 per quart when bought for this test. It is a Regional Oil from the Mid-Western U.S. farm country. 67. 5W40 Amsoil Premium Diesel Oil synthetic, API CJ-4, CI-4 PLUS, CF, SN, SM, ACEA E7, E9 = 77,207 psi zinc = TBD phos = TBD moly = TBD 68. 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 69. 5W30 Pennzoil, API SN yellow bottle, conventional = 76,989 psi zinc = 839 ppm phos = 840 ppm moly = 267 ppm 70. 10W40 Chevron Supreme, API SN conventional = 76,806 psi zinc = TBD phos = TBD moly = TBD 71. 5W30 Lucas API SM synthetic = 76,584 psi zinc = 1134 ppm phos = 666 ppm moly = 0 ppm 72. 5W30 GM’s AC Delco dexos 1 API SN semi-synthetic = 76,501 psi zinc = 878 ppm phos = 758 ppm moly = 72 ppm 73. 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 74. “Oil Extreme concentrate” added to 10W30 Comp Cams Muscle Car & Street Rod Oil semi-synthetic = 74,874 psi This oil on its own WITHOUT the “Oil Extreme concentrate” added to it, has a wear protection capability of only 60,413 psi, and is ranked 106th. But, with 2.0 OZ of concentrate added per qt, which is the amount intended for racing, its wear protection capability “WENT UP AN IMPRESSIVE 24%”. zinc = TBD phosphorus = TBD. moly = TBD 75. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi zinc = 1421 ppm phos = 1338 ppm moly = 204 ppm 76. 15W40 Cenpeco (Central Petroleum Company) S-3 Diesel Oil, conventional, API CI-4, CH-4, CG-4, CF, CE, CD, SL, SJ, SH = 74,593 psi zinc = TBD phos = TBD moly = TBD 77. 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 78. 0W50 Mobil 1 Racing Oil = 73,811 psi zinc = 1676 ppm phos = 1637 ppm moly = 1263 ppm 79. 5W30 Peak, API SN conventional = 73,690 psi zinc = TBD phos = TBD moly = TBD 80. 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 81. 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 82. 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 83. 15W40 “NEW” 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 84. Brad Penn, Penn Grade 1 Nitro 70 Racing Oil semi-synthetic = 72,003 psi zinc = TBD phos = TBD moly = TBD 85. 0W30 Mobil 1 Racing Oil = 71,923 psi zinc = 1693 ppm phos = 1667 ppm moly = 1326 ppm 86. 0W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,377 psi zinc = 1621 ppm phos = 1437 ppm moly = 0 ppm 87. 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 Yes it’s true, the old Rotella actually has LESS zinc than the new Rotella. 88. 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,206 psi zinc = 1557 ppm phos = 1651 ppm moly = 3 ppm 89. 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 90. 15W50 Mobil 1, API SN synthetic = 70,235 psi zinc = 1,133 ppm phos = 1,168 ppm moly = 83 ppm 91. 10W40 Resolute All Season Motor Oil, API SN conventional = 69,709 psi zinc = TBD phos = TBD moly = TBD This oil cost $2.49 per quart when bought for this test. It is a Regional Oil from the Mid-Western U.S. farm country. 92. 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 93. 30wt Edelbrock Break-In Oil conventional = 69,160 psi zinc = 1545 ppm phos = 1465 ppm moly = 4 ppm 94. 5W30 Motorcraft, API SN synthetic = 68,782 psi zinc = 796 ppm phos = 830 ppm moly = 75 ppm 95. 10W40 Edelbrock synthetic = 68,603 psi zinc = 1193 ppm phos = 1146 ppm moly = 121 ppm This oil is manufactured for Edelbrock by Torco. 96. 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 97. 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 98. 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 99. 10W30 Royal Purple HPS (High Performance Street) synthetic = 66,211 psi zinc = 1774 ppm phos = 1347 ppm moly = 189 ppm 100. 10W40 Valvoline 4 Stroke Motorcycle Oil, API SJ conventional = 65,553 psi zinc = 1154 ppm phos = 1075 ppm moly = 0 ppm 101. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi zinc = 1765 ppm phos = 2468 ppm moly = 339 ppm 102. “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. Most major Oil Companies 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. 103. Royal Purple 10W30 Break-In Oil conventional = 62,931 psi zinc = 1170 ppm phos = 1039 ppm moly = 0 ppm 104. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi zinc = 2116 ppm phos = 1855 ppm moly = 871 ppm 105. 0W20 Klotz Estorlin Racing Oil, API SL synthetic = 60,941 psi zinc = TBD phos = TBD moly = TBD 106. 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. 107. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi zinc = 1456 ppm phos = 1150 ppm moly = 227 ppm 108. 10W40 Summit Racing Premium Racing Oil, API SL = 59,483 psi This oil is made for Summit by I.L.C. zinc = TBD phos = TBD moly = TBD NOTE: This oil line was discontinued in Spring 2013. 109. 10W40 Edelbrock conventional = 59,120 psi zinc = TBD phos = TBD moly = TBD This oil is manufactured for Edelbrock by Torco. 110. 0W20 LAT Synthetic Racing Oil, API SM = 57,228 psi zinc = TBD phos = TBD moly = TBD 111. “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. 112. “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. 113. 0W Mobil 1 Racing Oil = 55,080 psi zinc = 1952 ppm phos = 1671 ppm moly = 1743 ppm 114. “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. 115. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi zinc = 3004 ppm phos = 2613 ppm moly = 180 ppm 116. “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. 117. “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. 118. 30wt Lucas Break-In Oil conventional = 49,455 psi zinc = 4483 ppm phos = 3660 ppm moly = 3 ppm *************** MOTOR OIL VISCOSITY SELECTION ************** THE BENEFITS OF USING THINNER OIL: • Thinner oil flows quicker at cold start-up to begin lubricating critical engine components much more quickly than thicker oil can. Most engine wear takes place during cold start-up before oil flow can reach all the components. So, quicker flowing thinner oil will help reduce start-up engine wear, which is actually reducing wear overall. • The more free flowing thinner oil at cold start-up, is also much less likely to cause the oil filter bypass to open up, compared to thicker oil. Of course if the bypass opened up, that would allow unfiltered oil to be pumped through the engine. The colder the ambient temperature, and the more rpm used when the engine is cold, the more important this becomes. • Thinner oil also flows more at normal operating temperatures. And oil FLOW is lubrication, but oil pressure is NOT lubrication. Oil pressure is only a measurement of resistance to flow. Running thicker oil just to up the oil pressure is the wrong thing to do, because that only reduces oil flow/lubrication. Oil pressure in and of itself, is NOT what we are after. • The more free flowing thinner oil will also drain back to the oil pan quicker than thicker oil. So, thinner oil can help maintain a higher oil level in the oil pan during operation, which keeps the oil pump pickup from possibly sucking air during braking and cornering. • The old rule of thumb that we should have at least 10 psi for every 1,000 rpm is perfectly fine. Running thicker oil to achieve more pressure than that, will simply reduce oil flow for no good reason. It is best to run the thinnest oil we can, that will still maintain at least the rule of thumb oil pressure. And one of the benefits of running a high volume oil pump, is that it will allow us to enjoy all the benefits of running thinner oil, while still maintaining sufficient oil pressure. A high volume oil pump/thinner oil combo is preferred over running a standard volume oil pump/thicker oil combo. Because oil “flow” is our goal for ideal oiling, NOT simply high oil pressure. • Oil flow is what carries heat away from internal engine components. Those engine components are DIRECTLY oil cooled, but only INdirectly water cooled. And better flowing thinner oil will keep critical engine components cooler because it carries heat away faster. If you run thicker oil than needed, you will be driving up engine component temps. • Thinner oil will typically increase HP because of less viscous drag and reduced pumping losses, compared to thicker oils. That is why very serious Race efforts will generally use watery thin oils in their engines. But, an exception to this increase in HP would be in high rpm hydraulic lifter engines, where thinner oil can allow the lifters to bleed-off at higher rpm. In everyday street vehicles, where fuel consumption is a consideration, thinner oils will also typically increase fuel economy. The majority of new cars sold in the U.S. now call for 5W20 specifically for increased fuel economy. And now Diesel trucks are increasingly calling for 5W30, also for fuel economy improvement. • With the exception of high rpm hydraulic lifter engines, almost no engine should ever need to run oil thicker than a multi-viscosity 30 weight. The lower the first number cold viscosity rating, the better the cold flow. For example, 0W30 flows WAY better cold than 20W50. And 0W30 flows WAY better cold than straight 30wt, which is horrible for cold start-up flow and should be avoided at all cost. And the lower the second number hot viscosity rating, the better the hot flow. For example, 0W30 flows WAY better hot than 20W50. • Thicker oil DOES NOT automatically provide better wear protection than thinner oils. Extensive “dynamic wear testing under load” of dozens and dozens of motor oils, has shown that the base oil and its additive package “as a whole”, is what determines an oil’s wear protection capability, NOT its viscosity. For example, some 5W20 oils have proven to provide OUTSTANDING wear protection, while some 15W50 oils have only been able to provide MODEST wear protection. So, do not run thicker oil under the false assumption that it can provide better wear protection for our engines. • BOTTOM LINE: Thinner oils are better for most engine lubrication needs. 540 RAT Member SAE (Society of Automotive Engineers)
 
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As per the other times that this has been posted (this week even), he's using one parameter that if you reach it you have already failed in lubricating your engine to state that any given oil is better than any other. His testing method is not representative of any place in any engine that you or I are ever going to see. And his conclusions have absolutely nothing to do with the parameter of choice by which he ranks them. Shannow BEMEch(Hons).
 
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Originally Posted By: Shannow
As per the other times that this has been posted (this week even), he's using one parameter that if you reach it you have already failed in lubricating your engine to state that any given oil is better than any other. His testing method is not representative of any place in any engine that you or I are ever going to see. And his conclusions have absolutely nothing to do with the parameter of choice by which he ranks them. Shannow BEMEch(Hons).
Agree One million + BTW why is it reposted so much
 
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Originally Posted By: skellyman
BTW why is it reposted so much
Well, that's the "pseudoscientific method" for you. Certain people, including the author of that study, obviously have problems with the way the API, ACEA, ILSAC, and so forth test lubricants. They're dissatisfied with academically accepted standards, since they don't give the results that they wish to see (i.e. a marked difference between two SN/GF-5 lubes). So, they invent some sort of test that provides the results they wish to see.
 

BusyLittleShop

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Originally Posted By: Shannow
As per the other times that this has been posted (this week even), he's using one parameter that if you reach it you have already failed in lubricating your engine to state that any given oil is better than any other. His testing method is not representative of any place in any engine that you or I are ever going to see. And his conclusions have absolutely nothing to do with the parameter of choice by which he ranks them. Shannow BEMEch(Hons).
True it's been posted but this is the motorcycle version because some of us don't bother with the cager threads... Mercy Mr. or Mrs.BEMEch why don't you challenge *him* and his testing methods or come up with your own test that wows us??? Larry TE & HM (Trail and Error & Hit and Miss)
 
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There's a bunch of people called SAE, API, ACEA, JASO, not to mention OEMs, that seem to be doing OK at the present time...and they don't use the one armed bandit or shill for oil additives...
 
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OMG, posted again? Where are the mods, this will be at the top of every section soon! Yeah, BLS thinks the 'cagers' need help understanding oil or can't appreciate all this wonderful PSI garbage data? Thanks a lot. With that kind of obvious derision as a start, here we go again down a long road of snortin' and a-puffin' about what we can tell YOU, you ignorant car drivers.
 
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I'd stock up on Pennzoil Ultra promo items at this point. Hats, shirt, key chains... would be nice collectibles. This oil is already an oddity to find on store shelves. We'd be lucky if they start incorporating GTL basestock into QSUD and Platinum...
 
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cager : derogatory term for car driver by those who insist on riding in the blind-spot of said vehicles, while passing on the wrong side at twice the legal limit.
 
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Well, I missed the other threads since they weren't titled as clearly. While it only looks at one aspect, it corresponds to a lot of other things that have been published in different reports and the way technology is going. Remember all the predictions of doom when CJ-4 came in?, Where are they now? Things other than ZDDP have shown us results. We often look at simple results on an oil analysis and think we are seeing the whole picture. But we can only see the values of certain elements, and not even know what compositions they are. "Calcium" can be in many forms. Molakule could expand much more on this aspect than I can.
 

Mik

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Originally Posted By: endeavor to persevere
I've been riding motorcycles since 1958 and have never saw the need to call an automobile a cage. What do these people call their homes with walls and a roof?
a cave.... grin
 

BusyLittleShop

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Originally Posted By: Shannow
There's a bunch of people called SAE, API, ACEA, JASO, not to mention OEMs, that seem to be doing OK at the present time...and they don't use the one armed bandit or shill for oil additives...
Boy is my face red... because I thought 540Rat was SAE people...
 

BusyLittleShop

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Originally Posted By: Shannow
cager : derogatory term for car driver by those who insist on riding in the blind-spot of said vehicles, while passing on the wrong side at twice the legal limit.
Mercy Shannow... cager ain't derogatory... after all if it wasn't for us the fast lane would rust...
 

OVERKILL

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There are a myriad of tests run by the various OEM's and certification bodies that I'd put a lot more stock in than this. Porsche runs the oil in a (shock!!!) actual engine and simulates Nurburgring lapping and then does tear-downs to actually MEASURE wear! What a preposterous idea, running the oil in an engine operated under extreme conditions and actually measuring performance! They'd be much better served borrowing a one-armed-bandit circus act or maybe renting a timkin machine smirk Doug Hillary did OTR truck testing of Delvac 1 for Exxon-Mobil for over a million Kilometers through the Australian outback, which included random tear-downs and inspections. I don't understand why XOM would contract people like Doug and run their own massive and extensive testing facility when they could just slap together a blend that aces the Timken test and it would be the BESTEST OIL OF ALL TIME!!!!!!!1111ONE.
 

OVERKILL

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Originally Posted By: BusyLittleShop
Mercy Mr. or Mrs.BEMEch why don't you challenge *him* and his testing methods or come up with your own test that wows us??? Larry TE & HM (Trail and Error & Hit and Miss)
You are seriously mocking the man's credentials? crzy Because he's qualified to speak on the subject that makes his a target for this type garbage? Really? This is possibly the saddest thing I've ever seen posted on this site. The guy's description of the device sounds like a Timken machine. Similar to AMSOIL's 4-ball wear test in nature. He makes these statements:
Quote:
But, testing motor oil in a running engine CANNOT determine the EXACT SPECIFIC wear protection LIMIT of an oil, which is necessary, in order to make an accurate comparison between various oils.
No, it isn't necessary. The oil need only protect against what conditions it sees in your engine, something this testing methodology doesn't replicate.
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So, attempting to test various motor oils for comparison in a running engine, provides no meaningful data, other than perhaps that a given oil did not cause a failure in that particular engine combo.
And if an engine was nothing more than a timken bearing subject to extreme load that would make sense, but it isn't so it doesn't.
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If you were to test say a half a dozen different oils in your engine combo, and you had no problems with any of them, how can you tell how they rank against each other?
You don't need to. It means they all provide comparable protection in that engine.
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It’s a proven fact that all oils do not provide the same wear protection capability.
They don't need to. They only need to provide the necessary wear protection for the applications for which they are approved. This isn't a difficult concept to grasp.....
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That means you have no way of knowing which of those 6 oils provides you with the highest level of protection.
Why do you need the "highest level of protection"? If oil A provides protection to 100,000PSI and oil B provides protection to 80,000PSI and no sliding interface in your engine ever sees anything higher than 15,000psi (say a diesel injector/cam interface for example) then what advantage is oil A providing you with? If you aren't taking the oil to the limit, and cannot, under any operating condition explore that limit, then what is the advantage of the increased headroom?
Quote:
Therefore, motor oil testing in a running engine, is a waste of time, effort and money, when it comes to gathering accurate data for comparison between various oils. And that is precisely why I perform all my testing with motor oil test equipment, rather than in an engine
That statement makes absolutely no sense whatsoever. Testing oil in a running engine allows you to observe the actual characteristics of the lubricant in its designed operating environment. This means it has to deal with fuel dilution, contamination, acids/combustion products, varying levels of heat. It has to resist deposit formation, it has to resist baking into varnish, it has to be able to neutralize the acids and do this for whatever the designed oil change interval is. NONE of these things are replicated by this testing machine. NONE of them. Because it represents a scenario that no engine will ever see: Extreme sliding interface pressure, the closest relation to which would be the cam lobe/lifter interface on a flat tappet engine or a diesel injector/cam interface which never see those types of pressures, ever. So where's the relevance? If this type of lubricant testing made sense, the OEM's would be all over it. It is inexpensive; certainly FAR cheaper than building an engine, running it on a dyno for hundreds of hours and then tearing it down and meticulously inspecting and measuring every component. But they aren't. That should speak volumes as to the true relevance of this testing methodology. His actual testing and the results are certainly done with the utmost care and I have no doubt in my mind that he followed the scientific method to a T. I'm not questioning his testing or the results. I'm sure the results are wholly and entirely accurate and were obtained following proper procedures. And they represent exactly what he says they do: The failure point of the film strength of the oils tested. They don't however in any way translate to the actual conditions experienced by oil in an engine, only testing in an actual engine does that. That's why tear-downs are performed. That's why millions of dollars are spent by OEM's doing just that. And that's why companies like Mercedes, Porsche, BMW....etc maintain lists of tested/approved lubricants for use in their engines. If they could just Timken-test them to get that information they'd be making a lot more money on their approval process.
 
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