Zinc in 2007 Rotella
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CI-4 yes CJ maybe NOT
bruce
bruce
CJ-4 HDEOs will be formulated to have less than 0.12% phosphorus as opposed to 0.14% for CI-4. Thus the reduction in ZDDP shouldn't be a concern. In other words, if your cams were surviving on PCMO SJ oils from 1996-2001 they shouldn't have a problem since the limits are identical.
http://www.lubrizol.com/CJ-4/faq.asp
Further, ILSAC lowered allowable phosphorus limits for passenger car motor oils (PCMOs) to a maximum of 0.12% for GF-1 oils in 1993. This limit was further reduced to a 0.10 wt% maximum for GF-2 oils in 1996.
http://www.lubrizol.com/CJ-4/faq.asp
Further, ILSAC lowered allowable phosphorus limits for passenger car motor oils (PCMOs) to a maximum of 0.12% for GF-1 oils in 1993. This limit was further reduced to a 0.10 wt% maximum for GF-2 oils in 1996.
Valvoline All fleet Plus shows 1270 ppm zinc for CI-4. What would be the typical zinc level in CJ-4?
I think flat tappet means any lifters that are not roller. In other words they work by sliding friction. As far as I know there are not a lot of roller lifter engines up until recently.
I think flat tappet means any lifters that are not roller. In other words they work by sliding friction. As far as I know there are not a lot of roller lifter engines up until recently.
Huh? Most GM pushrod engines had roller lifters by the early '90s. Ford Modulars had them starting in 1991. Circa 2000 all Hondas had roller camshaft followers.
http://theoildrop.server101.com/forums/showflat.php?Cat=0&Number=805830
http://theoildrop.server101.com/forums/showflat.php?Cat=0&Number=803754
Looks like they're in the ballpark of where they should be.
Be careful on using the values in VOAs as definitive. My informal testing shows the values can vary quite a bit due to lab variation.
I knew Ford Modular was probably roller, but Ford pushrod engines were around through the mid-90s and are not. Was not aware Chevy went roller on their pushrod engines.
Well that CJ-4 has no more zinc or phosphorus than a SL PCMO. So where is the HD part of the CJ-4? Only thing I can see is the TBN is higher than PCMO, but not by much.
Well that CJ-4 has no more zinc or phosphorus than a SL PCMO. So where is the HD part of the CJ-4? Only thing I can see is the TBN is higher than PCMO, but not by much.
TallPaul, you need help. You have an addiction to ZDDP worse than a CrackHo has for that pipe.
You have read this post from Mola, haven't you?
http://theoildrop.server101.com/forums/showflat.php?Cat=0&Number=721645
www.hotrod.com/techarticles/engine/flat_tappet_cam_tech/index.html
See this article, especially page 3. Basically solid lifters, no rollars like my 1985 911.
Hey Man, I gotta justify all that SLOB I hoarded!Quote:
TallPaul, you need help. You have an addiction to ZDDP worse than a CrackHo has for that pipe.
You have read this post from Mola, haven't you?
But seriously, I thought the higher levels were more important to diesels.
Hey, I am running unadulterated Maxlife Synthetic in the Aerostar. We'll see how long I can hold out on that one.
Yes, the new oils pass more stringent tests and other additives are used to make up for reduced zinc. All the experts here agree that a simple SM oil will suffice for production vehicles.
If it's stock and broken-in, CJ-4 Rotella will suffice. Just don't run the OCI out real far. I'd be doing 3K miles/6 months OCIs just to be on the safe side.
Bruce
Do you have a concern with CJ?
Tallpaul
Additive changes may be more subtle
VIIs lend themselves to different applications, depending on their particular Shear Stability Index:
* The 50 SSI VIIs are most frequently used in Passenger Car Engine Oil (PCEO) applications when fuel economy attributes are critical.
* The 21-35 SSI VIIs are used mostly for heavy duty diesel engine oils and other applications with more stringent viscosity retention requirements.
Do you have a concern with CJ?
Tallpaul
Additive changes may be more subtle
VIIs lend themselves to different applications, depending on their particular Shear Stability Index:
* The 50 SSI VIIs are most frequently used in Passenger Car Engine Oil (PCEO) applications when fuel economy attributes are critical.
* The 21-35 SSI VIIs are used mostly for heavy duty diesel engine oils and other applications with more stringent viscosity retention requirements.
The Ford 5.0L HO engines have been roller lifter since the mid 80's. I imagine the lower performance versions don't have radical enough camshaft profiles for this to be required.
So I take it that the first has the nesting VIIs that make for energy conserving rating and the latter do not. I wonder if many high mileage oils use the 21-35 SSI VII.
So the lower the SSI, the more stable the VII.
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