vettenuts

iTrader: (4)

Sorry, I only initially brought up the fact that SN oils are different because some guys have been having issues with what could be oil related protection. Many aren't aware that oils have been changing since our cars were originally built such that the same brands don't offer the same protection they once did, especially with more aggressive aftermarket parts.

96lt4c4

iTrader: (5)

GM does not put 400 pound open pressure valve springs in these motors either. Nor do they put cams in them with over .600 lift. Since the best option most of us have for rockers are the stock ones, all the rollers on the market are breaking, heavy, pieces of ****. Oil with Zinc in it comes back in to play on these engines. The stock rocker scrubs across the top of the valve with a **** load of pressure, metal to metal contact, just like an old flat tappet cam that needs the zinc. I broke my motor in with Brad Penn non synthetic break in oil so that the rings would seat. Now I am running Brad Penn 10W30 synthetic blend. Both have high ZDDP in them.

wildcamaro

iTrader: (15)

Definitely a good idea on break in I can relate to that as i usually use rotella to seat rings, but as far as everyday use I just don't think it's worth it, but that doesn't mean you guys can't, I haven't got a law passed yet through congress for all cars to have my approval, but with Obama in the White House who knows maybe I got a shot lol

01ssreda4

iTrader: (96)

How dare you inject common sense into this argument.

therabidweasel

iTrader: (5)

My comment was DEFINITELY not directed at you. I think its hilarious how people get up on their soap boxes against a product (zinc) that has. . .what downsides? Cost? Not that im advocating the hy-per lube per se...just think railing against using it with engineer-on-pedestal arguments is pretty weak.

Those of us that are engineers know that a lot of factors go into product decisions. Putting those decisions (the end product) up as evidence of our advocating a "one true way," eg no zinc needed, is myopic at best.

Also, implying a shortish-duration 610 plus lift LSL lobed cam is not hard on the valvetrain is about as *** backward a comment as Ive read on here.

wildcamaro

iTrader: (15)

LSL lobes are endurance lobes right? They aren't fast ramp XER lobes that's for sure...I would think LSL lobes are much easier on the valve train...I haven't been able to get info on the ramps I'm just going off what others have said as far as LSL goes

wildcamaro

iTrader: (15)

Fwiw if you're looking for an oil with ppm of zinc higher than 1000 (which is recommendation for flat tappet) then I would think the smarter choice is to run royal purple xpr since it already has high zinc and you don't have to add $10+ for an additive every oil change...I just don't trust anything as far as additives from parts stores like advanced or autozone since their target customer is not usually looking for high performance products...I only list Mobil 1 because I have always used it and anytime I disassemble an engine i ran strictly mobil in the gold color and lack of sludge keeps me coming back...from an engineering standpoint opinions don't hold water as I'm only swayed by actual legit test results...I would be very interested to see a test comparing top oil brands and even additives in long term test situations, that would be very informative...maybe mythbusters would be interested lol

sreve

iTrader: (3)

You need to check out Bob is the oil guy .com you can read for days.
The EPA forced the end of zinc as it does not play well with cats long
term. I am running some milder lobe than the XERs, the cam I wanted from comp required 430lbs open I chose some milder one but still I'm
at 365lbs open a far cry from the 200lbs spec on stock LS1 cams.

dr_whigham

iTrader: (49)

I haven't needed to post this since February, but here it is anyways.

Some folks have a hard time accepting certain data that has come out of the motor oil “wear testing” that I’ve been performing this year. The result that is the hardest for them to accept is the outcome showing that an oil with a high level of zinc, will not automatically provide excellent wear protection. That runs counter to everything they’ve always been told over the years.

The data I’ve provided up to now has always included low zinc modern API certified oils along with traditional high zinc High Performance and Racing oils. But having so many oils of different types, all mixed in together, might be a bit overwhelming or confusing. So, here I’ve selected only 13 oils that all have between 1100 and 1800 ppm zinc. That way the comparison is just apples to apples. Now zinc levels vs wear protection can easily be compared straight across.

The excellent performance of many of these high zinc oils, shows that my testing equipment and test procedure do in fact, allow high zinc oils to perform as well as they are capable of performing.




Wear protection categories are:

*** Over 90,000 psi = OUTSTANDING protection

*** 75,000 to 90,000 psi = GOOD protection

*** 60,000 to 75,000 psi = MODEST protection

*** Below 60,000 psi = UNDESIREABLE

I’ve also included detergent levels for reference as well.

All the oils below are full synthetic unless otherwise specified.

The following group of 13 oils are ranked according to their “load carrying capacity/film strength”, or in other words, their “wear protection” performance, at 230*F. The higher the psi number, the better the wear protection. The tests were repeated multiple times for each oil, and then those results were averaged to arrive at the final psi numbers shown below. And every single oil was tested EXACTLY THE SAME.

1. 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil = 103,846 psi
zinc = 1669 ppm
total detergent = 1618 ppm
detergent ppm/zinc ppm ratio = 1.0
NOTE: Due to its very low TBN value, this oil is only suitable for short term racing use, and is not suitable for street use.

2. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
(.3% below no.1)
zinc = 1472 ppm
total detergent = 2787 ppm
detergent ppm/zinc ppm ratio = 1.9

3. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
(2.6% below no.1)
zinc = 1180 ppm
total detergent = 2683 ppm
detergent ppm/zinc ppm ratio = 1.9

4. 10W30 Amsoil Z-Rod Oil = 95,360 psi
(8.2% below no.1)
zinc = 1431 ppm
total detergent = 2927 ppm
detergent ppm/zinc ppm ratio =2.0

5. 10W30 Joe Gibbs HR4 Hotrod Oil = 86,270 psi
(16.9% below no.1)
zinc = 1247 ppm
total detergent = 3134 ppm
detergent ppm/zinc ppm ratio = 2.5

6. 5W30 Royal Purple XPR (Extreme Performance Racing) = 74,860 psi
(27.9% below no.1)
zinc = 1421 ppm
total detergent = 3050 ppm
detergent ppm/zinc ppm ratio = 2.1

7. 15W40 Farm Rated Heavy Duty Performance Diesel, CI-4, CH-4, CG-4, CF/SL, SJ (conventional) = 73,176 psi
(29.5% below no.1)
zinc = 1325ppm
total detergent = 1593 ppm
detergent ppm/zinc ppm ratio = 1.2

8. 0W30 Brad Penn, Penn Grade 1 (semi-synthetic) = 71,377 psi
(31.3% below no.1)
zinc = 1621 ppm
total detergent = 2939 ppm
detergent ppm/zinc ppm ratio = 1.8

9. 10W30 Brad Penn, Penn Grade 1 (semi-synthetic) = 71,206 psi
(31.4% below no.1)
zinc = 1557 ppm
total detergent = 3173 ppm
detergent ppm/zinc ppm ratio = 2.0

10. 15W50 Mobil 1, API SN = 70,235 psi
(32.4% below no.1)
zinc = 1133 ppm
total detergent = 1437 ppm
detergent ppm/zinc ppm ratio = 1.3

11. 10W30 Royal Purple HPS (High Performance Street) = 66,211 psi
(36.2% below no.1)
zinc = 1774 ppm
total detergent = 3676 ppm
detergent ppm/zinc ppm ratio = 2.1

12. 10W40 Valvoline 4 Stroke Motorcycle Oil conventional, API SJ = 65,553 psi
(36.9% below no.1)
zinc = 1154 ppm
total detergent = 1999 ppm
detergent ppm/zinc ppm ratio =1.1

13. Royal Purple 10W30 Break-In Oil conventional = 62,931 psi
(39.4% below no.1)
zinc = 1170 ppm
total detergent = 3184 ppm
detergent ppm/zinc ppm ratio = 2.7

SUMMARY:

As you can see, the number one oil above, the 10W30 Valvoline NSL Conventional Racing Oil, has 1669 ppm zinc and 103,846 psi “load carrying capacity/film strength”. But, the number 11 oil, the 10W30 Royal Purple HPS (High Performance Street), has 1774 ppm zinc, but ONLY 66,211 psi “load carrying capacity/film strength”, which is a WHOPPING 36.2% below the number one Valvoline.

On top of that, the number one Valvoline is conventional dino oil, while the Royal Purple is synthetic. So, many people might not expect conventional oil to perform so well, since synthetic oil gets all the hype. Conventional oil is still quite good and does not get the respect it deserves. It’s sort of like the fact that Chevy’s late model high performance push rod engines are still quite good, even though most all other modern vehicles use overhead cam designs and get most of the hype.

If you had only looked at the spec sheet for each of these two oils, you’d assume they were equal in wear protection because their zinc levels were essentially the same. But nothing could be further from the truth. This is real world test data (not just some theory), which compared motor oils against each other under the EXACT SAME test conditions. So, this is a perfect example of the point I’ve been trying to make, which is that you cannot simply look at the zinc value on an oil’s spec sheet, and assume that you can predict how well it will provide wear protection. Things are just NOT that simple in the real world.

And for those folks who want to avoid high levels of detergent in their oils, for fear that an oil with a lot of detergent will not be able to provide adequate wear protection, let’s look at that above as well. The oils ranked 1st and 12th both had low levels of detergent. And the oils ranked 2nd and 13th both had high or relatively high levels of detergent. The rest of the oils were a mixed bag of high and low detergent oils. So, that is proof that detergent levels are a non-issue, and that there are better things to worry about.

You simply cannot believe all the misinformation you come across about motor oil, on the internet and elsewhere. The bottom line is that, the only way to really KNOW how well an oil can provide wear protection, is to perform real world “wear testing” at a representative temperature, and see how it performs dynamically, under load. It’s the same kind of reason that we dyno test engines, rather than simply looking at their build sheets. “Wear testing” motor oil is the gold standard, just like “dyno testing” an engine is the gold standard. Anything else is simply guessing.

As I’ve said before, there are no BAD oils here. They all will generally work well enough in most applications. But, some do clearly provide a higher level of reserve “extra protection capability” than others. Of course you can decide for yourself, how much reserve “extra protection capability” is good enough for your needs

wildcamaro

iTrader: (15)

I did read some stuff on there def a good site...the oil subject on this site always gets heated, same as a lot if other dead horse topics, but I still get baited in lol...I think sometimes people over think especially if you change your oil frequently and are not running a race car full time

vettenuts

iTrader: (4)

I don't think this is too bad considering it is, from what I can see from your list, the top oil for "street use" and not a racing oil. Amsoil also advertises additional corrosion protection for the motor internals during storage as well. Since I live in an area where this is a major issue, there is a "salt air corrosion research facility" not too far from my house, this was another factor in selecting this particular oil.

dr_whigham

iTrader: (49)

I use #2 myself, VR1 10w30 conventional. It's convinient that all the auto parts stores next to me can order it all day long no problem, if they don't happen to have any on the shelf.

There's another list I'll have to dig up that shows about 60 different manufacturers... somewhere on speedtalk. Castrol Edge w/ titanium scored REMARKABLY high, and this was oil that already had 5k miles on it.

Last $.02 I'll stick in this thread... It's not ALL about the ZDP. Sheer strength is probably the most important factor to consider.

dr_whigham

iTrader: (49)

OK I lied. One last post...

A new list made March 2013.

To answer the additive questions, I've found the solution. On this new list, please find # 71 and on, when they start adding additives to the oil. Allow me to quote from #71:

"The psi value here is 24% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always 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."

dr_whigham

iTrader: (49)

All credit to 540 RAT on Speedtalk:

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.
zinc = 806 ppm
phos = 812 ppm
moly = 66 ppm

2. "USED" 5W30 Chevron Supreme, API SN conventional with 5,000 miles on it = 112,992 psi
zinc = TBD
phos = TBD
moly = TBD
total anti-wear = TBD

The wear protection capability psi value shown here is 13% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 112,992 psi value shown here. So, the number is correct. I've tested two USED oils so far, and both times the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil’s wear protection capability does not drop.

3. “USED” 5W20 Castrol Edge with Titanium, API SN synthetic with 5,000 miles on it = 107,391 psi
zinc = 791 ppm (down 251 ppm or down 24% from new)
phos =643 ppm (down 214 ppm or down 25% from new)
moly = 67 ppm (down 33 ppm or down 33% from new)
titanium = 36 ppm (down 13 ppm or down 27% from new)
total anti-wear = 1537 ppm (down 511 ppm or down 25% from new)

The wear protection capability psi value shown here is 7% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 107,391 psi value shown here. So, the number is correct. I've tested two USED oils so far, and both times the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil’s wear protection capability does not drop.

4. 10W30 Lucas Racing Only synthetic = 106,505 psi
zinc = 2642 ppm
phos = 3489 ppm
moly = 1764 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

5. 5W30 Mobil 1, API SN synthetic = 105,875 psi
zinc = 801 ppm
phos = 842 ppm
moly = 112 ppm

6. 0W30 Amsoil Signature Series 25,000 miles, API SN synthetic = 105,008 psi
zinc = 824 ppm
phos = 960 ppm
moly = 161 ppm


7. 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil = 103,846 psi
zinc = 1669 ppm
phos = 1518 ppm
moly = 784 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

8. 5W50 Motorcraft, API SN synthetic = 103,517 psi
zinc = 606 ppm
phos = 742 ppm
moly = 28 ppm

9. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm

10. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
zinc = 1180 ppm
phos = 1112 ppm
moly = 162 ppm

11. 5W30 Chevron Supreme, API SN conventional = 100,011 psi
This one only costs $4.29 per quart at the Auto Parts Store where I bought it.
zinc = 1018 ppm
phos = 728 ppm
moly = 161 ppm

12. 5W20 Castrol Edge with Titanium, API SN synthetic = 99,983 psi
zinc = 1042 ppm
phos = 857 ppm
moly = 100 ppm
titanium = 49 ppm

13. 20W50 Castrol GTX ,API SN conventional = 96,514 psi
zinc = 610 ppm
phos = 754 ppm
moly = 94 ppm

14. 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.

15. 0W20 Mobil 1 Advanced Fuel Economy, API SN synthetic = 96,364 psi
zinc = 742 ppm
phos = 677 ppm
moly = 81 ppm

16. 5W30 Quaker State Ultimate Durability, API SN synthetic = 95,920 psi
zinc = 877 ppm
phos = 921 ppm
moly = 72 ppm

17. 5W30 Castrol Edge with Titanium, API SN synthetic = 95,717 psi
zinc = 818 ppm
phos = 883 ppm
moly = 90 ppm
titanium = 44 ppm

18. 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.

19. 5W20 Castrol GTX, API SN conventional = 95,543 psi
zinc = TBD
phos = TBD
moly = TBD
NOTE: Oil numbers 18 and 19 were tested weeks apart, but due to the similarities in their wear scar sizes, their averages ended up the same.

20. 5W30 Castrol GTX ,API SN conventional = 95,392 psi
zinc = 830 ppm
phos = 791 ppm
moly = 1 ppm

21. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
moly = 52 ppm

22. 5W30 Valvoline SynPower, API SN synthetic = 94,942 psi
zinc = 969 ppm
phos = 761 ppm
moly = 0 ppm

23. 5W30 Valvoline Premium Conventional, API SN = 94,744 psi
zinc = TBD
phos = TBD
moly = TBD

24. 5W20 Mobil 1, API SN synthetic = 94,663 psi
zinc = 764 ppm
phos = 698 ppm
moly = 76 ppm

25. 5W20 Valvoline SynPower, API SN synthetic = 94,460 psi
zinc = 1045 ppm
phos = 742 ppm
moly = 0 ppm

26. 5W30 Lucas, API SN conventional = 92,073 psi
zinc = 992 ppm
phos = 760 ppm
moly = 0 ppm

27. 5W30 O'Reilly (house brand), API SN conventional = 91,433 psi
This one only costs $3.99 per quart at the Auto Parts Store where I bought it.
zinc = 863 ppm
phos = 816 ppm
moly = 0 ppm

28. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

29. 5W30 Red Line, API SN synthetic = 91,028 psi
zinc = TBD
phos = TBD
moly = TBD

30. 5W20 Royal Purple API SN synthetic = 90,434 psi
zinc = 964 ppm
phos = 892 ppm
moly = 0 ppm

31. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
moly = 99 ppm

32. 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

33. 5W20 Valvoline Premium Conventional, API SN = 90,144 psi
zinc = TBD
phos = TBD
moly = TBD

34. 30 wt Castrol Heavy Duty, API SM conventional = 88,089 psi
zinc = 907 ppm
phos = 829 ppm
moly = 56 ppm

35. 20W50 LAT Synthetic Racing Oil, API SM = 87,930 psi
zinc = TBD
phos = TBD
moly = TBD

36. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi
zinc = 1247 ppm
phos = 1137 ppm
moly = 24 ppm

37. 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

38. 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

39. 5W30 Royal Purple API SN synthetic = 84,009 psi
zinc = 942 ppm
phos = 817 ppm
moly = 0 ppm

40. 20W50 Royal Purple API SN synthetic = 83,487 psi
zinc = 588 ppm
phos = 697 ppm
moly = 0 ppm

41. 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

42. 5W30 Mobil 1 Extended Performance 15,000 mile, API SN synthetic = 83,263 psi
zinc = 890 ppm
phos = 819 ppm
moly = 104 ppm

43. 0W20 Castrol Edge with Titanium, API SN synthetic = 82,867 psi
zinc = TBD
phos = TBD
moly = TBD

44. 5W30 LAT Synthetic Racing Oil, API SM = 81,800 psi
zinc = 1784 ppm
phos = 1539 ppm
moly = 598 ppm

45. 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

46. 5W30 Lucas API SM synthetic = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
moly = 0 ppm

47. 5W30 GM's AC Delco dexos 1 API SN semi-synthetic = 76,501 psi
zinc = 878 ppm
phos = 758 ppm
moly = 72 ppm

48. 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

49. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi
zinc = 1421 ppm
phos = 1338 ppm
moly = 204 ppm
NOTE: This particular bottle of oil was just opened, but was out of a 3 ½ year old case.

dr_whigham

iTrader: (49)

50. 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

51. 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

52. 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

53. 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

54. 15W40 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

55. Brad Penn, Penn Grade 1 Nitro 70 Racing Oil semi-synthetic = 72,003 psi
zinc = TBD
phos = TBD
moly = TBD

56. 0W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,377 psi
zinc = 1621 ppm
phos = 1437 ppm
moly = 0 ppm

57. 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

58. 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,206 psi
zinc = 1557 ppm
phos = 1651 ppm
moly = 3 ppm

59. 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

60. 15W50 Mobil 1, API SN synthetic = 70,235 psi
zinc = 1,133 ppm
phos = 1,168 ppm
moly = 83 ppm

61. 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

62. 30wt Edelbrock Break-In Oil conventional = 69,160 psi
zinc = 1545 ppm
phos = 1465 ppm
moly = 4 ppm

63. 5W30 Motorcraft, API SN synthetic = 68,782 psi
zinc = 796 ppm
phos = 830 ppm
moly = 75 ppm

64. 10W40 Edelbrock synthetic = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
moly = 121 ppm
This oil is manufactured for Edelbrock by Torco.


65. 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

66. 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

67. 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

68. 10W30 Royal Purple HPS (High Performance Street) synthetic = 66,211 psi
zinc = 1774 ppm
phos = 1347 ppm
moly = 189 ppm

69. 10W40 Valvoline 4 Stroke Motorcycle Oil, API SJ conventional = 65,553 psi
zinc = 1154 ppm
phos = 1075 ppm
moly = 0 ppm

70. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
moly = 339 ppm

71. “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 psi value here is 24% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always 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.

72. Royal Purple 10W30 Break-In Oil conventional = 62,931 psi
zinc = 1170 ppm
phos = 1039 ppm
moly = 0 ppm

73. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
moly = 871 ppm

74. 0W20 Klotz Estorlin Racing Oil, API SL synthetic = 60,941 psi
zinc = TBD
phos = TBD
moly = TBD

75. 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.


76. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
moly = 227 ppm

77. Summit Racing 10W40 Premium Racing Oil, API SL = 59,483 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Summit Racing by I.L.C.

78. 10W40 Edelbrock conventional = 59,120 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Edelbrock by Torco.


79. 0W20 LAT Synthetic Racing Oil, API SM = 57,228 psi
zinc = TBD
phos = TBD
moly = TBD


80. “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 psi value here is a whopping 38% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always 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.


81. “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 psi value here is 12% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always 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.

82. “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 psi value here is a whopping 36% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always 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 Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

83. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
moly = 180 ppm

84. “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 psi value here is a “breath taking” 44% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always 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 Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

85. “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 psi value here is 22% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always 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 Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised. Buyer beware.

86. 30wt Lucas Break-In Oil conventional = 49,455 psi
zinc = 4483 ppm
phos = 3660 ppm
moly = 3 ppm

wildcamaro

iTrader: (15)

Finally some hard numbers...good post brother

The_Bishop

iTrader: (10)

Maybe I missed it, but what does the PSI number represent?

wildcamaro

iTrader: (15)

The psi number is film strength of the oil, it's how many pounds per square inch of oil before it would be metal on metal contact...in other words for example the thin film of oil between your crank and main bearings...higher psi=higher load carrying capacity

2000ultraZ1911

Great post very informational. I learned a lot from that lol its crazy how much thought goes into somethin that 99% ppl never think twice abou. That makes sense about the additive too I don't run it but I never thought about that .

JakeFusion

iTrader: (7)

I was going to say Dave, those numbers you posted earlier were outdated. Even good ole Mobil 1 is #3 on that list.

Btw, the PSI is cushion protection. You also need sheer. These numbers don't provide that. But for example, the sheering force comes into play on piston walls and rocker arm tips. The added zinc helps there. The cushion helps on lifter to cam, bearing to crank, bearing to rod, and pushrod to lifter and rocker.

********** OUTSTANDING PROTECTION ************


1. 5W30 Pennzoil Ultra, API SM = 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.
zinc = 806 ppm
phos = 812 ppm
moly = 66 ppm

2. 10W30 Lucas Racing Only = 106,505 psi
zinc = 2642 ppm
phos = 3489 ppm
moly = 1764 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

3. 5W30 Mobil 1, API SN = 105,875 psi
zinc = 801 ppm
phos = 842 ppm
moly = 112 ppm

7. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm