Thread: oil leak
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Old 02-08-2018, 09:13 PM
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Originally Posted by Psycho1122 View Post
Thanks for sharing your position on the Mobil 1 15W50 product. I used it for YEARS in my sport bike engines that specified up to a 50 weight with great results. However, as oil engineering has progressed, I've had better results from oil that offers less parasitic losses AND maintains wear protection. Can you share the oils in question from your "wall of shame"?

If I had an engine lifter noise issue or wanted more consistent lift, I'd prefer to switch to slow bleed lifters rather than use a heavy oil to compensate. I'd love to see the dyno result comparing the option(s).

Beware, high Zinc levels = high wear protection is a MYTH...

Quotes from link in post #21:

"In recent years there have been entirely too many wiped cam lobes and ruined lifter failures in traditional American flat tappet engines, even though a variety of well respected brand name parts were typically used. These failures involved people using various high zinc oils, various high zinc Break-In oils, various Diesel oils, and various oils with aftermarket zinc additives added to the oil. They believed that any high zinc oil concoction is all they needed for wear protection during flat tappet engine break-in and after break-in. But, all of those failures have proven over and over again, that their belief in high zinc was nothing more than a MYTH, just as my test data has shown."

"A high level of zinc/phos is simply no guarantee of providing sufficient wear protection. And to make matters even worse, excessively high levels of zinc/phos can actually “cause” DAMAGE your engine, rather than “prevent” it. Motor Oil Industry testing has found that motor oils with more than 1,400 ppm ZDDP, INCREASED long-term wear. And it was also found that motor oils with more than 2,000 ppm ZDDP started attacking the grain boundaries in the iron, resulting in camshaft spalling (pitting and flaking). The ZDDP value is simply the average of the zinc and the phosphorus values, then rounded down to the nearest 100 ppm (parts per million)."

"From those failures where I was able to find out what specific oils were used, it turned out that those were oils I had already performed my Engineering Wear Protection Capability tests on. And all those oils had only provided poor wear protection capability, meaning that if they had looked at my test data before using those oils, they would have known in advance that their engines would be at significant risk of failure with those oils. And that is just what happened.

A number of people who have had those failures, and some had repeated failures, have contacted me, asking what they can do to prevent that failure in the future. I tell them to forget all that high zinc nonsense and look at my Wear Protection Ranking List. And to select any high ranking oil there, no matter how much zinc it has, because zinc quantity simply does NOT matter. The only thing that matters regarding wear protection, is the psi value each oil can produce in my testing. The higher the psi value, the better the wear protection. I recommend they use the SAME highly ranked oil for break-in and after break-in. It’s that simple."

Food for thought...Cheers!
Long story short I've proven it with many trucks that have gone beyond 100,150,250k still on original
Bottom ends! Clean oil analysis still!
I've pulled apart engines with redline, royal
Purple , and amsoil through them and bearing wear is very evident as well as cam and cam journal wear (no cam bearings)
Piston walls are also smooth and chrome vs showing factory hatch marks at 100k+!
It's the weight and zinc packs that give it protection yessir.
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