How ca0u not00e0mm0? Sure, it gets hot, but it definitely beats the cold and you make a lot of yo00ur time. At Engine Builder, our team was busy visiting race events, shows, visiting engine manufacturers and shops, and our usual content work.
When there is no locating pin in the timing cover or timing case, or when the locating pin hole does not fit snugly on the pin. Take the old damper and sand the center so that it can now slide over the crank nose. Use it to secure the cover by tightening the bolts.
Whether you’re a professional engine builder, mechanic or manufacturer, or a car enthusiast who loves engines, race cars and fast cars, Engine Builder has something for you. Our print magazines provide technical details on everything you need to know about the engine industry and its various markets, while our newsletter options keep you up to date with the latest news and products, technical information and industry insiders. However, you can get all this only by subscription. Subscribe now to receive monthly print and/or digital editions of Engine Builders Magazine, as well as our weekly Engine Builders Newsletter, Weekly Engine Newsletter or Weekly Diesel Newsletter directly in your inbox. You’ll be covered in horsepower in no time!
Whether you’re a professional engine builder, mechanic or manufacturer, or a car enthusiast who loves engines, race cars and fast cars, Engine Builder has something for you. Our print magazines provide technical details on everything you need to know about the engine industry and its various markets, while our newsletter options keep you up to date with the latest news and products, technical information and industry insiders. However, you can get all this only by subscription. Subscribe now to receive monthly print and/or digital editions of Engine Builders Magazine, as well as our weekly Engine Builders Newsletter, Weekly Engine Newsletter or Weekly Diesel Newsletter directly in your inbox. You’ll be covered in horsepower in no time!
With all the variety of oils on the market for every conceivable type and configuration of engines, how can you sort through all this and choose the one that gives the desired result?
As our resident oil expert John Martin (former Lubrizol Scientist) summed it up: In the 60s and 70s, oil was an easy target. The situation is now difficult.
Passenger car motor oils (PCMO) have undergone many changes over the years. However, the biggest impact on performance for engine manufacturers is the reduction to 800 ppm of an anti-wear additive known as ZDDP (zinc dialkyl dithiophosphate), due to its detrimental effect on catalytic converters. Previous oil formulations have contained up to 1200-1500 ppm ZDDP.
The latest PCMO formulations are designed to reduce exhaust emissions and improve fuel efficiency. They also had to extend the life of the catalytic converter, which is not a problem for a racing engine. Around 1996, many OEMs introduced OHV engines with roller followers to reduce the need for high levels of anti-wear additives. Until then, high performance engines from the early 90s could use the same oil as stock engines without any consequences. Today, if you use street oil (API approved) in many high performance applications, it won’t be able to handle the load, especially when flat tappet camshafts fail.
Due to the lower ZDDP in PCMO, some engine builders and hobbyists have switched to diesel with higher additive concentrations. However, experts warn that 1,200 ppm (found in diesel fuel) could be on the verge of what engine manufacturers need. Many mainstream racers may use diesel fuel in low performance machines. But if you want to squeeze out every ounce of power, your best bet is to use an oil designed for that purpose (that’s where racing oil comes into play).
Some of the diesel fuel additives that help keep soot in suspension may not be suitable for racing cars and may leave some power compared to racing oils. Racing oil experts say their oils provide better wear protection than API-designed oils and help increase power because they also reduce internal resistance (friction).
Gasoline Direct Injection (GDI) and Turbocharged Direct Injection (TGDI) engines are causing manufacturers to struggle to find low speed pre-ignition (LSPI) solutions. OEMs are working with oil producers (API and ILSAC) to develop new standards to address this issue. The new API/ILSAC classification, called GF-6, will be launched in May this year, but it is still a long way off. Three new engine tests had to be developed and all old tests updated. The test engine used for older tests has been updated to represent more of what’s happening today.
In all, there are seven new tests targeting GF-6. There are four alternatives to the current ASTM Series III, IV, V, and VI tests. Three new tests include the revised Sequence VI test for qualified low viscosity oils and the Sequence IX chain wear test for LSPI and X.
According to the API, many GF-5 tests have come to an end. There are several spare parts for the old engine. Therefore, the API also needs to be tested with new alternative tests. The IIIH sequence replaced the IIIG sequence and is an oxidation and precipitation test. This test has been updated to use the 2012 FCA 3.6L port fuel injection (PFI) engine. The IIIG test used a GM 3800 V6 engine that was discontinued in 1996.
The VH test replaces the VG and is one of the oldest tests using a 1994 Ford 4.6L V8 under the GF-5. Replacement testing is currently using a 2013 Ford 4.6L to evaluate its ability to protect engine components from sludge and varnish. Sequence IVB is a cam and wear test on Toyota’s 1.6L 4-cylinder engine. This test is an alternative to the current IVA test.
Brand new LSPI test using the Ford 2.0L GDI EcoBoost engine, which is a new timing chain wear test. The chain wear test determines how blow-by due to fuel dilution and oil contamination can lead to increased chain wear. The 2.0-liter Ford engine will also be used for testing.
The Sequence VIE fuel economy test uses a 2012 GM 3.6L engine instead of a 2008 2.6L Cadillac. This test measures how fuel economy can be improved. Another version of this test (Sequence VIF) measures fuel economy when using low viscosity oils.
To add to the confusion, API/ILSAC has split GF-6 into two specifications: GF-6A and GF-6B. The GF-6A is compatible with vehicles currently using SN PLUS or Resource Conserving SN. The viscosity of such oils is only 0W-20. It will focus on eliminating chain and LSPI wear, as well as the latest GDI and GTDI engines.
The latest engine will go even further, requiring 0W-16 (i.e. current Toyota and Honda). Reenactors will have to pay close attention as using the wrong oil can lead to problems in the long run. The new API symbol will be used to designate the GF-6B. The mark, which looks more like a shield than the traditional Starburst API, will be on the front of the oil bottle.
One of the difficulties with how racing oils are marketed today is that engine manufacturers and racers have to decide which oil companies to trust because there are no comparable specifications. This may not change anytime soon as racing oils are a niche market compared to the size of the passenger car market. Laboratory tests are needed to define it as a category. This in itself is not feasible for most ethnic oil companies. If they work together like API/ILSAC maybe they can do it? Thoughtful.
Experts warn against chasing the highest ppm oil as if it were the holy grail, because it means so much more. The amount of detergent used and the balance of antiwear additives is another big difference between racing and street oils. Detergents clean the engine of carbon deposits and deposits, which is very important for street engines operating with short injections and lower operating temperatures. But racing engines don’t need as much cleaner because they blow out much more frequently.
About 85% of engine oil is made from one or a mixture of five groups of base oils. Group I base oils are the least refined and are used in regular straight weight oils. The second group has fewer impurities and is more purified. Used in conventional multigrade oils. Group III base oils are classified as synthetic because they are further refined. Group IV base oils are PAO (polyalphaolefin) compounds, while group V is basically anything that doesn’t fall into the first four groups.
Most racing oils have synthetic base oils or blends, but some high quality mineral oils are also used today. Using synthetic oils will not necessarily improve performance, but they are less sensitive to heat. However, synthetic base oils have switched to lower viscosity oils to reduce parasitic power loss, which is most useful in racing.
The chemical composition of the additives and the composition as a whole are more important than the individual types of base oils. You cannot objectively judge an oil based on one or two ingredients. Synthetic materials allow the engine to run at higher temperatures and extend oil change intervals, but mineral oils can also be used in racing. Mineral base oils have seen more success over the past few years. Synthetic oils outperform mineral oils in extreme heat and cold conditions, but are not always the best choice. Mineral oil is usually the more affordable option, especially if you drain it frequently.
As riders and engine builders, we are always looking for ways to increase power and revs. However, increasing power and rpm also increases the load on the lubricating film that the oil must hold between metal parts. Racing oil companies are developing lubricants that can handle higher loads on thinner oil films than ever before. They are designed to handle higher loads without increasing wear, which is the biggest problem. We’re not endorsing one brand or another here, but the brands that perform best have the experience and testing to prove they do what they’re supposed to do.
The racing and automotive industries are still a long way from the 60s and 70s (which many call their glory days). As everything from our toothbrushes to phones gets more complex, at least motor oil doesn’t come with an app yet. EB