This page has been created to provide
information about a serious deficiency in modern oils. The
first word of this came in the form of a posting on the UKMGBB
by someone named Scott from Oregon. He posted the following
article, written by Keith Ansell:
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OIL IS KILLING OUR CARS!!!!!
By: Keith Ansell, Foreign Parts Positively, Inc.
About a year ago I read about the reduction of zinc
dithiophosphate (ZDDP) in the oils supplied with API approval
that could affect sliding and high pressure (EP) friction in our
cars. The reduction of these chemicals in supplied oil was based
on the fact that zinc, manganese and/or phosphates reduce the
effectiveness and eventually damage catalytic converters and
introduce minute amounts of pollutants into our atmosphere.
A month or so ago I had a member of the Columbia Gorge MG Club
bring a totally failed camshaft and lifters back to me that had
only 900 miles on them!! I immediately contacted the camshaft
re-grinder and asked how this could happen. They were well aware
of this problem as they were starting to have many failures of
this type. In the past, the lack of a molybdenum disulfide
camshaft assembly lubricant, at assembly, was about the only
thing that could create this type of problem. My customer has
assembled many engines and had lubricated the camshaft properly
and followed correct break in procedures.
This got me on the phone to Delta Camshaft, one of our major
suppliers. Then the bad news came out: It’s today’s “modern” API
(American Petroleum Industry) approved oils that are killing our
engines.
Next call: To another major camshaft supplier, both stock and
performance (Crane). They now have an additive for whatever oil
you are using during break-in so that the camshaft and lifters
won’t fail in an unreasonably short period of time. They also
suggest using a diesel rated oil on flat tappet engines.
Next call: To a racing oil manufacturer that we use for the race
cars (Redline). Their response: “We are well aware of the
problem and we still use the correct amounts of those additives
in our products”. They continued to tell me they are not
producing API approved oils so they don’t have to test and
comply. Their oils were NOT the “new, improved and approved”
ones that destroy flat tappet engines! “We just build the best
lubricants possible”. Sounds stupid, doesn’t it, New-Approved
but inferior products, but it seems to be true for our cars.
To top this off: Our representative from a major supplier of
performance and street engine parts (EPWI) stopped by to “warn
us” of the problem of the NEW oils on flat tappet engines. This
was a call that the representative was making only because of
this problem to warn their engine builders! “The reduction of
the zinc, manganese and phosphates are causing very early
destruction of cams and followers”. They are recommending that,
for now at least, there must be a proper oil additive put in the
first oil used on new engines, beyond the liberal use of
molydisulfide assembly lube. They have been told that the first
oil is the time the additives are needed but remain skeptical
that the first change is all that is necessary. Their statement:
Use diesel rated oils such as Delo or Rotella that are usually
available at auto stores and gas stations.
This problem is BIG! American Engine Rebuilder's Association (AERA)
Bulletin #TB2333 directly addresses this problem. I had a short
discussion with their engineer and he agreed with all that I had
been finding.
Next phone call was to a retired engineer from Clevite, a major
bearing and component manufacturer. First surprise was that he
restored older British Motor bikes. The second surprise was that
he was “VERY” aware of this problem because many of the old
bikes had rectangular tappets that couldn’t rotate and are
having a very large problem with the new oils. He has written an
article for the British Bike community that verify all the “bad
news” we have been finding.
Comp Cams put out “#225 Tech Bulletin: Flat Tappet Camshafts”.
They have both an assembly lube and an oil additive. The telling
sentence in the bulletin was “While this additive was originally
developed specifically for break-in protection, subsequent
testing has proven the durability benefits of its long term use.
This special blend of additives promotes proper break-in and
protects against premature cam and lifter failure by replacing
some of the beneficial ingredients that the oil companies have
been required to remove from the off the–shelf oil”.
Next question: Now what do we do?
From the camshaft re-grinders (DeltaCam) “Use oils rated for
diesel use”, Delo (Standard Oil product) was named. About the
same price as other quality petroleum based oils. They are not
API formulated and have the zinc dithiophosphate we need in
weights we are familiar with.
From the camshaft manufacturer (Crane): “use our additive” for
at least the first 500 miles.
From General Motors (Chevrolet): add EOS, their oil fortifier,
to your oil, it’s only about $12.00 for each oil change for an 8
ounce can (This problem seems to be something GM has known about
for some time!).
From Redline Oil: Use our street formulated synthetics. They
have what we need!
From our major oil distributor: Distributing Castro, Redline,
Valvoline and Industrial oils: “After over a week of contacts we
have verified that the major oil companies are aware of the
problem”. “The representatives of the oil companies today are
only aware of marketing programs and have no knowledge of
formulation”. The only major oil companies they were aware of
for doing anything to address this are Valvoline that is
offering an “Off Road 20W-50” and Redline.
From Castrol: We are beginning to see a pattern emerging on
older cars. It may be advantageous to use a non-approved
lubricant, such as oils that are Diesel rated, 4 Cycle
Motorcycle oils and other specified diesel oils.
Last question: So what are we at Foreign Parts Positively going
to do? After much research we are switching to Redline Street
rated oils and stocking the Castrol products that are diesel
rated. Castrol, owned by British Petroleum, is now just a brand
name. This is a difficult decision as we have been a dealer and
great believer in all Castrol Products for over 40 years. We
have been using Castrol Syntech oil in new engines for about 3
years so the cost difference in changing to Redline is minimal.
The actual cost in operation is also less as the additive
package in Redline makes a 1-year or up to 18,000 mile change
recommended! Yes, it is a long change interval but with lowered
sulfur levels and the elimination of lead and many other
chemicals in the fuels there are less contaminants in our oil
from the fuel, which is the major contributor to oil
degradation. We will continue to offer the Castrol products but
will now only stock the suggested diesel oils that they produce.
Too many things are starting to show up on this subject and it
has cost us money and time. Be aware that “New and Improved”, or
even products we have been using for many years, are destroying
our cars as it isn’t the same stuff we were getting even a year
ago.
For the cars that use “engine oil” in their gearboxes this may
even pose a problem as these additives that have been removed
could be very critical in gear wear. We will be using oil
specifically formulated for Manual Gearboxes with Brass
Synchronizers. The only oils we are aware of that fit the
criteria are from General Motors and Redline.
If you have any additional input let us know. We need to let
every flat tappet engine owner, i.e.: every British Car owner
know that things are changing and we MUST meet the challenge.
Keith Ansell, President
Foreign Parts Positively, Inc.
www.ForeignPartsPositively.com
360-882-3596