hbleadsled
Senior Member
BOY am I glad I got you guys doing all this research on oil it sure helps me a lot. THANKS guys. Harold central coast Ca.
Starting off with the right engine oil.
- Thread starter don's 37
- Start date
aaron griffey
Member
Not recycled! Come on. They would have to state that on the bottle.
We've been using Walmart's Super Tech 5-30 in my wife's 2001 Corolla since it was new.
At 155,000 it does not need oil added between changes.
An "expert" says in a website he did that super tech is made by Quaker-Penn.
We've been using Walmart's Super Tech 5-30 in my wife's 2001 Corolla since it was new.
At 155,000 it does not need oil added between changes.
An "expert" says in a website he did that super tech is made by Quaker-Penn.
drive your car all year round
aaron griffey
Member
I know a few folks who use synthetic in their flathead. It doesn't leak out of their engines.
I use 10-30 in my '51 V8.
Years ago I always used SAE 20-20W as that's what the book said to use, that's what the local Ford dealer used and the full service garage where I worked in the 50's and 60's used 20. That's durring the hot weather. A few customers used 10-30 year 'round..
I remember a guy with a '50 Plymouth that used 10 all year. He had no problems with that engine and he said if it doesn't use oil he will always use 10.
I use 10-30 in my '51 V8.
Years ago I always used SAE 20-20W as that's what the book said to use, that's what the local Ford dealer used and the full service garage where I worked in the 50's and 60's used 20. That's durring the hot weather. A few customers used 10-30 year 'round..
I remember a guy with a '50 Plymouth that used 10 all year. He had no problems with that engine and he said if it doesn't use oil he will always use 10.
mj40's
Member
Or do as I do and add a bottle of ZDDP to every oil change. Zink is needed all of the time. Not just for break in with motors with metal to metal flat tapets. Motors are too expensive to take a chance and a few bucks is worth the time.
As part of an effort to reduce vehicle emissions, the U.S. EPA offers vehicle manufacturers "credits" for early implementation as well as penalties for violation of emission reduction standards. The EPA's program called for 100,000-mile catalytic converter life by 2004, 120,000 miles by 2007, and 150,000 miles by 2009. To achieve these goals, automotive manufacturers have pressured their oil suppliers to remove substances from motor oils that would shorten the service life, including the proven EP (extreme pressure) additive ZDDP (zinc dialkyldithiophosphate). Zinc and phosphorus from the ZDDP can be present in small amounts in the exhaust gas of an engine depending on the amount of oil which is consumed in combustion. These elements can coat the catalyst reducing the amount of catalyst exposed to the exhaust gases, ultimately increasing emissions at the tailpipe. As a result of the EPA mandate, the ZDDP level in engine oils has been declining since the mid-1990s, roughly coinciding with the implementation of OBDII.
ZDDP has been an important additive to engine oils for over 70 years, and has an excellent track record at protecting the sliding metal-to-metal cam lifter interface. Historically, ZDDP has been added to oils in amounts resulting in approximately 0.15% phosphorus, and 0.18% zinc. ZDDP protects by creating a film on cams and flat lifter contact points in response to the extreme pressure and heat at the contact point. The film of zinc and phosphorus compounds provides a sacrificial wear surface protecting the base metal of the cam and lifter from wear. In the course of normal service, this conversion of ZDDP to zinc and phosphorus compounds depletes the ZDDP level in the oil. Studies show that depending on the specific engine and severity of duty, after 2000-4000 miles of operation, the level of ZDDP can drop below that considered adequate to provide wear protection to the cam and lifters.
According to the SAE Tech Bulletin # 770087 [1] , operation of a flat tappet engine without adequate EP additives such as ZDDP quickly leads to lifter foot scuffing and cam lobe wear. Camshafts are typically only surface hardened leaving the core ductile for strength. According to the SAE Bulletin, once cam lobe wear reaches 0.0002, "subsequent wear is usually rapid and catastrophic." Two ten-thousandths of an inch is one fifth the thickness of an average human hair.
In order to make engines last in the absence of ZDDP, virtually all IC (internal combustion) engines designed in the last ten years utilize roller lifters. Today, ZDDP has been removed from practically all automotive engine oils, rendering them unsuitable for use with older engines with non-roller lifters.
As part of an effort to reduce vehicle emissions, the U.S. EPA offers vehicle manufacturers "credits" for early implementation as well as penalties for violation of emission reduction standards. The EPA's program called for 100,000-mile catalytic converter life by 2004, 120,000 miles by 2007, and 150,000 miles by 2009. To achieve these goals, automotive manufacturers have pressured their oil suppliers to remove substances from motor oils that would shorten the service life, including the proven EP (extreme pressure) additive ZDDP (zinc dialkyldithiophosphate). Zinc and phosphorus from the ZDDP can be present in small amounts in the exhaust gas of an engine depending on the amount of oil which is consumed in combustion. These elements can coat the catalyst reducing the amount of catalyst exposed to the exhaust gases, ultimately increasing emissions at the tailpipe. As a result of the EPA mandate, the ZDDP level in engine oils has been declining since the mid-1990s, roughly coinciding with the implementation of OBDII.
ZDDP has been an important additive to engine oils for over 70 years, and has an excellent track record at protecting the sliding metal-to-metal cam lifter interface. Historically, ZDDP has been added to oils in amounts resulting in approximately 0.15% phosphorus, and 0.18% zinc. ZDDP protects by creating a film on cams and flat lifter contact points in response to the extreme pressure and heat at the contact point. The film of zinc and phosphorus compounds provides a sacrificial wear surface protecting the base metal of the cam and lifter from wear. In the course of normal service, this conversion of ZDDP to zinc and phosphorus compounds depletes the ZDDP level in the oil. Studies show that depending on the specific engine and severity of duty, after 2000-4000 miles of operation, the level of ZDDP can drop below that considered adequate to provide wear protection to the cam and lifters.
According to the SAE Tech Bulletin # 770087 [1] , operation of a flat tappet engine without adequate EP additives such as ZDDP quickly leads to lifter foot scuffing and cam lobe wear. Camshafts are typically only surface hardened leaving the core ductile for strength. According to the SAE Bulletin, once cam lobe wear reaches 0.0002, "subsequent wear is usually rapid and catastrophic." Two ten-thousandths of an inch is one fifth the thickness of an average human hair.
In order to make engines last in the absence of ZDDP, virtually all IC (internal combustion) engines designed in the last ten years utilize roller lifters. Today, ZDDP has been removed from practically all automotive engine oils, rendering them unsuitable for use with older engines with non-roller lifters.