Vr-1?

J

jeepguy1948

Well-known member
Due to death in the family I find myself with a case of Valvoline VR1 20-50 engine oil. Who would run it in their Model A and who would recycle it? I have no other use for it.
 
I ran Valvoline 20W50 oil in my cars for years with absolutely no problems. If I were closer, I'd snag what you have.
 
I had my engine rebuilt by Schwalm’s and they want you to use VR-1. It is good oil and works well in my engine.
 
I run that oil in my Burtz engine. It is great oil. Just do not use it in your modern car that has a catalytic converter. It will destroy the converter.
 
For what it’s worth, I run it in the high compression touring engine built by Steve Becker (Bert’s Model A Store). This was recommended by Jimmy Taylor in New Braunfels.
 
I not only run it in my original Model A but also my 1948 Ford panel truck that has a GM crate 350 engine. I don't think oil gets any better than VR-1.

I don't know what they called it back then but in the 60's we used Valvoline Racing Oil in our high-performance engines. I assume that it's the same; more or less.
 
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Best of both worlds - synthetic & zinc - even though the A does not need zinc.


Valvoline VR1 Full Synthetic 20W-50 is a high-performance racing oil featuring high levels of ZDDP (zinc and phosphorus) to deliver double the zinc protection of standard oils, maximizing flat-tappet cam and high-output engine longevity under extreme thermal stress.
 
I thought the same thing until someone told me only some high compression engines need Zinc. Model A's are low compression.
 
Bruce of MN said:
I thought our flat tappets benefitted from zinc?
Click to expand...
It's not compression. It's valve spring pressure and that is so low in the A you don't need it. It wasn't even an oil additive until 1944.
It was phased out starting in the mid 90s because it's detrimental to catalytic convertors. This is why all the manufacturers had to start using roller lifters.


2004 (API SM specification): The most critical drop occurred when the API capped ZDDP levels at 800 ppm for standard passenger car motor oils (viscosities of 10W-30 and lower). This significant 20% reduction caused widespread wear issues for classic cars with flat-tappet camshafts.


Zinc (ZDDP) in motor oil becomes critical when valve spring pressures reach or exceed specific thresholds, primarily because standard API passenger car oils are only certified and tested up to a maximum of 215 lbs of open valve spring pressure. High-performance builds and classic flat-tappet configurations routinely exceed these limits, creating intense friction that requires a sacrificial zinc layer to prevent catastrophic metal-to-metal wear.


From Jim Brierley's notes you can see the A is far below the need for zinc:
VALVE SPRINGS​
Stock installed spring length is approx. 2½ inches. Spring pressure at that length is approximately 32 lbs. Following is a chart giving spring pressures at different lengths. (Model A springs). A Metal cam gear is recommended on all performance grinds and is a good idea even with a stock cam. An aluminum gear works well and are not noisy as some claim.


LENGTH PRESSURE
2 3/8" 40 # (Recommended for stock B or C cam)
2 1/4" 52 # Note: A spacer made from 3/4" water pipe
2 1/8" 62 # works nicely and will stay in place if
2" 73 # cut off squarely, such as done in a lathe.
1 7/8" 83 #


Coil bind occurs at approx. 1 1/2" (with A springs) 60 lbs. pressure, on the seat, is recommended for most "street" cams/engines. 90 lbs. is recommended for racing, a different type of spring is needed for racing engines in order to achieve this pressure.
 
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