80 oil brands he tested pulled off the Smokeriders site

Everything you want to know about oil but were "afraid to ask"!

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Suzukidave
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80 oil brands he tested pulled off the Smokeriders site

Post by Suzukidave »

http://www.mtfca.com/discus/messages/33 ... 1363132150" onclick="window.open(this.href);return false;

This is LONG POST .... :-)

On one of the many forums I belong to, this guy posted a detailed analysis of various oil brands that includes additive amounts ....

There are over 80 oil brands he tested listed below !

I found it interesting - maybe you will too ....



I used to be a big fan of Royal Purple until I performed dynamic "Wear Testing" on it. Then I dropped it cold and never went back. If you take a look at the ranking list below, you'll see why. It's near the bottom for most of their oils, no matter how many times you test it. Funny thing about independent testing like that. RP's advertising doesn't match up to reality. Imagine that. Has anyone ever seen advertising that over sold a product?

The only good thing I've seen from RP regarding actual real world testing, is that their thinner XPR racing oils consistently produce higher HP levels on the dyno.
But, slipperiness or friction reduction is totally different than wear protection.

Oil choices are very much like Religion and Politics, in that everyone is very set in their ways about them. And there is usually no changing anyone's mind.
But, if you care to see real world "wear test" results, read on.

The lower ranked oils are not necessarily bad. They simply don't provide as much reserve wear protection as higher ranked oils. For example, if oil "A" has a 110,000 psi "load carrying capacity/film strength" in this test, and oil "B" has only a 60,000 psi "load carrying capacity/film strength" in this test, it's not hard to understand the fact that oil "A" with its WHOPPING 83% HIGHER WEAR PROTECTION CAPABILITY, will provide a MUCH HIGHER level of reserve wear protection in a running engine as well.

The whole thing simply comes down to what is called "margin of safety" or extra reserve wear protection capability. Let's say the lowest ranked oil has a 20% margin of safety relative to your engine's needs, which means that the oil's capability "exceeds" your engine's needs by 20%. So, you are in good shape and you will never see a problem.

However, if something bad happens like an overheating condition, or an oiling condition, or a loading condition, or some parts heading south, or whatever, and your oil protection requirements increase to say 50% above your engine's typical needs. Now you've just exceeded the oil's capability by a whopping 30%, and your engine is junk.

But, what if you'd been running an oil that had a whopping 70% margin of safety to begin with? In this case, when your engine's needs went up 50%, but you still have another 20% capability above that. And your engine would still live to fight another day. So, it's up to each person to decide what level of wear protection they are comfortable with for their particular engine combo.

The higher the psi value, the higher the wear protection

You might also want to consider THE BENEFITS OF USING THINNER OIL:

• Thinner oil flows quicker at cold start-up to begin lubricating vital engine components much more quickly than thicker oil can.

• Thinner oil flows more at normal operating temperatures. And oil flow is lubrication, but oil pressure is NOT. Oil pressure is only a measurement of resistance to flow. Of course you need enough oil pressure to move the oil, but oil pressure in and of itself, is NOT what you are after. Running thicker oil just to up the oil pressure is the wrong thing to do, because that only reduces flow and lubrication.

• The old rule of thumb of 10 psi for every 1,000 rpm is perfectly fine. Running thicker oil to achieve any more pressure than that, will simply reduce flow for no good reason. It is best to run the thinnest oil you can, that will maintain the rule of thumb oil pressure.

• Oil flow is what carries heat away from vital engine components. Engine components are directly oil cooled, but only indirectly water cooled. If you run thicker oil than needed, you will be driving up engine component temps. Thinner oil will keep engine components cooler because it carries heat away faster.

• Thinner oil will increase HP because of less viscous drag, compared to thicker oils.

Almost no one should ever need to run oil thicker than a multi-viscosity 30 weight. The lower the first number cold viscosity rating, the better the cold flow. For example, 0W30 flows WAY better cold than 20W50. And 0W30 flows WAY better cold than straight 30wt, which is horrible for cold start-up flow and should be avoided at all cost. And the lower the second number hot viscosity rating, the better the hot flow. For example, 0W30 flows WAY better hot than 20W50.

Here's the "Wear Protection" ranking of all the oils I've tested over the past year. The higher the psi value, the better the protection:

1. 5W30 Pennzoil Ultra, API SM synthetic = 115,612 psi
I have not been able to find this oil with the latest API SN certification. The bottle says, "No leading synthetic oil provides better wear protection". For once, a product's hype turns out to be true.
zinc = 806 ppm
phos = 812 ppm
moly = 66 ppm

2. "USED" 5W30 Chevron Supreme, API SN conventional with 5,000 miles on it = 112,992 psi
zinc = TBD
phos = TBD
moly = TBD
total anti-wear = TBD

The wear protection capability psi value shown here is 13% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 112,992 psi value shown here. So, the number is correct. I've tested two USED oils so far, and both times the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil's wear protection capability does not drop.

3. "USED" 5W30 Castrol GTX, API SN conventional with 5,000 miles on it = 110,505 psi
zinc = TBD
phos = TBD
moly = TBD
total anti-wear = TBD

The wear protection capability psi value shown here is 16% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 110,505 psi value shown here. So, the number is correct. I've tested three USED oils so far, and each time the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil's wear protection capability does not drop.

4. "USED" 5W20 Castrol Edge with Titanium, API SN synthetic with 5,000 miles on it = 107,391 psi
zinc = 791 ppm (down 251 ppm or down 24% from new)
phos =643 ppm (down 214 ppm or down 25% from new)
moly = 67 ppm (down 33 ppm or down 33% from new)
titanium = 36 ppm (down 13 ppm or down 27% from new)
total anti-wear = 1537 ppm (down 511 ppm or down 25% from new)

The wear protection capability psi value shown here is 7% "higher" than the wear protection capability psi value for this oil when it was brand new oil. Repeated testing of this used oil showed consistent values within a few percent of this posted value. Those test results were averaged and came out to the final 107,391 psi value shown here. So, the number is correct. I've tested three USED oils so far, and each time the used oil final psi values have been noticeably and consistently higher that the new oil testing performed on those oils.

The new and used oils no doubt came from different batches of oil, because of the purchasing and testing time differences. But, the consistent improvement of the used oil's wear protection capability, does indicate a change in the oil as it ages. And the important thing is that testing proves that there is NO LOSS of wear protection in used oil, even though the anti-wear component levels drop SIGNIFICANTLY due to normal depletion over time. Higher levels of anti-wear components only provides "longer" wear protection, NOT "more" wear protection. As long as those anti-wear components are not completely exhausted, you are still good to go.

These results also show that the normal practice of "Wear Testing" brand new oil is representative of the oil's overall wear protection capability, since the used oil's wear protection capability does not drop.

5. 10W30 Lucas Racing Only synthetic = 106,505 psi
zinc = 2642 ppm
phos = 3489 ppm
moly = 1764 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

6. 5W30 Mobil 1, API SN synthetic = 105,875 psi
zinc = 801 ppm
phos = 842 ppm
moly = 112 ppm

7. 0W30 Amsoil Signature Series 25,000 miles, API SN synthetic = 105,008 psi
zinc = 824 ppm
phos = 960 ppm
moly = 161 ppm

8. 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil = 103,846 psi
zinc = 1669 ppm
phos = 1518 ppm
moly = 784 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

9. 5W50 Motorcraft, API SN synthetic = 103,517 psi
zinc = 606 ppm
phos = 742 ppm
moly = 28 ppm

10. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
moly = 3 ppm

11. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
zinc = 1180 ppm
phos = 1112 ppm
moly = 162 ppm

12. 5W30 Chevron Supreme, API SN conventional = 100,011 psi
This one only costs $4.29 per quart at the Auto Parts Store where I bought it.
zinc = 1018 ppm
phos = 728 ppm
moly = 161 ppm

13. 5W20 Castrol Edge with Titanium, API SN synthetic = 99,983 psi
zinc = 1042 ppm
phos = 857 ppm
moly = 100 ppm
titanium = 49 ppm

14. 20W50 Castrol GTX ,API SN conventional = 96,514 psi
zinc = 610 ppm
phos = 754 ppm
moly = 94 ppm

15. 30 wt Red Line Race Oil synthetic = 96,470 psi
zinc = 2207 ppm
phos = 2052 ppm
moly = 1235 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

16. 0W20 Mobil 1 Advanced Fuel Economy, API SN synthetic = 96,364 psi
zinc = 742 ppm
phos = 677 ppm
moly = 81 ppm

17. 5W30 Quaker State Ultimate Durability, API SN synthetic = 95,920 psi
zinc = 877 ppm
phos = 921 ppm
moly = 72 ppm

18. 5W30 Castrol Edge with Titanium, API SN synthetic = 95,717 psi
zinc = 818 ppm
phos = 883 ppm
moly = 90 ppm
titanium = 44 ppm

19. 10W30 Joe Gibbs XP3 NASCAR Racing Oil synthetic = 95,543 psi
zinc = 743 ppm
phos = 802 ppm
moly = 1125 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

20. 5W20 Castrol GTX, API SN conventional = 95,543 psi
zinc = TBD
phos = TBD
moly = TBD
NOTE: Oil numbers 18 and 19 were tested weeks apart, but due to the similarities in their wear scar sizes, their averages ended up the same.

21. 5W30 Castrol GTX ,API SN conventional = 95,392 psi
zinc = 830 ppm
phos = 791 ppm
moly = 1 ppm

22. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
moly = 52 ppm

23. 5W30 Valvoline SynPower, API SN synthetic = 94,942 psi
zinc = 969 ppm
phos = 761 ppm
moly = 0 ppm

24. 5W30 Valvoline Premium Conventional, API SN = 94,744 psi
zinc = TBD
phos = TBD
moly = TBD

25. 5W20 Mobil 1, API SN synthetic = 94,663 psi
zinc = 764 ppm
phos = 698 ppm
moly = 76 ppm

26. 5W20 Valvoline SynPower, API SN synthetic = 94,460 psi
zinc = 1045 ppm
phos = 742 ppm
moly = 0 ppm

27. 5W30 Lucas, API SN conventional = 92,073 psi
zinc = 992 ppm
phos = 760 ppm
moly = 0 ppm

28. 5W30 O'Reilly (house brand), API SN conventional = 91,433 psi
This one only costs $3.99 per quart at the Auto Parts Store where I bought it.
zinc = 863 ppm
phos = 816 ppm
moly = 0 ppm

29. 5W30 Maxima RS530 Synthetic Racing Oil = 91,162 psi
zinc = 2162 ppm
phos = 2294 ppm
moly = 181 ppm

30. 5W30 Red Line, API SN synthetic = 91,028 psi
zinc = TBD
phos = TBD
moly = TBD

31. 5W20 Royal Purple API SN synthetic = 90,434 psi
zinc = 964 ppm
phos = 892 ppm
moly = 0 ppm

32. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
moly = 99 ppm

33. 10W60 Castrol TWS Motorsport, API SJ conventional = 90,163 psi
This oil is manufactured in Europe and is sold in the US for BMW models M3, M5, M6, Z4M, and Z8.
zinc = TBD
phos = TBD
moly = TBD

34. 5W20 Valvoline Premium Conventional, API SN = 90,144 psi
zinc = TBD
phos = TBD
moly = TBD

35. 30 wt Castrol Heavy Duty, API SM conventional = 88,089 psi
zinc = 907 ppm
phos = 829 ppm
moly = 56 ppm

36. 20W50 LAT Synthetic Racing Oil, API SM = 87,930 psi
zinc = TBD
phos = TBD
moly = TBD

37. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi
zinc = 1247 ppm
phos = 1137 ppm
moly = 24 ppm

38. 5W20 Pennzoil Ultra, API SM synthetic = 86,034 psi
I have not been able to find this oil with the latest API SN certification.
zinc = TBD
phos = TBD
moly = TBD

39. 15W40 RED LINE Diesel Oil synthetic, API CJ-4/CI-4 PLUS/CI-4/CF/CH-4/CF-4/SM/SL/SH/EO-O = 85,663 psi
zinc = 1615 ppm
phos = 1551 ppm
moly = 173 ppm

40. 5W30 Royal Purple API SN synthetic = 84,009 psi
zinc = 942 ppm
phos = 817 ppm
moly = 0 ppm

41. 20W50 Royal Purple API SN synthetic = 83,487 psi
zinc = 588 ppm
phos = 697 ppm
moly = 0 ppm

42. 20W50 Kendall GT-1 High Performance with liquid titanium, API SN conventional = 83,365 psi
zinc = 991 ppm
phos = 1253 ppm
moly = 57 ppm
titanium = 84 ppm

43. 5W30 Mobil 1 Extended Performance 15,000 mile, API SN synthetic = 83,263 psi
zinc = 890 ppm
phos = 819 ppm
moly = 104 ppm

44. 0W20 Castrol Edge with Titanium, API SN synthetic = 82,867 psi
zinc = TBD
phos = TBD
moly = TBD

45. 5W30 LAT Synthetic Racing Oil, API SM = 81,800 psi
zinc = 1784 ppm
phos = 1539 ppm
moly = 598 ppm

46. 15W40 ROYAL PURPLE Diesel Oil synthetic, API CJ-4 /SM, CI-4 PLUS, CH-4, CI-4 = 76,997 psi
zinc = TBD
phos = TBD
moly = TBD

47. 5W30 Lucas API SM synthetic = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
moly = 0 ppm

48. 5W30 GM's AC Delco dexos 1 API SN semi-synthetic = 76,501 psi
zinc = 878 ppm
phos = 758 ppm
moly = 72 ppm

49. 5W50 Castrol Edge with Syntec API SN, synthetic, formerly Castrol Syntec, black bottle = 75,409 psi
zinc = 1252 ppm
phos = 1197 ppm
moly = 71 ppm

50. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi
zinc = 1421 ppm
phos = 1338 ppm
moly = 204 ppm
NOTE: This particular bottle of oil was just opened, but was out of a 3 ½ year old case.

51. 5W40 MOBIL 1 TURBO DIESEL TRUCK synthetic, API CJ-4, CI-4 Plus, CI-4, CH-4 and ACEA E7 = 74,312 psi
zinc = 1211 ppm
phos = 1168 ppm
moly = 2 ppm

52. 15W40 CHEVRON DELO 400LE Diesel Oil, conventional, API CJ-4, CI-4 Plus, CH-4, CF-4,CF/SM, = 73,520 psi
zinc = 1519 ppm
phos = 1139 ppm
moly = 80 ppm

53. 15W40 MOBIL DELVAC 1300 SUPER Diesel Oil conventional, API CJ-4, CI-4 Plus, CI-4, CH-4/SM, SL = 73,300 psi
zinc = 1297 ppm
phos = 1944 ppm
moly = 46 ppm

54. 15W40 Farm Rated Heavy Duty Performance Diesel Oil conventional CI-4, CH-4, CG-4, CF/SL, SJ = 73,176 psi
zinc = 1325ppm
phos = 1234 ppm
moly = 2 ppm

55. 15W40 SHELL ROTELLA T Diesel Oil conventional, API CJ-4, CI-4 Plus, CH-4, CF-4,CF/SM = 72,022 psi
zinc = 1454 ppm
phos = 1062 ppm
moly = 0 ppm

56. Brad Penn, Penn Grade 1 Nitro 70 Racing Oil semi-synthetic = 72,003 psi
zinc = TBD
phos = TBD
moly = TBD

57. 0W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,377 psi
zinc = 1621 ppm
phos = 1437 ppm
moly = 0 ppm

58. 15W40 "OLD" SHELL ROTELLA T Diesel Oil conventional, API CI-4 PLUS, CI-4, CH-4,CG-4,CF-4,CF,SL, SJ, SH = 71,214 psi
zinc = 1171 ppm
phos = 1186 ppm
moly = 0 ppm

59. 10W30 Brad Penn, Penn Grade 1 semi-synthetic = 71,206 psi
zinc = 1557 ppm
phos = 1651 ppm
moly = 3 ppm

60. 15W40 VALVOLINE PREMIUM BLUE HEAVY DUTY DIESEL Oil conventional, API CJ-4, CI-4 Plus, CI-4, CH-4, CG-4, CF-4, CF/SM = 70,869 psi
zinc = TBD
phos = TBD
moly = TBD

61. 15W50 Mobil 1, API SN synthetic = 70,235 psi
zinc = 1,133 ppm
phos = 1,168 ppm
moly = 83 ppm

62. 5W40 CHEVRON DELO 400LE Diesel Oil synthetic, API CJ-4, CI-4 Plus, CI-4, SL, SM = 69,631 psi
zinc = TBD
phos = TBD
moly = TBD

63. 30wt Edelbrock Break-In Oil conventional = 69,160 psi
zinc = 1545 ppm
phos = 1465 ppm
moly = 4 ppm

64. 5W30 Motorcraft, API SN synthetic = 68,782 psi
zinc = 796 ppm
phos = 830 ppm
moly = 75 ppm

65. 10W40 Edelbrock synthetic = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
moly = 121 ppm
This oil is manufactured for Edelbrock by Torco.

66. 5W40 SHELL ROTELLA T6 Diesel Oil synthetic, API CJ-4, CI-4 Plus, CI-4, CH-4, SM, SL = 67,804 psi
zinc = TBD
phos = TBD
moly = TBD

67. 15W40 LUCAS MAGNUM Diesel Oil, conventional, API CI-4,CH-4, CG-4, CF-4, CF/SL = 66,476 psi
zinc = 1441 ppm
phos = 1234 ppm
moly = 76 ppm

68. 15W40 CASTROL GTX DIESEL Oil conventional, API CJ-4, CI-4 Plus, CI-4, CH-4, CG-4, CF-4/SN = 66,323 psi
zinc = TBD
phos = TBD
moly = TBD

69. 10W30 Royal Purple HPS (High Performance Street) synthetic = 66,211 psi
zinc = 1774 ppm
phos = 1347 ppm
moly = 189 ppm

70. 10W40 Valvoline 4 Stroke Motorcycle Oil, API SJ conventional = 65,553 psi
zinc = 1154 ppm
phos = 1075 ppm
moly = 0 ppm

71. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
moly = 339 ppm

72. "ZDDPlus" added to Royal Purple 20W50, API SN, synthetic = 63,595 psi
zinc = 2436 ppm (up 1848 ppm)
phos = 2053 ppm (up 1356 ppm)
moly = 2 ppm (up 2 ppm)

The psi value here is 24% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil's chemical composition. And that is precisely what we see here. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil's wear prevention capability. Just the opposite of what was promised. Buyer beware.

73. Royal Purple 10W30 Break-In Oil conventional = 62,931 psi
zinc = 1170 ppm
phos = 1039 ppm
moly = 0 ppm

74. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
moly = 871 ppm

75. 0W20 Klotz Estorlin Racing Oil, API SL synthetic = 60,941 psi
zinc = TBD
phos = TBD
moly = TBD

76. 10W30 Comp Cams Muscle Car & Street Rod Oil, synthetic blend = 60,413 psi
zinc = 1673 ppm
phos = 1114 ppm
moly = 67 ppm
This oil is manufactured for Comp Cams by Endure.

77. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
moly = 227 ppm

78. Summit Racing 10W40 Premium Racing Oil, API SL = 59,483 psi
zinc = TBD
phos = TBD
moly = TBD

79. 10W40 Edelbrock conventional = 59,120 psi
zinc = TBD
phos = TBD
moly = TBD
This oil is manufactured for Edelbrock by Torco.

80. 0W20 LAT Synthetic Racing Oil, API SM = 57,228 psi
zinc = TBD
phos = TBD
moly = TBD

81. "ZDDPlus" added to O'Reilly (house brand) 5W30, API SN, conventional = 56,728 psi
zinc = 2711 ppm (up 1848 ppm)
phos = 2172 ppm (up 1356 ppm)
moly = 2 ppm (up 2 ppm)

The psi value here is a whopping 38% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil's chemical composition. And that is precisely what we see here. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil's wear prevention capability. Just the opposite of what was promised. Buyer beware.

82. "ZDDPlus" added to Motorcraft 5W30, API SN, synthetic = 56,243 psi
zinc = 2955 ppm (up 1848 ppm)
phos = 2114 ppm (up 1356 ppm)
moly = 76 ppm (up 2 ppm)

The psi value here is 12% LOWER than this oil had BEFORE the ZDDPlus was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil's chemical composition. And that is precisely what we see here. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil's wear prevention capability. Just the opposite of what was promised. Buyer beware.

83. "Edelbrock Zinc Additive" added to Royal Purple 5W30, API SN, synthetic = 54,044 psi
zinc = 1515 ppm (up 573 ppm)
phos = 1334 ppm (up 517 ppm)
moly = 15 ppm (up 15 ppm)

The psi value here is a whopping 36% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil's chemical composition. And that is precisely what we see here. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil's wear prevention capability. Just the opposite of what was promised. Buyer beware.

84. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
moly = 180 ppm

85. "Edelbrock Zinc Additive" added to Lucas 5W30, API SN, conventional = 51,545 psi
zinc = 1565 ppm (up 573 ppm)
phos = 1277 ppm (up 517 ppm)
moly = 15 ppm (up 15 ppm)

The psi value here is a "breath taking" 44% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil's chemical composition. And that is precisely what we see here. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil's wear prevention capability. Just the opposite of what was promised. Buyer beware.

86. "Edelbrock Zinc Additive" added to Motorcraft 5W30, API SN, synthetic = 50,202 psi
zinc = 1680 ppm (up 573 ppm)
phos = 1275 ppm (up 517 ppm)
moly = 89 ppm (up 15 ppm)

The psi value here is 22% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Oil companies always say to NEVER add anything to their oils, because adding anything will upset the carefully balanced additive package, and ruin the oil's chemical composition. And that is precisely what we see here. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil's wear prevention capability. Just the opposite of what was promised. Buyer beware.

87. 30wt Lucas Break-In Oil conventional = 49,455 psi
zinc = 4483 ppm
phos = 3660 ppm
moly = 3 ppm
the older i get the faster i was
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