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:
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
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
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
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
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
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
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.
At this time, late October 2006, it appears that our
old staple, Castrol, has reduced the ZDDP in GTX to about half what it
used to be. The safest bet right now seems to be either the use of
Redline (synthetic) or Valvoline VR1. Today I purchased 7 quarts
of Valvoline VR1 20W-50 at AutoZone for $2.79/quart.
More from Keith Ansell:
Oil is Killing our cars Part II
Last month’s report on this subject is turning out to be just the tip of
the iceberg! Many publications have had this subject of zinc-dialkyl-dithiophosphate
(ZDDP) covered in varying depths over the last few months. Some
publications have even had conflicting stories when you compare one
month’s article with their next month’s article! They are all ending up
supporting our report.
I have had the good fortune to have the ear of quite a few leaders in
the industry including some wonderful input from Castrol. We have been
very reluctant to “dump” Castrol, as it has been such a great supporter
of our cars and industry over the years. Castrol hasn’t really abandoned
our cars, just shifted to a more mass marketing mode. Many Castrol
products are not appropriate for our cars today, some still are.
Now for the latest report:
#1 Castrol GTX 20W-50 is still good for our cars after break-in! 10W-40,
10W-30 and other grades are NOT good. Absolute NOT GOOD for any oil (Any
Brand) that is marked “Energy Conserving” in the API “Donut” on the
bottle, these oils are so low with ZDDP or other additives that they
will destroy our cams. Virtually all “Diesel” rated oils are acceptable.
#2 Castrol HD 30 is a very good oil for break-in of new motors. This oil
has one of the largest concentrations of ZDDP and Moly to conserve our
cams and tappets.
#3 Only an unusual Castrol Syntec 20W-50 approaches the levels of
protection we need when we look to the better synthetic lubricants. We
are attempting to get this oil but will be using Redline 10W-40 or
10W-30 as these are lighter weights for better performance, flow volume,
less drag and has the additive package we need.
#4 The trend today is to lighter weight oils to decrease drag, which
increases mileage. Most of these seem to be the “Energy Conservation”
oils that we cannot use.
#5 Redline oil and others are suggesting a 3,000-mile break-in for new
engines! Proper seating of rings, with today’s lubricants is taking that
long to properly seal. Shifting to synthetics before that time will just
burn a lot of oil and not run as well as hoped.
#6 The “Energy Conservation“ trend was first lead by automakers to
increase mileage numbers and secondly because the ZDDP and other
chemicals degrade the catalytic converter after extended miles,
increasing pollution. We don’t have catalytic converters and the mileage
gains are not that significant for most of us.
For you science buffs: ZDDP is a single polar molecule that is attracted
to Iron based metals. The one polar end tends to “Stand” the molecule up
on the metal surface that it is bonded to by heat and friction. This
forms a sacrificial layer to protect the base metal of the cam and
tappet from contacting each other. Only at very high pressures on a flat
tappet cam is this necessary because the oil is squeezed/wiped from the
surface. This high pressure is also present on the gudgeon pin (wrist
pin) in diesel engines, therefore the need for ZDDP in diesel engines.
Second part of the equation is Molybdenum disulfide (Moly). The moly
bonds to the zinc adding an additional, very slippery, sacrificial layer
to the metal. I found out that too much of the moly will create
problems; lack of this material reduces the effectiveness of the ZDDP.
The percentage, by weight is from .01 to .02%, not much, but necessary.
Latest conclusions: Running our older, broken in engines on Castrol
20W-50 GTX is ok.
Break in a new engine for 3,000 miles on HD 30 Castrol.
New engines (after break-in) and fairly low mileage engines will do best
with the Redline 10W-40 or 10W-30 synthetic.
We’ll keep you apprised of any new findings! Happy motoring for now!
Paul Hinchcliffe, CCBCC's esteemed head honcho, brought this issue to
the attention of William Petitjohn of Lubrication Specialties
Corporation. Look for them at
http://www.steamenginelube.com/. Among other things, they custom
blend a proper lubricant for TC steering boxes. Here's a copy of his
response to Paul:
Thank you for your
email with the "new, improved, inferior oil thread". This is an old
story as many older machines are being left in the dust by the major oil
manufacturers. Automotive engine oils drive this entire industry and I
think the references to smaller, specialty blenders who still
manufacture engine oils with the ZDDP in them is the only real solution
as the major manufacturers will always comply with the ever changing
high volume requirements of the automobile manufacturers.
We, like the
Redline oils have filled the widening gap within the heritage and hobby
machine groups our oils address.
ZDDP and other
extreme pressure additives are surface modifiers. They modify bearing
and journal surface characteristics to allow lubricants to develop more
"oiliness" (an old term) or lubricity and reduce the tendency to scuff
and gall under heavily loaded boundary lubrication situations.
Camshafts and lifters in high speed engines definitely fit this category
due to the high velocities and accelerations required to open and close
valves many times per second.
We do not
manufacture modern automotive engine oils because we do not stock the
many additives that make up something like 20% of the total oil by
volume. Even though Zinc may not be in many engine oils now other
addtives such as detergent dispersants, anti-oxidation additives,
viscosity builders, etc are still required. Therefore, the Redline oils
may be best because it sounds like they blend their own oils and put in
additives that satisfy older engine requirements. It is best to deal
with a smaller blender who can tell you unequivocally what is in his
oils. I would be leary of the diesel rated oils because these are
manufactured by major oil blenders who have a bad habit of changing
formulations willy nilly without prior notice. Diesel engine oil
specifications are in a state of turmoil just like gasoline engine oils
and zinc additives could easily disappear from these oils too. In fact
railroad diesel engine oils have always been zinc free due to conflicts
with bearing materials.
The thread is very
interesting and confirms my basic business proposition -- It is possible
to make a growth business opportunity out of a declining market! We are
very happy our PB&J460 formula 3 Green Velvet Pin, Bearing & Journal Oil
is working well in your steering gear box. Please refer us to other MG
owners as the opportunity arises. Good luck and keep in touch.
About Bill Petitjean::
Corporation is a blender of specialty lubricants aimed primarily at
heritage and hobby machinery requiring straight mineral oil lubricants.
Their specialty products include traditional steam cylinder oils,
bearing oils for open bearings with boundary mode lubrication, low
carbon air compressor oils, compounded marine bearing oils and
biodegradable oils for 100% loss lubrication service.
LSC is owned by William L. Petitjean, P.E. and Scott Lindsay and is now
located in Stearns, Kentucky. Lindsay and Petitjean together have over
70 years of experience with reciprocating steam engines and bring a
wealth of application experience to the specialty lubricating oil
business. LSC has recently introduced several old/new oils to their
product line in response to the increasing needs of heritage/hobby
machine operators. As major oil manufacturers abandon old,
non-performing product lines LSC stands ready to fill the gap with
traditional products that are necessary to keep older machinery running
smoothly and efficiently."
I have no
idea about the rest of you, but I'm switching. It's time for Lazarus'
annual oil and filter change (I did manage to just about get in 3,000
miles worth of driving this year). I'm not comfortable with Castrol's
reduction of ZDDP. The safest bet right now seems to be either the use
of Redline (synthetic) or Valvoline VR1. I've been using Redline
products in Lazarus' gearbox and differential for quite a while now,
thanks to the late Skip Kelsey. However, the pricetag on seven quarts
of their oil is a bit steep. Today I purchased 7 quarts of Valvoline
VR1 20W-50 at AutoZone for $2.79/quart.