Oil Is Killing Our
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
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
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
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.