What is the best oil for flat tappet solid with high/press

[dirtracr5]

we run about 360 over the nose. very aggressive flat tappets turning 7400rpm or so in circle track. have been running gibbs for a number of years with zero failures.

[CamKing]

Flat tappet wise you cannot go past using Gibbs, they are a Nascar team and they do have to work with flat tappets.

NASCAR hasn't ran cast iron flat tappet cams and iron tappets for over 20 years.
The Powdered metal cams and DLC coated tool steel lifters have little in common with what most racers know as a flat tappet cam.

Camking you are right on the money, we are running a cast iron cam that has been plasma nitridied and Ferrea tool steel coolface lifters.
Pressures on the nose are 425lbs ,what oil have you found to be the best running these pressures

We run 420# on the nose, no nitriding, and our Iron EDM'd lifters. We use Brad Penn Break-in oil, then Brad Penn non-synthetic.

[CamKing]

I see the nose pressure put up on threads like this like that the real issue. '
I'd like to know from some one like Mike, do you see more racing cams that fail AFTER break in, fail from the top down, or the bottom up?

It's the nose pressure that wipes out the flat tappet cams during break-in.
Seat pressure is not an issue.
First thing to go is the taper on the top of the lobe, then the lifter stops spinning, and that wipes out the lifter and cam.

[lorax]

I see the nose pressure put up on threads like this like that the real issue. '
I'd like to know from some one like Mike, do you see more racing cams that fail AFTER break in, fail from the top down, or the bottom up?

It's the nose pressure that wipes out the flat tappet cams during break-in.
Seat pressure is not an issue.
First thing to go is the taper on the top of the lobe, then the lifter stops spinning, and that wipes out the lifter and cam.

Thanks Mike, I understand that during break in. I was more interested if the same holds true once the cam has been broken in, and the cam at some point is no longer usable. I hear of flat tappets in extreme use lasting X period of time. When they fail, is most of the wear on the nose, or the flank?

[CamKing]

It's still the nose.
I have a shelf full of cams that come out of the Richard Petty Driving experience cars. They run them for 24,000 miles with 160# on the seat and 440# over the nose. All the wear is up over the nose. The bottom halfs of the flanks look fine.

[sportsroof]

I find this very interesting as I was about to ask the same question. Just out of curiosity, the Gibbs oil I want to use (XP6) cost about $32 a quart here in the UK, does that seem high to you? That will be an expensive fill for my engine!
Cheers, Martin

[rally]

Dont be afraid of Bradd Penn oils. To me its the best around. Give the reps at Bradd Penn a call and fill them in what you have. These guys know there stuff and will tell you exactly what to use.

[Meehan Race Engines]

I find this very interesting as I was about to ask the same question. Just out of curiosity, the Gibbs oil I want to use (XP6) cost about $32 a quart here in the UK, does that seem high to you? That will be an expensive fill for my engine!
Cheers, Martin

Hi Martin,
I charge $19.50 Australian per quart for XP6.
The dealer in the UK is Anglo-American Oil , http://www.aaoil.co.uk/

[justahoby]

Not like I ran heavy spring pressure, but still heavier than stock on a hydralic roller, Lunati 60120 , and a comp that was similar... I had a hard time tuning it , I started looking at oil specific weights( not the #w# weights alone) and found they carried some by brands. I was suspicious as to different times and temperatures I was getting mild symptoms like I needed a valve adjustment.. Mobile1 conventional 10w40 held up well, these were factory roller lifters, and they listed a higher specific weight in their full page specifications. The springs were around 120-130 seat and about 370 open at around mid .55s lift... It seemed to fix this problem if I kept this oil I never touched them again. Purple oil worked great, but seemed to act up like other oils before my oil change interval...

I tried to find what the deal was , I read an article Vizard wrote that one time he had a small block on the dyno , and had to do with pump up and bleed down, some k-mart oil came up on top 8hp ( there you go 540rat, go to k mart )

I looked and saw the oils that seem to work better on my factory roller lifters had higher " specific" weights listed online. So I wanted to see about Kendal Titanium which had a higher specific weight, that they had at oreillys , and they said they stopped selling it, and a local racer liked it in his motor, and bought their remaining cases... ( if you are on this forum, sorry but I said " what an asshole" )

So I like 10w40 mobile one conventional in non stock hydralic roller applications( with factory roller lifters) , low temperature low weight, and seems to work holding good oil pressure in hot weather on the warm end. delo was good too just is thicker colder number, and maybe better on flat tappet wear.

I know this is a girly application in comparison to most, but it made me more fond of conventional Mobile1, and I never went back to purple oil unless in my wife's honda...
I may sound like I am blabbing , maybe not important , or is, I just feel hydralic lifters see oil different than engine bearings on the inside, against spring pressure , I run delo with additive on my flat tappet though for wear, and am switching to a 5w30 or 10w30 soon in my BBC

[n2omike]

More interesting discussion on the same topic here... Some warnings about Brad Penn oils.

http://www.yellowbullet.com/forum/showt ... p?t=664785

[racinnut15xm]

How does oil "go solid"? And mike the 20-50 I have been getting says semi-synthetic or partiaI synthetic i believe. Should I be requesting something else?

[lorax]

How does oil "go solid"? And mike the 20-50 I have been getting says semi-synthetic or partiaI synthetic i believe. Should I be requesting something else?

Its possible that there is something in the fuel that precipitates the paraffin out of the Brad Penn oil. He does mention the fuel that was used. He doesn't say it happens all the time with all fuels.
Some oils don't play well with some fuels. Some synthetics don't get along with alcohols at all.

[sportsroof]

Hi Martin,
I charge $19.50 Australian per quart for XP6.
The dealer in the UK is Anglo-American Oil , http://www.aaoil.co.uk/

Yes, that's the seller I was quoting. Others here are also selling for the same price so I guess it's a set price with no 'deals'. Just seemed a bit expensive compared to some of the prices I've seen it on sale in the US, but then it always seems that way....
Cheers, Martin

[540 RAT]

I see a number of opinions and a lot of anecdotal evidence above, but no factual hard data. So, consider the following facts:

An oval track dirt racer (his class is extremely competitive, so he asked that his name be left out) on the SpeedTalk Forum runs a 7200 rpm, solid flat tappet, 358ci Small Block Chevy motor, with valve spring pressures of about 160 on the seat and 400 open, that are shimmed to .060” from coil bind. The rules and the combination of parts, were causing him to experience repeated cam failures while using high zinc, semi-synthetic 10W30 Brad Penn, Penn Grade 1 motor oil. Lab Report Data from testing performed by Professional Lab, “ALS Tribology” in Sparks, Nevada, showed that this oil contains 1557 ppm zinc, 1651 ppm phosphorus, and 3 ppm moly. In spite of this being a high zinc oil, that most folks would “assume” provides excellent wear protection, he experienced wiped lobe cam failure about every 22 to 25 races.

A race consists of one 8 lap (a lap is typically 3/8 mile) heat race and one 20 lap feature race, plus any caution laps. If you add it all up, 25 races only total about 281 miles at the point of cam failure. So, that is a perfect example of what I’ve been saying all along about high zinc levels being absolutely NO GUARANTEE of adequate wear protection. And my test data on this 10W30 Brad Penn, Penn Grade 1 motor oil, shows that it produces a wear protection capability of only 71,206 psi, which puts it in the MODEST wear protection category, and it ranks a very disappointing 92nd out of 124 oils tested so far. That means of course that there are 91 different oils I’ve tested that provide better wear protection.

So, my test data ACCURATELY PREDICTED EXACTLY what he experienced during racing. And that is, that this oil does not provide high enough wear protection capability to provide a sufficient margin of safety for this engine’s operating conditions. Looking at my “Wear Protection Ranking List” and choosing a much higher ranked oil, would have prevented all those cam failures. Repeatedly suffering cam failures in motors with so little time on them, may have been considered by some folks to be a normal consumption of parts back in the ‘60’s or ‘70’s. But, in the 21st Century that we live in now, by any measure, that is for sure premature failure. We no longer have to accept that as the cost of doing business, because we can do far better now.

Then later he switched to the super micro polished billet lifters from PPPC and the cam life went up to 40 races, which was an improvement since he could now go 450 miles between failures. But, that was still clearly unacceptable. Then 2 years ago he started using “Oil Extreme Concentrate” as an additive to the 10W30 Brad Penn, and he’s never lost a lobe on a cam since. Adding the “Oil Extreme Concentrate” completely eliminated his premature wiped lobe cam failures. Now the motor has now gone 70+ Races without issue, and is still doing fine. This “Oil Extreme Concentrate” is one additive that actually works as advertised, and makes low ranked oils far better than they were to begin with. And that is PRECISELY WHAT MY MOTOR OIL TEST DATA PREDICTED as well.

Here’s how. I also added “Oil Extreme Concentrate” to 10W30 Brad Penn, Penn Grade 1 semi-synthetic, as part of my motor oil “Dynamic Wear Testing Under Load” research. And with 2.0 OZ of “Oil Extreme Concentrate” added per qt, which is the amount intended for racing, its wear protection capability shot up by a BREATH TAKING 56%, to an amazing 111,061psi, which puts it in the INCREDIBLE wear protection category, and now ranks it a jaw dropping 3rd out of 124 oils tested so far. So, it moved up a whopping 89 ranking positions, just by adding the “Oil Extreme Concentrate”. This totally accounts for the reason all his cam lobe failures were eliminated.

In addition to this, a NASCAR team sent me three high zinc synthetic Mobil 1 Racing Oils for testing. Because they were having wear problems when using these oils. Lab Report Data from testing performed on these oils by Professional Lab, “ALS Tribology” in Sparks, Nevada, showed that on average, these oils contained 1774 ppm zinc, 1658 ppm phosphorus, and 1444 ppm moly. And because these were all high zinc oils, most folks would “assume” that they’d provide sufficient wear protection. However, the results of my testing showed that these oils only provided POOR WEAR PROTECTION CAPABILITY. So, they were NOT a good choice for their racing application, which confirmed why they had wear problems. This is yet another perfect example of what I’ve been saying about high zinc levels being NO GUARENTEE of adequate wear protection. And this example clearly showed once again that my test data EXACTLY MATCHED what this race team had experienced on the track.

So, these examples PROVE once and for all, that my test data EXACTLY MATCHES REAL WORLD RACE TRACK EXPERIENCE, and that my test data is the spot on REAL DEAL, just as I’ve said all along. This completely confirms that my test results WILL ACCURATELY PREDICT what we can expect from motor oils in running engines on the track or on the street, EVEN if those oils are high zinc oils. So, that should be more than enough proof to satisfy anyone who was skeptical of how well my test data compares to the real world.

The racing experiences above prove that you cannot always count on high zinc oils to provide sufficient protection in high performance applications. And the fact is, MANY WIPED FLAT TAPPET LOBES COULD HAVE BEEN AVOIDED, INCLUDING DURING BREAK-IN, if people had not blindly believed the MYTH that all high zinc oils provide all the wear protection they need. For the FACTS on how oils compare regarding wear protection capability, which allows you to make an informed motor oil selection, see my link below.

[540 RAT]

Can you always count on high zinc motor oil to provide the most desirable wear protection? To find out, I performed Engineering “Wear Protection Capability” testing on a group 40 different high zinc oils to see how high zinc oils compare among themselves. And the fact is, not all high zinc oils provide the same wear protection. See below for details:

Wear protection reference categories are:

• Over 105,000 psi = INCREDIBLE wear protection

• 90,000 to 105,000 psi = OUTSTANDING wear protection

• 75,000 to 90,000 psi = GOOD wear protection

• 60,000 to 75,000 psi = MODEST wear protection

• Below 60,000 psi = UNDESIRABLE wear protection

The higher the psi number, the better the wear protection.

1. 10W30 Lucas Racing Only synthetic = 106,505 psi
zinc = 2642 ppm
phos = 3489 ppm
ZDDP= 3000 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

2. 10W30 Valvoline NSL (Not Street Legal) Conventional Racing Oil = 103,846 psi
zinc = 1669 ppm
phos = 1518 ppm
ZDDP = 1500 ppm
NOTE: Due to its very low TBN value, this oil is only suitable for short term racing use, and is not suitable for street use.

3. 10W30 Valvoline VR1 Conventional Racing Oil (silver bottle) = 103,505 psi
zinc = 1472 ppm
phos = 1544 ppm
ZDDP = 1500 ppm

4. 10W30 Valvoline VR1 Synthetic Racing Oil, API SL (black bottle) = 101,139 psi
zinc = 1180 ppm
phos = 1112 ppm
ZDDP = 1100 ppm

5. 30 wt Red Line Race Oil synthetic = 96,470 psi
zinc = 2207 ppm
phos = 2052 ppm
ZDDP = 2100 ppm
NOTE: This oil is suitable for short term racing use only, and is not suitable for street use.

6. 10W30 Amsoil Z-Rod Oil synthetic = 95,360 psi
zinc = 1431 ppm
phos = 1441 ppm
ZDDP = 1400 ppm

7. 10W30 Quaker State Defy, API SL semi-synthetic = 90,226 psi
zinc = 1221 ppm
phos = 955 ppm
ZDDP = 1000 ppm

8. 10W30 Joe Gibbs HR4 Hotrod Oil synthetic = 86,270 psi
zinc = 1247 ppm
phos = 1137 ppm
ZDDP = 1100 ppm

9. 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
ZDDP = 1500 ppm

10. 5W30 Lucas API SM synthetic = 76,584 psi
zinc = 1134 ppm
phos = 666 ppm
ZDDP = 900 ppm

11. 5W50 Castrol Edge with Syntec API SN, synthetic, formerly Castrol Syntec, black bottle = 75,409 psi
zinc = 1252 ppm
phos = 1197 ppm
ZDDP = 1200 ppm

12. 5W30 Royal Purple XPR (Extreme Performance Racing) synthetic = 74,860 psi
zinc = 1421 ppm
phos = 1338 ppm
ZDDP = 1300 ppm

13. 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
ZDDP = 1100 ppm

14. 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
ZDDP = 1300 ppm

15. 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
ZDDP = 1600 ppm

16. 15W40 Farm Rated Heavy Duty Performance Diesel, CI-4, CH-4, CG-4, CF/SL, SJ (conventional) = 73,176 psi
zinc = 1325ppm
phos = 1234 ppm
ZDDP = 1200 ppm

17. 15W40 “NEW” 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
ZDDP = 1200 ppm

18. 0W30 Brad Penn, Penn Grade 1 (semi-synthetic) = 71,377 psi
zinc = 1621 ppm
phos = 1437 ppm
ZDDP = 1500 ppm

19. 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
ZDDP = 1100 ppm

20. 10W30 Brad Penn, Penn Grade 1 (semi-synthetic) = 71,206 psi
zinc = 1557 ppm
phos = 1651 ppm
ZDDP = 1600 ppm

21. 15W50 Mobil 1, API SN synthetic = 70,235 psi
zinc = 1133 ppm
phos = 1,168 ppm
ZDDP = 1100 ppm

22. 30wt Edelbrock Break-In Oil conventional = 69,160 psi
zinc = 1545 ppm
phos = 1465 ppm
ZDDP = 1500 ppm

23. 10W40 Edelbrock synthetic = 68,603 psi
zinc = 1193 ppm
phos = 1146 ppm
ZDDP = 1100 ppm

24. 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
ZDDP = 1300 ppm

25. 10W30 Royal Purple HPS (High Performance Street) synthetic = 66,211 psi
zinc = 1774 ppm
phos = 1347 ppm
ZDDP = 1500 ppm

26. 10W40 Valvoline 4 Stroke Motorcycle Oil conventional, API SJ = 65,553 psi
zinc = 1154 ppm
phos = 1075 ppm
ZDDP = 1100 ppm

27. 5W30 Klotz Estorlin Racing Oil, API SL synthetic = 64,175 psi
zinc = 1765 ppm
phos = 2468 ppm
ZDDP = 2100 ppm

28. “ZDDPlus” added to Royal Purple 20W50, API SN, synthetic = 63,595 psi
zinc = 2436 ppm (up 1848 ppm)
phos = 2053 ppm (up 1356 ppm)
ZDDP = 2200 ppm
The amount of ZDDPlus added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 24% LOWER than this oil had BEFORE the ZDDPlus was added to it. Most major Oil Companies 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.

29. Royal Purple 10W30 Break-In Oil conventional = 62,931 psi
zinc = 1170 ppm
phos = 1039 ppm
ZDDP = 1100 ppm

30. 10W30 Lucas Hot Rod & Classic Hi-Performance Oil, conventional = 62,538 psi
zinc = 2116 ppm
phos = 1855 ppm
ZDDP = 1900 ppm

31. 10W30 Comp Cams Muscle Car & Street Rod Oil, synthetic blend = 60,413 psi
zinc = 1673 ppm
phos = 1114 ppm
ZDDP = 1300 ppm

32. 10W40 Torco TR-1 Racing Oil with MPZ conventional = 59,905 psi
zinc = 1456 ppm
phos = 1150 ppm
ZDDP = 1300 ppm

33. “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)
ZDDP = 2400 ppm
The amount of ZDDPlus added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 38% LOWER than this oil had BEFORE the ZDDPlus was added to it. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised.

34. 10W40 Summit Racing Premium Racing Oil, API SL conventional = 59,483 psi
zinc = 1764 ppm
phos = 1974 ppm
Claimed ZDDP level on the bottle = 1800 ppm
NOTE: Summit discontinued this line of oil, as of spring of 2013.

35. “ZDDPlus” added to Motorcraft 5W30, API SN, synthetic = 56,243 psi
zinc = 2955 ppm (up 1848 ppm)
phos = 2114 ppm (up 1356 ppm)
ZDDP = 2500 ppm
The amount of ZDDPlus added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 12% LOWER than this oil had BEFORE the ZDDPlus was added to it. Adding ZDDPlus SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised.

36. “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)
ZDDP = 1400 ppm
The amount of Edelbrock Zinc Additive added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was a whopping 36% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised.

37. 10W30 Comp Cams Break-In Oil conventional = 51,749 psi
zinc = 3004 ppm
phos = 2613 ppm
ZDDP = 2800 ppm

38. “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)
ZDDP = 1400 ppm
The amount of Edelbrock Zinc Additive added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was a “breath taking” 44% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised.

39. “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)
ZDDP = 1400 ppm
The amount of Edelbrock Zinc Additive added to the oil, was the exact amount the manufacturer called for on the bottle. And the resulting psi value here was 22% LOWER than this oil had BEFORE the Edelbrock Zinc Additive was added to it. Adding Edelbrock Zinc Additive SIGNIFICANTLY REDUCED this oil’s wear prevention capability. Just the opposite of what was promised.

40. 30wt Lucas Break-In Oil conventional = 49,455 psi
zinc = 4483 ppm
phos = 3660 ppm
ZDDP = 4000 ppm

So, as you saw above, the highest ranking high zinc oil that provided the BEST WEAR PROTECTION of this group of 40 high zinc oils, had 3000 ppm ZDDP. But, the lowest ranking high zinc oil had one third MORE ZDDP at 4000 ppm. Even though this lowest ranked oil had far more zinc in it, it provided LESS THAN HALF AS MUCH WEAR PROTECTION, making it by far the worst of all 40 oils tested. Then the 4th place oil had only 1100 ppm ZDDP, and the 7th place oil had only 1000 ppm ZDDP.

So, the results above show:

1. My tester and test procedure have no problem at all showing excellent performing high zinc oils. The fact is, my oil testing performs worst case torture testing on motor oil. So, an oil HAS TO BE GOOD to produce good results. And we saw that many high zinc oils produced excellent results here.

2. This is ABSOLUTE PROOF that not all high zinc oils have equal wear protection capabilities. And why would anyone think that all high zinc oils are good? Not all tires are good. Not all cylinder heads are good. Not all camshafts are good. The world just doesn’t work that way. Some high zinc oils are quite good and provide excellent wear protection, while other high zinc oils are not good at all, and provide rather poor wear protection. It just depends on the particular oil in question. And that makes it totally clear here, that you simply CANNOT predict an oil’s wear protection capability by looking only at its zinc level. Life is just NOT that simple. If you only look at zinc levels, that is no better than guessing. So, if anyone tells you that you need high levels of zinc for more wear protection, even if it comes from a Cam Company, don’t believe a word of it. Because as you can see above, they have no idea what they are talking about. Would you really want to use the 40th ranked last place oil simply because it has more zinc than the number one ranked oil here? That is just what you’d be doing if you believed the incorrect advice about only looking at zinc levels. In fact, MANY WIPED FLAT TAPPET LOBES COULD HAVE BEEN AVOIDED, INCLUDING DURING BREAK-IN, if people had not blindly believed that all high zinc oils provide all the wear protection they need. Because nothing could be further from the truth.

3. A motor oil’s wear protection capability is determined by its base oil and its additive package “as a whole”, with the emphasis on its additive package which is what contains the extreme pressure anti-wear components, and NOT simply by how much zinc is present. The ONLY way to know for sure how much wear protection any given oil can provide, is to look at “dynamic wear testing under load” results, such as I have provided above.

My motor oil testing, is very similar in concept to dyno testing an engine. An engine dyno test is also dynamic testing under load. For the guys who just want to look at a motor oil zinc level reference chart, that is like looking at an engine’s build sheet instead of its dyno print out. Which do you think has more value?

For actual motor oil facts, go to the link at the bottom, and read my entire motor oil testing write-up, then decide for yourself what you want to believe. Actual test data facts, or the common high zinc MYTH? The engine you save, may be your own