I posted this over in the Engine Building forum, and Eric thought it might be a good idea to post the link here too. Input from Barry R (Survival Motorsports and FTE) in an article in Hot Rod: http://www.hotrod.com/techarticles/e...ech/index.html
Pete
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Last edited by petes79f150 : 06-10-2007 at 12:57 AM.
Reason: tried link, didn't work,so.......
Thanks for the link. A few weeks ago, a guy told me about this problem with old-style engines and the new oils. I looked around for info and didn't find much practical help, other than the GM EOS, or some flavour of STP oil treatment. Looking in the "snake oil" section of Canadian Tire, there was a Fram oil supplement that listed ZDDP as an ingredient.
I'll be looking for some of that Shell Rotella T; sounds like it has to be cheaper than buying regular oil and expensive snake oil supplements.
Remember to remove the outer spring during brake in as stated. I learned this the hard way and lost three cam's before I figured that out.
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Generally only on a high lift cam do ya need to remove the outer spring for brake in. My 390/427 (yes it had plenty of sleeve to make the bore) Wiped the lobs off two cams and broke the 3rd. All within 50 miles. Than I was told to remove the outer spring for brake in. The last one is still running in the 66 F350 after about 12 years. Don't use it but once or twice a year to haul a load of freight. But I start it every other month year round.
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62 UNI Wide Window SWB 390 C6
66 F350 Flat Bed Hi Pro 427 4 speed
7 4X4 Rangers 84 thu 89
55 Fairlaine Town sedan 272 Ford O Matic
Alaska In Summer. Washington in winter.
Show all the luv ya can while ya can. Or one day ya may be alone Don't just Modify it Fordifiy it
THANKS SO MUCH FOR THAT INFO. I have been wondering about this deal of a lot of complains about cam troubles. I even was talking with a friend about this. This explained the problems very well. I looking at rebuilding my 460 in the next year or so and this will help me make choices I in the past might not of made or thought of. Again thanks for sharing this with us.
I just read a manual on converting auto engines to aircraft use. The author recommeds a mixture of STP and Rotella T for assembly lube and Rotella T as break in oil, for the cam lobes and lifter faces, a special lube from Crane Cams.
Aircraft oils, like Aeroshell, are "ashless" so contain no ZDDP. Cam and lifter damage on Lycomings have been a problem for years. There is an additive, tricresyl phosphate that is now required for some Lycomings. Oddly, it is not recommended for break in.
I wonder if all these cam failures could (should?) have been anticipated in advance of the lowering of the zinc levels in motor oil. Was the automotive industry entirely ready for the most recent change? Doesn't sound like it to me.
I wonder if all these cam failures could (should?) have been anticipated in advance of the lowering of the zinc levels in motor oil. Was the automotive industry entirely ready for the most recent change? Doesn't sound like it to me.
The new car and truck makers are the ones that told the oil blenders to get the phosphorus (ZDDP) out, for emissions warranty reasons. Roller cams have been in Fords since about 1993. When was the last time you heard of such failures in a newer, stock engine, even running 5W-20? It is the automotive AFTERMARKET that was not ready, and has no power over the other, much bigger players. I also suspect poor materials or heat treatment may be partly at fault, that can be masked by really good boundary lubrication (ZDDP).
The new car and truck makers are the ones that told the oil blenders to get the phosphorus (ZDDP) out, for emissions warranty reasons. Roller cams have been in Fords since about 1993. When was the last time you heard of such failures in a newer, stock engine, even running 5W-20? It is the automotive AFTERMARKET that was not ready, and has no power over the other, much bigger players. I also suspect poor materials or heat treatment may be partly at fault, that can be masked by really good boundary lubrication (ZDDP).
Seems to me, If the new SM GF-4 oil says it's backwards compatable with previous "S" ratngs, wouldn't we be ok in most cases, as they can formulate other barrier lubes into the recipe, to take the place of the inexpensive ZDDP.
I mean surely there are other barrier lubes that can do the job, maybe they are a little more costly, or maybe they are more difficult to blend in, or somethng, but for most of us with normal profile lift, non roller or follower cam engines, shouldn't we be ok with those lubes that state they are backward compatable with previous "S" ratings????
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