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you need to know about REFORMULATED OIL!!!! REVISITED NOV 06
I posted the following july 06….
the June issue of Hot Rod magazine (p 125) contains an article entitled: "When Good Cams Go Bad." while the report discusses an alarming 3 year trend in camshaft/lifter failures the significance of the primary culprit probably should be considered by all rotary owners.
a major engine builder is quoted as seeing more camshaft/lifter failures in the last 3 years than the prior 30.
while a number of reasons are considered one of the key conclusions is the recently reformulated standards for motor oil.
unfortunately i wasn't able to copy the article but here's an executive summary:
approx 4 years ago the auto manufactures, oil companies and the government (always bad to get them together) met to discuss an issue the regulators had re the effects of the PRIMARY ANTI-WEAR ADDITIVES in oil and their effects on catalytic converter life.
the additives are primarily zinc and phosphorus (referred to as ZDDP) they act as sacrificial items and take the mechanical wear in lieu of the engines components.
due to the fact that current motors use roller rockers/followers the industry didn't need as much wear protection as in the past, and didn't want to fight it out w the govt auto companies capitulated, er agreed.
the article features a table showing % of the 2 elements going from .13% in 1996 to .087 in 05 (Zinc) and .12 (Phosphorus) to .08 in 05.
all engines benefit from these additives and that includes rotaries. the law going forward removes more ZDDP until there is almost no remaining ZDDP.
racing Oil does not fall under the restrictions.
Quaker State Q Racing, for example, contains .2 of Z and .18 of P. Over the road trucks are exempt until 07. you can buy Shell Rotella T at Walmart (Truck oil) and it contains .14 and .13. Pennzoil Racing oil is .196 and .18.
you can tell which oils have reduced wear additives.... a Gold Starburst label and designation ILSAC GF-4. it is safe to conclude all non racing ex-trucks oils now fall into the reduced anti-wear category.
rotary owner had best steer clear of street legal oils.
another option is to add GM Camshaft and Lifter Prelube PN12345501 4 ounces about $6 at the time of your oil change.
the article states, "If running API SM/GF-4 street oils, consider adding a 4 ounce bottle of GM camshaft and lifter lube Part Number 12345501 at every oil change."
i considered the Hot Rod article to be important and am happy it drew lots of reads. based on the article and the fact i am very happy w Mobil 1, i elected to retain the Mobil 1 and add the GM Camshaft and Lifter Prelube during my 06 season.
i have 2 observations...
during approximately 3000 miles of mapping, logging, testing i noticed my compression rising on a linear basis. based on my AVCR vacuum readings in mm/Hg at idle i increased vacuum almost 10% during the 3000 miles. the highest reading was my last reading. was the additive responsible? i have no idea. my motor started the season w 7800 miles so it wasn't in the break in process during 06.
the second observation was when i dumped the oil i noticed that i could see the additive... it was a darker non-mixed fluid within my fairly clean oil.
there have been lots of comments as to whether the rotary needs antiwear (no camshaft etc) but i will continue to spend my $6 at each oil change until i feel real lucky.
Interesting indeed, I remember the last time you posted this.
Where can we get the GM Camshaft and Lifter Prelube? Only from GM dealerships?
Every man shall be held accountable for every one of his actions. The question is not 'if,' but 'when.' 1995 BB PEP (35k miles), 1993 BB R1 (12k miles), 1993 VR R1 (124k miles), 1993 VR R1 (RIP), 1990 triple black vert (167k miles)
Back from DGRR---2013B Madness
FYI -- The GM additive is primarily a molybdenum (aka Moly) compound designed to act as a high pressure lubricant. It's been around for years and is a popular assembly lube for conventional engines. It is slippery and reduces friction, with corresponding reductions in heat and wear. Note that there has been advice against excessive use of the additive as it can prevent proper seating (i.e., break in) of the rings in piston engines.
Piston engines have much higher friction issues/losses than rotaries. How it performs when diluted with intake charge fuel would be interesting to know, as that probably has a much greater bearing (no pun intended) on rotary engine operation.