Tag Archives: lubrication

Driven Racing Oil™ Announces 2014 Display Trailer Program

Huntersville, NC –The staff at Driven Racing Oil™ will embark on an ambitious trailer schedule in 2014, hitting some of the most prestigious automotive events across the United States.

The 2014 show season will mark the first trailer program in the history of Driven Racing Oil. The fast-growing lubricant company will share a display trailer with AutoMeter, AirRaid and Moser starting in early April at the 14th Goodguys Del Mar Nationals in Del Mar, CA. The Driven display will hit nearly three dozen events throughout the course of the year, including the entire Hot Rod Power Tour, Car Craft Summer Nationals, NSRA Street Rod Nationals, Turkey Rod Run and a wide range of Goodguys and other events through late November.

The trailer will stock a full selection of Driven products including Carb Defender™, a full line of race and street motor oils, Race Wax, Gear Oil and much more. Each of these items will be available for purchase at every event, while knowledgeable techs will also be on hand to provide advice and answer questions.

Apr 26-27: Spring Carlisle Swap Meet – Carlisle, PA

May 3-4: AutoMeter Class Nationals – Columbus, OH

May 17-18: GoodGuys – Nashville, TN

May 24-25: NSRA – Springfield, MO

Jun 7-15: Hot Rod Power Tour – Charlotte, NC to Wisconsin Dells, WI

Jun 21-22: Super Summit – Talmadge, OH

Jun 28-29: Car Craft Street Machine Nationals – DuQuoin, IL

Jul 5-6: GoodGuys – Des Moines, IA

Jul 12-13: GoodGuys – Columbus, OH

Jul 19-20: Car Craft Summer Nationals – St. Paul, MN

Aug 2-3: NSRA – Louisville, KY

Aug 9-10: Mopar Nationals – Columbus, OH

Aug 16-17: Ozarks Antique Auto Club Swap Meet – Springfield, MO

Sept 6-7: Shades of the Past – Pigeon Forge, TN

Sept 13-14: Fall Grand Run – Pigeon Forge, TN

Sept 20-21 Charlotte Auto Fair – Charlotte, NC

Sept 27-28: O’Reilly Fall Street Machine Nationals – Springfield, MO

Oct 4-5: GoodGuys – Ft. Worth, TX

Oct 11-12: Cruisin’ the Coast – Biloxi, MS

Nov 22-23: Moultrie Swap Meet – Moultrie, GA

Nov 29-30: Turkey Rod Run – Daytona Beach, FL

Behind-The-Scenes Video: Why Driven Racing Oil™ Is Different

Huntersville, NC – This new, three-and-a-half minute video details how Driven Racing Oil™ separates itself from the competition in the lubricant industry.

Driven Racing Oil is not like most oil companies. While many utilize a base chemistry and apply it across as many applications as possible, Driven takes the opposite approach. In this video, Lake Speed Jr., Driven’s Certified Lubrication Specialist, explains how the brand provides application-specific engineering. This technique provides the end user with the knowledge that each product is created just for his or her needs. It doesn’t matter if the product is for a high-level race team or a street enthusiast; Driven’s attention to detail remains the same. Speed goes on to talk about how Driven is always evolving, thereby allowing it to serve customers’ needs more quickly and accurately than some of the bigger oil companies. He also details how a customer calling Driven will speak directly with the individual who formulated the product, an unheard of occurrence at most companies. Finally, he looks toward the future and gives viewers a glimpse of what’s coming next.

All videos from Driven Racing Oil are available on our YouTube channel at youtube.com/drivenracingoil.

Driven Racing oil

What’s In It? HR Conventional 10W-40 Hot Rod Motor Oil

In the factory performance glory days of the late 1960s and early 1970s, most car manufacturers recommended 10W-40 viscosity oil for Big and Small Block muscle car engines. Driven’s HR Conventional 10W-40 Hot Rod Motor Oil is the perfect choice for these classics, as it uses conventional petroleum base oils to provide excellent compatibility with “old school,” cork-and-rope seals. It treats cars with older engines the same way oils did when those immortal horsepower monsters rolled off the showroom floor. This oil is also designed with a secondary-style ZDDP which provides excellent wear protection for cams, lifters, rocker arms, distributor gears, pushrods, wrist pins and cylinder bores.
The oil features a 10W-40 multi-grade formula that provides for easier starting and less start-up wear than straight-grade or heavier-viscosity oils. It also includes the same anti-wear package that the U.S. military employs for storage and transport of combat vehicles and equipment. HR Conventional 10W-40 Oil features unique lubricant technology that prevents rust or corrosion caused by extended periods of storage – or by the use of Ethanol-blended fuels – making it perfect for classic American muscle cars that only see the street in ideal driving weather.

What’s In Driven’s HR 10W-40 Conventional Oil?



Petroleum Base Oils Provides fluid film to lubricate and cool the   engine components
ZDDP Provides anti-wear, corrosion and additional   anti-oxidation protection
Anti-Wear Additives Protects internal engine components from   adhesive wear due to metal-on-metal contact
Dispersants Suspends contaminants and combustion   by-products in the oil to allow them to be carried to the oil filter.   Prevents sludge formation.
Antioxidants Prevents the chemical breakdown of the oil
Friction Modifier Reduces friction between rubbing and sliding   parts
Corrosion Inhibitor Prevents rust and corrosion due to moisture   and acids that invade the engine from the fuel, combustion and atmosphere
Seal-Swell Agent Conditions the seal materials to prevent   leaks
Viscosity Index Improver Improves the viscosity characteristics of the   motor oil
Pour Point Depressant Allows the oil to flow and pump in cold   weather to reduce wear at start-up
Foam Inhibitor Reduces the tendency of the oil to foam


The End Of “Backwards Compatibility”

Since the beginning of the API engine oil licensing system, each and every new specification
has been considered “backwards compatible.” This is a fancy way of saying the newest oil is as
good as or better than the previous oil.

The exact statement made on API’s MotorOilMatters.com website is as follows:

“For automotive gasoline engines, the latest ILSAC standard or API Service Category includes
the performance properties of each earlier category and can be used to service older engines
where earlier category oils were recommended.”

Since the outbreak of failed flat tappet camshafts a decade ago, this “backwards compatibility”
has been called into question by engine builders, camshaft manufacturers and consumers.
Within the last year, an asterisk has appeared on the statement of “backwards compatibility” on
the Petroleum Quality Institute website (http://www.pqiamerica.com) that says the current API
SN and SM oil specs may not be suitable for some flat tappet engines.

That asterisk marks a significant shift in thinking. The stakeholders in the API (the vehicle
OEMs and oil companies) are slightly acknowledging that one oil specification cannot cover
the requirements of all gasoline engines ever built. That really does sound like a ridiculous idea
when you put it down in black and white.

Over this last decade of “compromised compatibility” these same engine builders, camshaft
manufacturers and automotive enthusiasts have all received an education on motor oil that
most of them did not ask for. The word “Zinc” took on new meaning in automotive circles.
Apparently “Zinc” was more than just an ingredient in your multi-vitamin, and if your motor oil
was deficient in the proper quantity and type of “Zinc” your camshaft would end up deficient of a few lobes.

In response, special “Zinc” additives and specially formulated “high-zinc” oils appeared on the
market in response to the situation.

However, most automotive enthusiasts and engine builders have been burned in the past
by “snake oils” that promise the moon but deliver mud in the eye, so the market was slow to
accept these products. Even today, many enthusiasts still doubt the idea that “new oils are bad
for old engines.”

HRMaybe the announcement by Porsche this April will change all of this and signal the death knell for “backwards compatibility.” The famous brand just announced its own line of “classic” motor oils designed for the needs of older engines. The text from the Porsche website reads
like a copy of what Driven Racing Oil said when it released its “Hot Rod” motor oils 8 years ago. Driven was the first company to market specially formulated break-in oils and high-zinc oils designed specifically for older engines.

Here is a sample from what Porsche has released:

“This engine oil has been developed by experts with the specific aim of meeting the demands
of air-cooled engines. The thermal load is higher than in water-cooled units, which means that
the engine oil has to work harder to cool the engine down. The traditionally high power output
per litre of the engines also results in high compression and high pressures. A compact and
lightweight engine design means that the connecting rods will be short in relation to the piston
stroke, which in turn means high lateral piston forces and correspondingly high demands on the
lubricating film stability of the oil. In short, the older flat engines in particular can’t just use any
old oil.

Modern oils use highly efficient detergent/dispersant agents to thoroughly clean the engine and
reliably remove dirt, which can be too much of a good thing for a classic Porsche engine. It is
true that additional deposits should be prevented and oil-soluble contaminants such as soot,
water and dust kept suspended until they are drained off through the oil filter or removed during
the next oil change, but at the same time it is important that the deposits which have built up
over decades are not suddenly dissolved and that seals are not corroded.

1Since not every classic Porsche is in everyday use, the engine oil also had to meet other demands: classic vehicles are often left stationary for long periods of time and only moved intermittently and for short journeys, which means that condensation can form in the oil if the engine does not heat up fully. Aggressive combustion residues can cause acidification of the oil fill, resulting in the corrosion of engine components. The alloys, metals and sealing materials which were used at the time are at particular risk. Porsche therefore paid particular attention to this aspect when developing its Porsche Classic Motoroil. The special formulation incorporates a high alkaline reserve, which neutralises any acids that may form. Additional corrosion inhibitors also protect vulnerable components, even during longer stationary periods.”

Does any of that sound familiar?

Hopefully the announcement by Porsche will create awareness that specialty oils are not “snake
oils.” In fact, oils designed specifically for the hardware and the application are better than a
generic, one-size-fits-all API specification. The sooner this idea is embraced, the sooner engine
builders, parts manufacturers and enthusiasts can stop worrying about the chemistry of motor
oil and just go back to using oil. Then, Zinc can just be the stuff in your multi-vitamin and the
stuff that keeps your cam happy.

Can Nanotechnology Make You Faster?

Scientists are advancing the chemistry of lubricants at an amazing rate. But be careful. Not all of these “advancements” are actually good for your engine.

By Jeff Huneycutt

When you say nanotechnology, most of us picture pointy-headed scientists in lab coats peering into microscopes and scribbling into their notepads. In the movies, nanotechnology is often portrayed as some miracle science the hero will use to keep volcanoes from exploding or cure all the zombies.

But nano just means small. In fact, it means one billionth of something. Normally, in science the unit of measure is the nanometer, which is one billionth of a meter, or 1/25,400,000 of an inch, depending on which side of the pond you live. Incidentally, your fingernail grows about one nanometer a second — which is both cool and kind of weird when you think about it.

Over time, nanotechnology has essentially come to mean working with chemicals or materials on a molecular level. And the successes in nanotechnology are definitely pretty cool. Nanotechnology has allowed such inventions as flexible body armor that helps our police force stay safe, lithium ion batteries that make portable handheld tools incredibly powerful and long-lasting, and even synthetic bone that surgeons used to help people recover from traumatic injuries. Heck, did you know that the carnauba (palm-tree wax) in your favorite car wax that keeps the swirls from showing up in your paint is only a couple nanometers wide?

But what has happened is that with each success in the nanotechnology sector, many of us have come to believe that anything labeled “nano” is practically a miracle in a bottle. Marketers have taken advantage of this, turning “nano” into a buzzword and slapping it on practically everything. But the truth is, nano only means small, it doesn’t always mean better.

Recently, two scientists, Boris Zhmud from Applied Nano Surfaces in Sweden and Bogdan Pasalskiy from Kyiv National University in the Ukraine, took a long, hard look at some of the newest nanoadditives being used in lubrication to see how they worked in motor oils. Specifically, they looked at a handful of nanoadditives that scientists have held up as the most promising in laboratory tests: fullerenes (sometimes referred to as “micro ball bearings”), nano diamonds, boric acid and PTFE.

Unfortunately, a running internal combustion engine is worlds apart from a typical clean room laboratory, and Zhmud and Pasalskiy found that these nanoadditives did not work nearly as well in what you might call real-world environments. In fact, in a presentation they made at a recent major tribology conference (scientists who research oil and other lubricants,) they said that one of the problems with the nanoadditives they looked at is the university researchers developing these nanoadditives often aren’t aware of other factors that can affect a lubricant’s performance outside the laboratory.

For a little more clarification we turned to Lake Speed Jr. of Driven Racing Oil. Speed has been around racing all his life, but he is also a certified lubrication specialist. That means he is one of the few people on the planet who can understand pointy-head science speak and translate it into “gearhead” for the rest of us.

“The nanoadditives have promise, but they really aren’t there yet,” Speed says. “Yes, in some applications they may have some benefit, but that doesn’t mean they are an improvement in every application. It’s just like I tell people all the time, there is no best oil. There is only the oil that works best for your application.”

What Speed warns against is falling for the marketing hype. “You’ve got all these different brands of oils to choose from, and while we’re trying to choose we see, ‘Hey! This one says it’s got micro ball bearings. That sounds like a good thing!’

“Well, there are nanoadditives that do act like very, very small ball bearings, and it is easy to visualize how ball bearings would work to cut friction. So you can see why the marketing department would jump on that concept. But what happens in the real world of your engine is that not all of those parts are smooth. And those particles that act like tiny roller bearings get caught in the crevices and jam up. Then everything starts loading up and starts getting in scraping and now you have damage to the components.

“It may work well in a lab in a straightforward test,” Speed continues, “but a running engine is a very complicated and complex environment.”

The same thing holds true for another nanoadditive with the very impressive name of “nano diamonds.” Nano diamonds contain extremely hard diamond-like particles that are also extremely small. The idea is that the nano diamonds embed into sliding surfaces, making them more resistant to wear.

Studies have shown that motor oils using a nano-diamond additive package actually do help cut friction at first, but over time the friction comes right back greater than before. This is because the nano diamonds act as a lapping compound. In a new engine they serve to knock off the rough edges quickly, which helps to reduce friction. But the nano diamonds never stop grinding away at the material, and you wind up with advanced engine wear in a very short time. Also, that wear produces extra metal particles which get caught in the oil and will wind up causing damage throughout the engine.

“We already have additives like ZDDP films or Moly that you can put into the oil that will have a similar surface-smoothing property to the nano diamonds to reduce friction–but they won’t destroy the surface finish,” Speed says. “Unlike the nano diamonds, ZDDP or Moly packages aren’t removing material to cut the friction, so there is no damage. And that’s the key difference. Even though it’s neat to say you have diamonds in your engine, we already have stuff that will do the same job much better. It just doesn’t have that space-age name.”

Another nanoadditive is known as PTFE. PTFE is actually a great additive for certain applications such as greases, dry-film lubricants and chain oils. It does a nice job of creating a film between sliding surfaces that often stop and start—known as “stick-slip.”

But while PTFE may be an excellent nanoadditive for the spray you use to lubricate your sliding glass door, it is a poor option for the oil in your engine. Among other things PTFE will clog an oil filter. It’s unlikely you will find a major brand motor oil using PTFE, but you should watch out for it in aftermarket engine treatment products.

Speed says that while there are issues with many nanoadditives, that doesn’t mean performance lubricant specialists like Driven Racing Oil aren’t keeping an eye on the horizon for nanoadditives that can be useful to horsepower enthusiasts.

“The key is to match the strengths of the nanoadditive to the application–which is true for any oil,” Speed says. “A great example is boron, which is a great friction reducer, plus it works well with other additives like Moly and ZDDP. The problem is the carrier for boron is boric acid, and an acid will corrode things. It is especially damaging if you have yellow-metal in the engine like brass or bronze bushings (typically found in lifter bushings and valve guides).

“So if you’ve added acid to the oil while trying to get boron in there, that means you will need more acid neutralizer to balance it out. And that means you’ve just thrown another additive into the mix that isn’t actually helping lubrication. It all comes back to having pros and cons to all these additives, and you have to see it in the totality of what it is actually doing.

“That’s why understanding your application and matching the properties of the oil to it is so important,” he continues. “Boron can actually be good in very specific applications. Say I have a Pro Stock engine and I’m running four passes before draining the oil out. In that situation using a motor oil with a boron additive might work well. The boric acid won’t have a chance to be harmful to the engine because it is changed so often and the engine’s lifespan between rebuilds is so short anyway. So if the boric acid gets me a little more horsepower, then I’m okay with that. In that situation you can make the additive work, but you wouldn’t want to use boric acid in an application where the oil isn’t changed extremely often.

“When choosing any motor oil, no matter what additives it may be using, the key is to look at the application first and let that dictate the chemistry. Only after you have determined what best meets your application should you look at the brand.”

Driven Racing Oil™ Syncromesh Transmission Fluid

Huntersville, NCDriven Racing Oil™ Synchromesh Transmission Fluid is a specially formulated, advanced synthetic lubricant designed to far exceed the lubrication requirements of synchronized manual transmissions and transaxles.

Synchromesh Transmission Fluid from Driven protects gears, bearings and internal clutches in extreme temperatures. It outperforms conventional oils and delivers outstanding performance in the extreme environments experienced by applications such as track day cars and race vehicles. This transmission fluid reduces friction, heat and wear, while improving shifting characteristics and lowering operating temperatures. Designed to exceed performance requirements for General Motors, Chrysler, Honda and Mini Cooper synchronized transmissions, Synchromesh Transmission Fluid features advanced synthetic base stocks, multifunctional performance additives, corrosion inhibitors, a foam suppressor and a shear stable viscosity index improver additive. It provides excellent synchronizer performance and compatibility with yellow metals, such as bronze, brass and copper components found in manual transaxles and transmissions. Driven Racing Oil Syncromesh Transmission Fluid is recommended for manual transmissions that require automatic transmission fluids, multi-viscosity motor oils or straight grade motor oils. It is also ideal for 2-cycle gear boxes. Not for use in engines, hypoid rear axles or limited-slip applications.

Glossary Of Oil Terms

Additive– an oil additive is a chemical compound that imparts new properties or enhances the inherent characteristic of the lubricant. For example, ZDDP is an additive that imparts anti-wear, oxidation control and corrosion resistance to a lubricant.

Air entrainment – the presence of air bubbles in oil as a result of agitation. For example, crankshaft windage or Vacuum pumps. Anti-foam additives help to speed the release of entrained air.

Anti-Foam additive – additives designed to reduce the foaming tendency of an oil or fluid by improving the air-release properties of the oil.

Anti-wear additive – additives designed to prevent galling and scuffing during boundary lubrication conditions. These additives function by forming a sacrificial coating on the metal surface, which prevents metal-to-metal contact. These additives, like ZDDP, are activated by heat and load.

Asperities – microscopic projections on metal surfaces, invisible to the naked eye, that create peaks and valleys. When two surfaces are in sliding contact, these imperfections cause interference that results in friction. Without proper lubrication, wear, scoring or welding will occur.

Babbitt – an alloy of copper, tin and antimony used for plain bearings.

Bernoulli’s Theorem – states that a rise in fluid velocity results in a drop in static pressure. It partially explains why lower viscosity oils produce lower oil pressure.

Boundary lubrication – lubrication between two rubbing surfaces in the absence of a full fluid lubricating film. Boundary lubrication is accomplished by the use of additives. Flat tappet valve trains and aggressive roller cam valve trains operate in boundary lubrication, which is why these engines require motor oils with increased ZDDP – a boundary lubrication additive.

Bulk Modulus – the resistance to compressibility of an oil or fluid. Critical in hydraulic systems like shock absorbers and power steering systems.

Channeling – a term describing the desirable tendency of a grease to form a channel in a bearing where the “shoulders” of the channel serve as grease reservoirs and seals.

Chelation – the reaction of a metal with another substance to remove the metal ion from the solution. Useful in treating minerals like calcium and magnesium that are common in municipal and well water. Untreated, these minerals can cause corrosion. Chelation binds these minerals and prevents corrosion.

Conventional oil– also known as petroleum or mineral oils are derived by refining crude oil

Corrosion Inhibitors – additives that “passivate” metal surfaces to protect the surface from corrosion reactions. Corrosion inhibitors can also function by neutralizing corrosive compounds. Corrosion inhibitors are very important additives for engines that operate in high moisture environments or see extended periods of storage.

Detergent – a metallic additive used in motor oils to clean deposits, prevent deposits and neutralize acids.

Dispersant – a non-metallic additive used in conjunction with detergent additives to prevent sludge and varnish in an engine.

Distillation – the first step in separating crude oil into its various components. Distillation uses a fractioning tower to separate the various hydrocarbons based on their boiling points. This is the first step in making the various hydrocarbon based products we are all familiar with – gasoline, diesel, motor oils, etc…

Ethanol– also known as ethyl alcohol, ethanol is an alternative fuel and an oxygenate for pump fuel. Modern pump fuel typically contains up to 10% Ethanol. In some cases, the Ethanol content in fuel can range from 15% Ethanol (E15)all the way up to E85 (85% Ethanol). Ethanol is both Hygroscopic and corrosive to Aluminum, Zinc and Steel, which can cause extensive damage to fuel system components like Carburetors, Fuel Pumps and Fuel Cells.

EP (Extreme Pressure) additives – these additives function similarly to Anti-Wear, except they activate at higher temperatures and greater loads. EP additives are commonly found in hypoid gear oils and EP greases. Compounds of sulfur, phosphorus and chlorine are common EP additives.

Elastohydrodynamic Lubrication (EHL) – a thin film form of lubrication that occurs under very high pressures where the contacting surfaces deform to create a “contact patch” that traps a small amount of lubricant that will separate the two surfaces. Think of this in terms of a slick tire deforming to create a contact patch with the track, and then running through water. The contact patch traps the water which causes the tire (and by association, the vehicle) to hydroplane. This form of lubrication is common in highly loaded roller bearings.

EPA – Environmental Protection Agency. EPA regulations have changed the chemical makeup of gasoline, diesel and motor oils in the last 10 years.

Galling/Scuffing – condition where surfaces come into contact and excessive friction results in localized welding of surface asperities with subsequent metal transfer and further surface roughening.

Grease – a lubricant composed of an oil thickened with a soap or other thickener.

Gum – a sticky, rubbery deposit, black or brown in color resulting from the oxidation of unstable components in gasoline that deposit during use or in storage.

HTHS (High Temperature High Shear)– HTHS is a measure of viscosity under conditions of high temperature and high shear. HTHS predicts bearing oil film thickness. High HTHS oils provide greater wear protection, but typically rob horsepower and fuel economy. Oils with lower HTHS are thinner and can improve fuel economy by reducing drag throughout the engine, although too low of an HTHS may come at the expense of reduced wear protection.

Hydrodynamic lubrication – condition where the lubricant is able to fully separate the two surfaces with a full lubricant film based upon the relative speed of the surfaces, the load being carried and the viscosity of the lubricant.

Hygroscopic – hygroscopic substances easily absorb moisture from the environment, meaning that they can collect water over time. High water content in either fuel or oil can result in corrosion, gummy deposits and increased oxidation. Hard starting and poor performance are typical symptoms of excess water.

Hydrometer – an instrument used to measure the specific gravity of an oil or fuel. Commonly referred to as the “water test”.

Lacquer – a deposit resulting from the oxidation and polymerization of the lubricant and/or fuel due to exposure to extreme temperatures.

Lubrication – reduction of friction and wear between two load bearing surfaces by the application of a lubricant. There are 4 modes of lubrication – Boundary lubrication (thin, chemical film lubrication), Mixed film (partial oil films), EHL (pressure induced thin film lubrication), Hydrodynamic lubrication (full fluid film lubrication).

Methanol– Methyl Alcohol is also an alternative fuel and a common racing fuel. Because it has a high octane rating, methanol is best suited for high compression internal combustion engines. Methanol is also hygroscopic and corrosive. Due to the high oxygen content of Methanol, the air fuel ratio must be adjusted to prevent a “lean” mixture, as a result, the amount of Methanol used relative to gasoline is nearly double.

Mixed film lubrication – condition where only partial oil films separate the two surfaces.

mPAO– a next-generation synthetic base oil. mPAO base oils feature a higher viscosity index, which allows for the formulation of multi-grade motor oils that are less dependent on traditional viscosity index improver additives.

Multi grade motor oil – an engine oil that meets both “winter” and “summer” SAE viscosity requirements. For example an SAE 10W-30 meets both the 10W “winter” performance requirements as well as the 30 grade “summer” requirements. Typically formulated with Viscosity Index Improver additives.

Octane: a reference standard that indicates the resistance to detonation/pre-ignition in gasoline engines. A higher Octane rating indicates greater resistance to detonation.

Oxidation – chemical process in which oxygen reacts with oil and or fuel that results in acids and polymers that lead to corrosion and deposits.

PPM – parts per million

Profilometer – a device that measures and profiles the smoothness and roughness of a surface.

Rheology – the study of how viscosity changes due to increases in shear over temperature and time.

Shear Stability – a measure in the change in viscosity after a oil/fluid is subjected to shear over a range of temperature and time. Lubricants with poor shear stability lose viscosity in service due to high shear and high temperature conditions. Lubricants with excellent shear stability maintain their viscosity in service despite high temperatures and high shear.

Synthetic oil– these “custom built” oils are a result of controlled chemical synthesis. Synthetic oils feature uniform and tailored chemical structures that allow them to provide benefits beyond conventional oils.

Tribology – the science and technology of interacting surfaces in relative motion. Tribology combines the various disciplines of chemistry, metallurgy, machine design, and lubrication engineering to solve issues related to friction and wear.

Viscosity– Simply put, viscosity is an oil’s resistance to flow. Commonly measured in Centistokes, the greater the resistance to flow, the higher the viscosity and the greatest the Centistoke value. Lower viscosity oils flow better than high viscosity oils, which demonstrates less resistance to flow (lower Centistoke value). It is important to remember that viscosity changes with temperature and shear (see viscosity index and shear stability).

Viscosity Index Improvers – polymer additives used in motor oil to increase the viscosity index of the motor oil.

Viscosity Index – a measure of the tendency of an oil to thin as temperatures increase. Motor oils are similar to maple syrup in that they both get thicker as they get colder and get thinner as they get hotter. Maple syrup has a low viscosity index – it thickens rapidly when it cools and thins rapidly when it gets hot. The slower the rate of viscosity change with increasing or decreasing temperature, the higher the viscosity index. Higher viscosity index oils tend to reduce wear in engines.

Volatility– the measure of an oil’s tendency to vaporize at high temperature. Studies indicate high volatility oils lead to increased oil consumption and contribute to intake valve and combustion chamber deposits.

Zinc (ZDDP)- ZDDP – Zinc DialkylDithioPhosphate is a family of anti-wear chemical compounds. They provide multiple benefits. ZDDP additives not only provide anti-wear protection for rubbing surfaces, they also help prevent oxidation and corrosion.



Lubrication Guide

1. Use an Oil Designed for Racing Applications

Today’s passenger car and truck oils are formulated to reduce emissions and provide longer drain intervals. This has been done by increasing detergents and reducing anti-wear additives, but your race engine operating under high load and high RPM conditions needs high amounts of anti-wear additives (Zinc and Moly) to create a sacrificial additive coating that prevents metal to metal contact in your engine.

Modern Engine Set-up:



Decreased anti-wear (i.e. Zinc)
and more detergents:

  • Catalytic Converters
  • Low RPM
  • Overhead Cams
  • Extended drain intervals

Race Engine Set-up:
Need more anti-wear (i.e. Zinc)
and less detergents:

  • High RPM
  • Higher Torque
  • Flat tappet cams and push rods
  • Shorter Drain intervals

2. Use a System of Compatible Products to Avoid Additive Clash

Properly protecting the engine from excessive wear during initial start-up and break-in is critical to the long-term life and performance of the engine. By utilizing matched additive chemistries in the products we use to assemble, break-in and operate our engines, we eliminate the risk of “additive clash.”

Typical Break-In Procedure:
Additive Clash can occur when switching between products with different additive chemistries – putting the engine at risk.


Using the Joe Gibbs Driven System:
By utilizing complimentary additive chemistries, our products work together to produce and maintain a high level of anti-wear protection throughout the engine during start-up, break-in and operation.


A System Approach is Best:

  • Builds and maintains protective anti-wear film
  • Avoids additive clash that can compromise the anti-wear film leading to premature part failure.
  • Oils specifically designed for each stage of operation provide optimized protection and performance
  • Consider it insurance for your investment in time and parts


1. Assembly Grease + 2. Break-In Oil + 3. XP Series Racing Oil or Hot Rod Oil