Tag Archives: Race

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


FAQs For Classic Vehicle And Street Rod Owners

1: How often should I change my oil?

Quite simply – it depends. This certainly isn’t the ideal answer, but it is the most honest one. Temperature plays a major role in the frequency of necessary oil change intervals. Every 20°F increase in oil temperature beyond 220°F shortens the life of the oil by 50%. This means cars that run very high oil temps will have much shorter oil life than cars that have moderate oil temperatures. Interestingly, the same also goes for low temps. It may be surprising, but low oil temperatures (below 180°F) can also shorten oil life. In fact, low 120°F oil temps pose greater risks to your engine than 260°F oil temperatures do. The reason is because low oil temps allow more moisture and fuel dilution to build up in your engine.

Street rods that see many miles of highway driving at moderate oil temperatures can expect to go up to 5,000 miles between oil changes.

Owners of street rods that only see short-trip driving should change their oil every 3,000 miles, or at least once a year. It is important to always change the oil in the fall before you put your street rod away for winter storage. You want to drain all the moisture, fuel dilution and used oil out of the engine before you stop driving for the season. Make sure the crankcase has been refilled with fresh oil, and then you are good to go when the weather warms up in the spring. The oil will not go bad just sitting in your crankcase over the winter.

2: Do I need break-in oil, and how long do you use break-in oil?

While every engine can benefit from break-in oil, it is a must for flat tappet camshaft engines. Even roller cam engines benefit from break-in oil because the piston rings still need to break in, and a better, faster ring break-in means more power and less fuel dilution in the motor oil.

Driven recommends changing the break-in oil after 30 minutes if you have a flat tappet engine. You will then need to refill with break-in oil for the next 500 miles. After both the initial break-in and 500 miles of driving, you can then use an oil made specifically for flat tappet engines.

For non-flat-tappet engines, we recommend running the break-in oil for 500 miles. After that time you can install whichever oil you prefer.

3: What viscosity oil should I run?

The “technical” answer is to use the lowest viscosity possible for the engine bearing clearances, oil temperature and horsepower output. Most people don’t know all of this information though, so the “practical” way to determine the correct viscosity is to do one of the following:

1—Run as low a viscosity as will yield 25 to 30 psi oil pressure at idle when the engine is warmed up. This is more oil pressure than the engine needs, but it is not excessive. Oil pressure is one of those areas where moderation rules. Too much or too little is not good. You need moderation in oil pressure to prevent engine damage.

2—Use  one viscosity grade lower synthetic oil than you currently run if you utilize conventional oil. This gives you the same high-temp protection as your conventional oil, but you gain all the benefits of a synthetic. For example, a street rod running conventional 20W-50 motor oil can safely switch to a synthetic 10W-40 and actually improve the protection of the engine.

4: Do I need to do anything special for winter storage?

Using an oil with storage protection additives is recommended. Some motor oils have extra rust and corrosion inhibitor additives that make them better suited for wintertime. Also, it is important to change the oil before you put your street rod away for the winter. You don’t want to store the engine on used motor oil. Fresh oil with extra corrosion inhibitors provides excellent winter storage.

5: Do I need to use a “high Zinc” oil after break-in?

You do if you have a flat tappet cam or very high valve spring pressures on a roller cam. Flat tappet and aggressive roller cam engines require higher levels of ZDDP than modern, stock engines from the factory. As a result, these engines need a steady diet of high Zinc oils.

We know this is a lot of information with lots of variables to take into account to protect your vehicle’s engine. Fortunately, Driven Racing Oil is a one-stop shop for everything from break-in oils to high Zinc motor oils with extra rust and corrosion inhibitors. We can provide everything you need to keep your muscle car or street rod engine running in peak form.


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.

Driven Racing Oil™ Carb Defender™ Race Concentrate

Huntersville, NC– Designed for carbureted engines that use Methanol, E85 or Oxygenated race fuel, Driven’s Carb Defender™Race Concentrate prevents corrosion and deposits in the fuel system and intake tract.

Driven’s Carb Defender Race Concentrate delivers specially formulated additives that protect against carburetor corrosion and induction deposits. Special corrosion inhibitors work to prevent damage and diminished performance caused by fuels containing Methanol and Ethanol, as well as the moisture these fuels attract. This powerful new additive controls combustion chamber residue, plus cleans and protects surfaces of the fuel system and intake tract. Carb Defender Race Concentrate also contains a multi-functional lubricant so “top lubes” are not required. Just one bottle of additive treats up to 55 gallons of fuel, and the bottle features a handy view strip to let users measure out doses for as little as five gallons of gas. Driven Racing Oil™ Carb Defender Race Concentrate works with Methanol, E85 and race fuels, and it is compatible with spec fuel and water tests.


Driven Racing Oil FR20 Synthetic 5W-20

Huntersville, NC The FR20 Synthetic 5W-20 from Driven Racing Oil™ meets the three primary oil needs of modified, high performance modular Mustangs. Namely, it meets extra demands placed on oil by Variable Valve Timing (VVT), withstands increased temperature from power adders and reduces oil consumption and vaporization.

When it comes to meeting the unique demands of Modular Ford engines, FR20 oil is in a class of its own.  A lightweight oil with a 50% higher viscosity index of conventional oils, FR20’s race-proven formula yields maximum power output without sacrificing protection, even in high RPM usage. And because of its low-volatility chemistry, it helps reduce oil consumption by counteracting harmful vaporization and oil-foaming. Besides having an Ultra High Viscosity Index, FR20 also features a higher Zinc content (ZDDP) for anti-wear protection and viscosity breakdown prevention on high-output engines with upgraded performance components. Engines like these need oil that can protect on the road, on the track and in the garage.

Driven Racing Oil™ FR50 Synthetic 5W-50

Huntersville, NC The new FR50 synthetic from Driven Racing Oil™ is specifically formulated for the unique needs of Ford Coyote engines.

The Ford Coyote is one of today’s most popular performance power plants from the blue oval. Coyote-equipped Mustang GTs are widely seen on the street and strip throughout the country. However, these engines require a unique 5W-50 viscosity oil to run optimally in regards to variable valve timing systems while delivering the wear protection needed for performance cams. Driven Racing Oil has achieved this task in creating FR50—a full synthetic lubricant that features a shear stable formula to resist viscosity breakdown. Its low volatility formulation also guards against oil vaporization and foaming, resulting in reduced oil consumption and the prevention of inconsistent cam phaser performance. And like all Driven products, FR50 uses the revolutionary mPAO base for unmatched performance and protection in high temperature high shear environments.



All Oils Lubricate… But For How Long And Under What Conditions?

By Lake Speed, Jr. – Certified Lubrication Specialist at Driven Racing Oil

If you want to start an argument among car guys just bring up the topic of motor oil. Near religious fervor accompanies these “discussions,” but there never seems to be a resolution to the eternal question of “which is the best oil?”  Each person’s favorite brand seems to have provided “good luck” when it comes to lubrication. But how can this be?

02508The reason for the lack of a clear answer is two-fold. First, there is no “best oil.” The idea of a one-size-fits-all motor oil is a myth. All oils are application-specific in their formulation. “The best” diesel motor oil is still a terrible two-stroke oil.

Second, it is the wrong question to ask. As just described, oils are application-specific by nature.  What you really need to determine is which oil best suits your application.

Simply put, all oils lubricate. The most important question then is, “for how long and under what conditions can they do so?”

A perfect example is Castor bean oil. Castor oil has great lubricity, but it does not stand up to temperature extremes. As a result, it is an excellent two-stroke oil, but it would be a terrible diesel oil.

Another modern example is automatic transmission fluid. Each major transmission manufacturer now has specific viscosity and frictional requirements for their transmissions, and all of these specifications are impossible to meet with a single fluid.

But you are thinking that you’ve seen (maybe even used) Multi-Vehicle ATF and people have had “good luck” with it. Again, how can this be?

What you need to remember here is that you have to determine how long the oil will lubricate and under what conditions.

A Multi-Vehicle ATF may work fine in a mild climate under mild driving conditions, but will it still work towing a trailer in Arizona?

Harsh environments and severe service demand more of the lubricant, and an automatic transmission requires different properties than a diesel engine. So while a diesel motor oil can lubricate an automatic transmission, the question remains – for how long and under what conditions?  Obviously a diesel motor oil in an automatic transmission is a disaster waiting to happen. The viscosity is all wrong, so the transmission likely would not function properly at low temperatures. Purpose-built lubricants are designed to handle severe service in specific applications, especially in extreme conditions.

Please note that “extreme conditions” do not always mean towing a trailer through Death Valley, CA. In fact, sometimes grandma’s grocery getter in Green Bay is more “extreme” in terms of taxing the oil and the potential damage to the engine. Short trip driving can cause way more sludge than operating in desert environments, especially in cold climates where the engine oil struggles to get over 200°F.

That is where motor oils can get confusing. While a racing oil sounds like an oil that is perfect for extreme conditions, it is a bad choice for a daily driver. Using a racing oil in a daily-driven street car is not just overkill; it is just the wrong type of lubricant for a daily driver. Even if your daily driver is a pushrod V8, the racing oil NASCAR teams use in their pushrod V8 engines is not designed for the rigors of daily driving.

NASCAR engines run high engine speeds and high temperatures, both of which require generous amounts of exotic friction modifiers. While this chemistry is perfect for a race engine, these same friction modifiers that reduce wear and oil temperatures at 9,000 RPM also clog emissions system equipment in your daily driver at 3,000 RPM.

ThXP GROUP_newe examples are nearly endless, but the point is still the same. When you choose an oil for your transmission, motor or lawn mower, think about the application before you think about the brand. Once you think about what your application requires, you can then find oils that meet those requirements and are the correct viscosity for the application. Finally, you can choose a brand you trust to deliver the right chemistry in the right viscosity.

A great example of this process is what I do with my wife’s mini-van. To select the right oil I look at the owner’s manual and find what spec is required. In this case it is API SN/GF-5.

Next I look up the recommended viscosity. Her owner’s manual lists 0W-20 as the recommended viscosity grade, so now I choose a brand I trust to deliver API SN/GF-5 performance in a 0W-20 viscosity grade every time I open a quart.

I do the same thing when I select an oil for my four-stroke racing engine. I already know I need a racing spec oil instead of an API spec oil, so the next thing to determine is which viscosity grade racing oil I should use. Based on the operating oil temperature and bearing oil clearances, I see that I need to be running a 0W-20 viscosity.

While both engines ended up running a 0W-20 viscosity grade, the oils needed for each are chemically very different. However each lubricant is the best fit for its specific application. As a result, my wife gets good gas mileage and my race motor makes more horsepower.

Driven Racing Oil™ HR 10W-40 Hot Rod Motor Oil

Huntersville, NC New HR 10W-40 motor oil from Driven is engineered specifically for hot rods and classic vehicles. Its specialized ingredients reduce friction, provide anti-wear protection as well as extended oil change intervals.

The unique 10W-40 blend utilizes just the right amount of Zinc (ZDDP) in addition to U.S. military-spec rust and corrosion additives. This formula provides protection for roller camshafts and counteracts the corrosion and other damage that can be caused during storage periods. And because it is available in both conventional and synthetic forms, 10W-40 is the ideal choice whether you own a muscle car, European vintage sports car, or rotary engine. Plus, its careful balance of detergents and “fast burn” Zinc enables it to protect even the most aggressive camshafts.  Air-cooled engines generate extreme temperatures, but HR 10W-40 has you covered by protecting against the deposits, burn-off and thermal breakdown that can occur with this setup. Its competition proven formula, combined with its “no compromises” synthetic base that provides extended oil change intervals, make Driven HR 10W-40 the trust­ed choice of top engine builders.

Driven Racing Oil™ MX 10W-30 Synthetic Wet Clutch Racing Oil

Huntersville, NC – MX 10W-30 Synthetic Wet Clutch Racing Oil from Driven Racing Oil™ provides flawless wet clutch operation, high-temp and high-shear stability, friction-reducing additives and a ZDDP anti-wear package.

Developed for JGR motocross vehicles, this unique synthetic blend is designed to increase horsepower and deliver flawless performance for wet-clutch racing engines. Designed for high RPM motorcycle engines, MX protects high lift cams and bucket followers, and is formulated with proprietary anti-wear and friction reducing additives to fight valve train wear and deliver unmatched engine protection. Ideal for competitive motorcycle, ATV, UTV and mini sprint engines, this 10W-30 viscosity blend is compatible with pump gas, Methanol and high octane race fuels.