oil brand
#3
Senior Member
RACING JUNKIE
Join Date: May 2003
Location: Coldwater, MI
Posts: 2,998
#4
Senior Member
RACING JUNKIE
Join Date: Jan 2012
Posts: 628
Most of the NASCAR guys run Joe Gibbs racing oil. There's another brand they also use, but I can't remember the name of the maker/blender. He's out of Denver, I think . . (Edit: Just read hammertime's full post. That's the guy)
High RPM engines with flat tappet cams generally use high Zinc content oils, and it really looks like black chunks of mud in the oil pans. We generally use the GM "Startup" oil X 2 in our first warmup. That and the engine assembly Lube makes the oil look like swamp water when you drain it . .
That's also why the T/F guy's oil looks so bad . . They have a ton of that additive in the oil on every pass, or so I've been told by a couple of the crew chiefs . . Now that's on a "good" pass . .
Gotta say, I've never seen anything worn out by overlubrication . . .
High RPM engines with flat tappet cams generally use high Zinc content oils, and it really looks like black chunks of mud in the oil pans. We generally use the GM "Startup" oil X 2 in our first warmup. That and the engine assembly Lube makes the oil look like swamp water when you drain it . .
That's also why the T/F guy's oil looks so bad . . They have a ton of that additive in the oil on every pass, or so I've been told by a couple of the crew chiefs . . Now that's on a "good" pass . .
Gotta say, I've never seen anything worn out by overlubrication . . .
#5
NASCAR mostly runs Joe Gibbs XP0 or XP1. $20 a quart for me and you. :shock:
Just so happens my engine builder use to be one of engine builders for Joe Gibbs. He was actually the cylinder head guy.
Just so happens my engine builder use to be one of engine builders for Joe Gibbs. He was actually the cylinder head guy.
#6
Senior Member
RACING JUNKIE
Join Date: Jan 2012
Posts: 628
Yeah, one of my best sources is one of the cylinder head development guys for Hendrick.
Us drag racers kind of get the hind tit when it comes to engine development and the stuff it takes to make an engine live . . And the NASCAR guys aren't to good about spreading any know how around . . Most of the stuff we're doing now, NASCAR was doing 10 years ago . .
Of course we can't spend several million developing a new head or lower end, either!
Us drag racers kind of get the hind tit when it comes to engine development and the stuff it takes to make an engine live . . And the NASCAR guys aren't to good about spreading any know how around . . Most of the stuff we're doing now, NASCAR was doing 10 years ago . .
Of course we can't spend several million developing a new head or lower end, either!
#7
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RACING JUNKIE
Join Date: Jan 2006
Location: La.
Posts: 2,890
One of the things that make NASCAR engines survive and run 9,000 rpm's is the same cam lift, and lighter spring seat pressure, with them running anywhere from 1.8 to 2.1 rocker ratios. Ofcourse we can't use those kinds of rocker ratio's due to the heads design used in drag racing, we couldn't find a way to get the push rods thru the heads.
JMO
Zip.
JMO
Zip.
#8
Senior Member
RACING JUNKIE
Join Date: Jan 2012
Posts: 628
Originally Posted by zipper06
One of the things that make NASCAR engines survive and run 9,000 rpm's is the same cam lift, and lighter spring seat pressure, with them running anywhere from 1.8 to 2.1 rocker ratios. Ofcourse we can't use those kinds of rocker ratio's due to the heads design used in drag racing, we couldn't find a way to get the push rods thru the heads.
JMO
Zip.
JMO
Zip.
On the cams and valve train stuff . . Average rocker ratios are 1:9 on a Gen II Bowtie 355, with a very short valve angle . . The cams look like something out of a stock 59A Ford Flathead. Hardly has "bumps" . . and they run about 125# of seat pressure with little incremental pressure increase at the open. And everything in the valve train is exceedingly light, (of course) almost apperaing to be "Frail" . .
For those of us who are used to the heavy duty Drag Race technology those engines are kinda like looking at a "Ladies watch" . . . But when you consider what they do with them, they're pretty respectable engines. As is the technology.
And they'll work as normally aspirated drag racing engines. Consider this. On the start or restart, they're at 55-60 mph, third gear, rolling. Punch it and you'll spin the tires! With a 3200# car!
They just need to get them to where we can afford 'em . .
On the oil, it has come a long way from the Valvoline 50 wt we used to use in the Jr. Fueler in 1965.