When an engine cools after being shut down it draws condensation. Such cars often sit idly in the garage all winter only to be taken out on the first warm Saturday in spring for a long weekend with lots of road miles.īelieve it or not, this is a very difficult environment for both the engine and the lubricating oil. That’s what the big manufacturers want you to think because their business model is to refine massive amounts of a single blend and then sell it into as many applications as possible.īut your classic hot rod, or your max-effort race car, or even the street cruiser you only bring out on perfect days doesn’t have the same needs as a minivan that will see 15,000 miles in a year but rarely get above 2,000 rpm the entire time.įor example, many car enthusiasts have a favourite car-maybe it’s a numbers-correct restoration, a street rod or anything in between-that rarely leaves the garage except for perfect driving days. So why expect a random, off-the-shelf motor oil to be able to provide optimum protection to your engine?Īll motor oils are not created equal, and the division isn’t between the cheap stuff and the more expensive “performance” oils. Either way, the car and engine are your pride and joy, and the investment is quite substantial. For racers its a way to gain an advantage on the competition. For hot rodders it’s often an effort to reflect the owner’s unique personality or to simply stand out from the crowd. Hot rodders and racers spend a lot of time working to to make their cars unique. We offer a variety of oil viscosities to fit various engine builds and operating temps.īecause of its no-compromise philosophy, Driven Racing Oil can provide power and protection to your performance engine in ways other oils can’t-or won’t Our NASCAR championship winning formula protects our 9,000 RPM, Flat-Tappet engines for over 500 miles of competition, and our oils are used by other championship winning engine builders to conquer the gruelling 24 hours of Daytona and the Baja 1000. You wouldn't use a stock piston in a race engine, and the same goes for oil. This loading can result in lubrication failure unless special care is taken in the formulation of the lubricant." Simply put, the oil used in an engine needs to be formulated specifically for that type of engine. This is especially true in flat-tappet engines.ĭriven Racing Oil contains all of the correct additives, like Zinc, Phosphorus and Sulfur in addition to the highest quality base oils to protect your engine.Īgain, the book Lubrication Fundamentals sums this up, "Loading on the rubbing surfaces in the valve train may be high, particularly in high speed engines, where stiff valve springs must be used to ensure that the valves close rapidly and positively. Racing engines see more RPM, higher loads and increased temperatures compared to street engines, so a racing engine requires higher levels of Zinc, Phosphorus, Sulfur and other additives to prevent premature part failure. The oil additive Zinc Dithiophosphate is to provide anti-wear activity for the camshaft and lifters.” Lubricants with anti-wear additives are necessary if rapid wear and surface distress are to be avoided. While this is good for your street car, it is bad news for your racing engine.Īs stated in the book Lubrication Fundamentals,"In heavily loaded applications, flat tappet cam followers operate on partial oil films at least part of the time. As a result, the oil you buy today is not the same as it was 10 years ago. Concept Performance ~ LSR Engine BlocksĪ recent camshaft company Technical Bulletin said it best, "Today's engine oil is just not the same as it used to be, thanks to the ever tightening environmental regulations." Today's passenger car motor oils are formulated to be compatible with your street car's emission control equipment, and Federal EPA requirements have led to a reduction in formulated anti-wear chemistries like Zinc, Phosphorus and Sulfur in API rated engine oils.Boundary Racing Oil Pumps & Billet Gears.
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