“With a compacted graphite block and tool steel rings, the materials are very hard, so if the oil is too slippery, the rings won’t seat properly,” Cronquist said. “We still have a valvetrain with roller bearings that need protection as well, so the break-in oil features a high anti-wear formulation without friction modifiers to chemically assist the ring sealing. Mark Cronquist, Chief Engineer Builder at Joe Gibbs Racing, says the break-in oil has two jobs: protect the valvetrain and not hinder ring seal.
The added slipperiness of these oils can prevent the rings from seating properlyĭriven BR break-in oil, for example, was formulated to help Joe Gibbs Racing with its engine program. Some break-in oils are designed to accelerate the break-in process, and as a result, these oils generate higher levels of wear metal-bad news for your roller bearings. Quite simply, not all break-in oils are the same. So what does this have to do with motor oil?
In fact the “normal” wear metals for a new engine are up to four times higher than after a engine has finished breaking-in-hence the term “breaking-in.” An engine creates more particulate wear metal during break-in than at any other time.
According to Timken, the number-one reason for premature roller bearing failure is particulate contamination. While the rings need to be seated in a roller, an oil that “wears-in” the rings will create a lot of fine metal particulate, and that particulate is a killer for your roller cam. By now, it’s common practice (or should be) to use break-in oil with ZDDP or a zinc additive for a flat-tappet camshaft.īut what about roller cams? Any old oil will work for that, right?Īccording top engine builders, ring manufacturers, and cam grinders, the answer is no.
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