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Zinc content in oil
K2-K6:
It's something that's mirrored in each of the subjects like lead removal from petrol, Zinc removal from current engine oils and sulphur removal from diesel.
Each one of these has required consideration of the design, metallurgy and lifing of engines and components in a changing of fuel and lubrication chemistry. Diesel has important anti wear / anti scuff properties that are needed to protect the pumps and injection systems used, some of which are going over 500 Bar pressure, it's this characteristic that seems to prevent some neat diesel into engine oil causing damage. Probably less harm than mostly burnt combustion byproducts that go past the piston rings anyway.
This link gives a little look at what's going on in diesel fuel regarding sulphur content http://fueloilnews.com/2010/03/04/taking-the-mystery-out-of-lubricity/
I've no idea what they are adding to it to improve "lubricity" though, can't seem to find anything published at all.
Interestingly, I was speaking to someone working for a manufacturer assist scheme who said that in the event of missfuelling a diesel car with petrol, they'd accept up to 25% petrol in the mix but would consider adding two stroke oil to avoid damage to the high pressure pump during run out. Then advise to keep topping off the tank with new diesel to swing the balance back to normal as it's used.
In cold weather environments it's been customary to add something like 10%petrol to stop the diesel going waxy. Fuel sold in those regions is normally supplied with integral "winter additive " now.
The environmental lobby doesn't really care if engines don't last long though as, in their view, the sooner you have to buy a newer one it will push the in use fleet faster toward lower emissions anyway. That's if you believe there are true verified improvements rather than false claims as to what new stuff outputs.
Johnwebley:
I love this and other threads like this,
the knowledge on this forum is wonderful
PLEASE carry on !!!
K2-K6:
Posting link to a very long thread that may keep you occupied over the holiday.
https://www.corvetteforum.com/forums/c3-tech-performance/3072456-motor-oil-wear-test-and-lab-test-data-7.html
It's a bit of a bun fight with some intervention to calm it down but quite interesting.
Post 140 on it gives a more detailed insight to how viscosity is specified and it's interaction with the engine regarding flow and pressure.
It's ZDDP focus generally is centred around camshaft and follower protection which being the original direction of this thread makes it relevant.
Allington (Steve):
--- Quote from: AshimotoK0 on June 26, 2017, 02:52:57 PM ---Really appreciate reading all this stuff K2-K6 . Just was this section was created for. Like 'Jensen' who I mentioned, you may not get a flurry of responses as the info takes a bit of absorbing, understanding and reading around. But it's here as a great reference and easily accessible outside of the 'day-day' forum posts.
In the early 70's I had a Honda CD175A sloper. The local Honda dealer 'Ken Blakey' who had been a dealer since early doors waxed on about using 'Filtrate' oil in Honda's (dark grey because it has molybdenum disulphide in it). So, at great expense, I replaced the 175 oil with Filtrate oil but at the next oil change I cleaned the centrifugal filter housing and was shocked to find so much black stuff in the housing that there was only a pencil size hole down the centre. So what was all that about? Does anyone else have experiences with Filtrate oil (it came from Leeds)?
--- End quote ---
The Honda main dealer on the Isle of Wight (Dave Death) in the 70’s used Filtrate oil in all new bikes. In fact apart from 2 stroke oil it was all he sold.
Bryanj:
We used to use solely Filtrare bought from Popes Suzuki dealer in Bristol cheaper than direct as he bought a full load at a time. Eventually went Castrol as use increased as they supplied the bunker bin
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