Synthetic

Joe Gibbs Driven Racing Oils are specially formulated for the specific needs of racing engines. Our engineers and engine builders at Joe Gibbs Racing have put in countless hours perfecting our oil to maximize horsepower and protect vital parts. Our line of synthetic racing oils offer the best protection available with improved cold start protection.

 

XP0

Used by Joe Gibbs Racing for qualifying. It utilises ultra-low viscosity synthetic base oils.
Recommended applications:
V8 qualifying, NHRA Pro Stock and Motorcycle engines, 4-Cycle GoKART engines with babbitt bearings, Jr. Dragster and Quarter Midget engines.
Viscosity typical of SAE 0W. Case of 12 Quarts - #00407, Case of 10qt. Jugs - #00415, Drum - #00420.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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XP1

Used by Joe Gibbs Racing in all their unrestricted engines.
Recommended applications:
V8 engines with clearances under .0025, Legends Car engines, Mini Sprint engines, Spec engines (Miata, Ford), small block drag race engines and NASCAR. Viscosity typical of SAE 5W-20. Case of 12 Quarts - #00007, Case of 10qt. Jugs - #00015, Drum - #00020.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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XP2

Used by Joe Gibbs Racing in all their Nationwide Series roller camshaft engines and restrictor plate flat tappet engines.
Recommended applications:
NHRA StockEliminator engines, Rolex Grand American engines, GoKART, Quarter Midget, Jr. Dragster, Focus Midgets, high RPM engines (max rev’s above 9,000 RPM), restricted air intake engines and engines with clearances under .0020. Viscosity typical of  0W-20. Case of 12 Quarts - #00207, Case of 10qt. Jugs - #00215, Drum - #00220.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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XP3

A higher viscosity version of XP1, it offers outstanding  high-temperature, high-shear protection. 
Recommended applications:
Sprint and Midget engines, Late Model Stock, GM Crate engines, Pro-Cup engines, 360 Sprints, NASCAR Spec engines and hydraulic lifters and engines with clearances under .0027. Viscosity typical of SAE 10W-30. Case of 12 Quarts - #00307, Case of 10qt. Jugs - #00315, Drum - #00320.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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XP6

A 15W-50 version of our race proven XP1, it provides excellent bearing oil film thickness and high temperature protection. Designed for aluminium blocks and looser clearances.
Recommended for methanol fuel and high temperature applications (Oil temperatures above 240°F). For use in high compression engines. Viscosity typical of SAE 15W-50. Case of 12 Quarts - #01007, Case of 10qt. Jugs - #01015, Drum - #01020.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Semi-Synthetic

Joe Gibbs Driven Racing Oils are specially formulated for the specific needs to racing engines. Our engineers and engine builders at Joe Gibbs Racing have put in countless hours perfecting our oil to maximize horsepower and protect vital parts. Our line of semi-synthetic oils offer improved high temperature shear and oxidation stability compared to mineral oils without the higher cost of a full synthetic.

 

XP5
• Offers improved high temperature shear and oxidisation stability compared to
  mineral oil without higher cost of a full synthetic
• For use in high compression engines
• Viscosity typical of SAE 20w-50

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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XP7
• Ideal for IMCA modified engines, spec engines, flat tappet camshafts, hydraulic lifter
  engines and crate motors
• Designed for clearances under .0300
• Viscosity typical of SAE 10W-40

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Joe Gibbs Driven Racing Oils are specially formulated for the specific needs of racing engines. Our engineers and engine builders at Joe Gibbs Racing have put in countless hours perfecting our oil to maximize horsepower and protect vital parts. Our petroleum oils offer lower cost protection for racers who want to change their oil after every race.

 

XP4
• Low cost protection for racers who want to use non-synthetic oil
• Excellent protection for dirt and nitrous racers who want to change their
  oil frequently
• Recommended for big block, flat tappet camshaft and Nitrous engines
• Viscosity typical of SAE 15W-50

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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XP8
• A high zinc, petroleum formula racing oil
• Excellent low cost drag racing oil
• Recommended for small block, flat tappet camshaft and tight clearance Nitrous engines (under .0027)
• Viscosity typical of SAE 5W-30

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

 

 

From the leader in racing lubricants, now comes a lubricant designed specifically for high performance engines. Joe Gibbs Driven HR Oils build on our original formula while adding critical additives to protect engines when they are not running. Our formula uses the same additive technology developed for the U.S. Military for storing and shipping. It protects against rust and corrosion so your engine is protected even when it's not running. It features higher levels of Zinc than regular passenger car oils to deliver proper anti-wear protection for older style push-rod and flat-tappet engines. Available in synthetic or conventional formulas.

HR-1
Conventional 15W-50
 
Product Features:

• STORAGE PROTECTION
  Uses the same oil additive technology developed for the U.S. Military for storing and shipping their combat equipment.
  Protects against rust and corrosion so your engine is protected even when it’s not running.
• HIGH ZINC CONTENT
  Higher levels of Zinc (ZDDP) than regular passenger car oils. Delivers proper anti-wear protection for older style push-rod and flat-tappet engines.
• CAMSHAFT WEAR PROTECTION
  Superior camshaft wear protection chemistry. The same wear protection found in Joe Gibbs Driven Racing Oil which has powered Joe Gibbs Racing to multiple NASCAR Championships.

Applications:

• Perfect for big block muscle cars and blown street rods. Excellent high temperature protection. Good for loose bearing clearances.
  

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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HR-2
Conventional 10W-30
 
Product Features:

• STORAGE PROTECTION
  Uses the same oil additive technology developed for the U.S. Military for storing and shipping their combat equipment.
  Protects against rust and corrosion so your engine is protected even when it’s not running.
• HIGH ZINC CONTENT
  Higher levels of Zinc (ZDDP) than regular passenger car oils. Delivers proper anti-wear protection for older style push-rod and flat-tappet engines.
• CAMSHAFT WEAR PROTECTION
  Superior camshaft wear protection chemistry. The same wear protection found in Joe Gibbs Driven Racing Oil which has powered Joe Gibbs Racing to multiple NASCAR Championships.

Applications:

• Great for small block engines and "crate" motors.
• 10W Multi-Grade formula provides excellent start-up protection.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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HR-3
Synthetic 15W-50
 
Product Features:

• STORAGE PROTECTION
  Uses the same oil additive technology developed for the U.S. Military for storing and shipping their combat equipment.
  Protects against rust and corrosion so your engine is protected even when it’s not running.
• HIGH ZINC CONTENT
  Higher levels of Zinc (ZDDP) than regular passenger car oils. Delivers proper anti-wear protection for older style push-rod and flat-tappet engines.
• CAMSHAFT WEAR PROTECTION
  Superior camshaft wear protection chemistry. The same wear protection found in Joe Gibbs Driven Racing Oil which has powered Joe Gibbs Racing to multiple NASCAR Championships.
• SYNTHETIC FORMULA
  Our synthetic formula provides improved cold-start protection compared to mineral oils.

Applications:

• Excellent protection for blown marine engines and air cooled engines.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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HR-4
Synthetic 10W-30
 
Product Features:

• STORAGE PROTECTION
  Uses the same oil additive technology developed for the U.S. Military for storing and shipping their combat equipment.
  Protects against rust and corrosion so your engine is protected even when it’s not running.
• HIGH ZINC CONTENT
  Higher levels of Zinc (ZDDP) than regular passenger car oils. Delivers proper anti-wear protection for older style push-rod and flat-tappet engines.
• CAMSHAFT WEAR PROTECTION
  Superior camshaft wear protection chemistry. The same wear protection found in Joe Gibbs Driven Racing Oil which has powered Joe Gibbs Racing to multiple NASCAR Championships.
• SYNTHETIC FORMULA
  Our synthetic formula provides improved cold-start protection compared to mineral oils.

Applications:

• The ultimate in street/stip protection - Excellent star-up protection and the high temperature stability of a synthetic.
• Great choice for street/strip bracket racers.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Break-In Oils

Joe Gibbs Driven Break-In Oils provide optimum levels of zinc and phosphorus for flat-tappet engines and the maximum protection available for cams and lifters.

BR
• Used to break-in and dyno all engines
• Provides highest levels of zinc and phosphorus for flat-tappet engines
• Promotes ring seal and provides maximum protection available for cams and lifters during initial break-in

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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BR30
• The same high zinc and phosphorus formula as the original break-in oil, now in 5W-30 viscosity for tight clear and/or low temperature break-in
• Good for restrictor plate engines, drag race engines, and OEM rebuilds
• Provides excellent ring sealing.
• Requires no additional additives

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Gear Oils

 

The pursuit of increased power output and durability does not stop at the flywheel. The engineering staff at Joe Gibbs Racing looks for every possible advantage, and Joe Gibbs Driven lubricants deliver measurable performance gains in transmissions, rear gears, and power steering systems.

Synthetic Gear Oil
Used by Joe Gibbs Racing in every rear end differential, this unique synthetic gear oil reduces operating temperatures by up to 15°F compared to other brand gear oils. Viscosity typical of SAE 75W-110

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

 

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Super Synthetic Gear Oil
This 75W-85 synthetic gear oil provides race proven durability and dyno proven power gains from reduced friction and parasitic drag. It can be used in quick change style rear ends and drag race applications.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Qualifying Gear Oil
An ultra-lightweight gear oil developed specifically for stock car qualifying, it also provides race proven durability in open wheel competition. It can also be used in transmissions and spiral bevel gear boxes.

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Functional Fluids

The pursuit of increased power output and durability does not stop at the flywheel. The engineering staff at Joe Gibbs Racing looks for every possible advantage, and Joe Gibbs Driven lubricants deliver measurable performance gains in transmissions, rear gears, and power steering systems.

Manual Transmission Fluid

A fully synthetic fluid engineered to meet the demands of road racing and oval track manual transmissions. Joe Gibbs Driven MTF provides improved cooling, smooth shifting as well as reduced parasitic drag losses.

 

Power Steering Fluid

Delivers consistent steering response. Exceptional low temperature flow reduces initial drag on the pump, and the fully synthetic formula provides improved thermal stability for less pressure drop as temperatures rise. Offers high temperature foam resistance for better cooling and improved steering precision.

 

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

 

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CSP - Coolant System Protector

Impurities in well water can cause rust and corrosion inside the radiator, water pump and cylinder heads, and this can lead to a loss of cooling efficiency. Joe Gibbs Driven Coolant System Protector stops the adverse effect of hard water better than the leading brand of coolant additives.

 

 

Download the MSDS sheets (pdf format)

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ATI Super F™ Transmission Fluid

ATI teamed up with Joe Gibbs Driven to produce the right fluid for consistent, crisp shifting, superior heat dissipation and amazing life over standard petroleum based fluids.

 

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

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Manual Transmission Fluid


Product Features:

• A fully synthetic fluid engineered to meet the demands of road racing and oval track manual transmissions
• Provides improved cooling, smooth shifting as well as reduced parasitic drag losses.
• Provides a unique additive package that protects gears and bearings while minimizing drag.
• Lowers transmission temperatures compared to using gear oil.
  

Applications:

• Pro-Stock transmissions
• Late Model Stock Cars

Download the MSDS sheets (pdf format)
Download the DATA sheet (word doc format)

 

Cleaning Products

Brake & Parts Cleaner

Product Features:

• Quickly removes brake fluid, grease, oil and other contaminants from brake lining and drums
• Quickly cuts through grease and grime, but it does not leave an oily film.
• This fast drying formula gets the job done while using less spray compared to watered down cleaners.
• Non-Chlorinated - NHRA Legal
• Excellent general parts cleaner
  

Applications:

• Brakes and parts
  

 

Download the MSDS sheets (pdf format)

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FOAMING DEGREASER

Product Features:

• Safely removes tire rubber, grease and oil from your car.
• Will not harm paint.
• Just spray on and wipe off.
• Works great for cleaning up shop equipment and tools as well.
• Professional strength formula foams away dirt, grease, and oil from all automotive parts and surfaces.
  

Applications:

• Safe for use on any washable parts including rubber and plastic.

 

Download the MSDS sheets (pdf format)

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Extreme Pressure Chassis Grease

EPC Extreme Pressure Chassis Grease from Joe Gibbs Driven oil stands out in critical performance areas - EP load protection andoperating temperature range. EPC delivers greater Timken OK load performance and has a higher dropping point compared to national brand synthetic grease.

The advanced Calcium Sulphonate thickener provides true high performance properties compared to traditional Lithium Complex greases. Joe Gibbs EPC delivers a performance upgrade for the following:
- Bearings
- Axel Splines
- Drive Plates
- U-joints
- Bushings
- Rod ends
- Jack Screws
- Fasteners

Assembly Grease

Used by Joe Gibbs Racing during the assembly of every engine, this unique formula completely dissolves in oil. Used to pre-lube cams and lifters. Combined with BR, it provides proven protection during break-in.

Download the pdf version
Download the DATA sheet (word doc format)

 

Why Should I Use Joe Gibbs Diven Oil?

Joe Gibbs Driven Oil is formulated specifically for racing engines and older style flat-tappet engines. A 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. As a result, the oil you buy today is not the same as it was 10 years ago. While this is good for your street car, it is bad news for your racing engine.

As 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. Lubricants with anti-wear additives are necessary if rapid wear and surface distress are to be avoided. The oil additive Zinc Dithiophosphate is to provide anti-wear activity for the camshaft and lifters.”

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. This is especially true in flat-tappet engines.

Joe Gibbs Driven 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.

Again, 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. 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. You wouldn't use a stock piston in a race engine, and the same goes for oil.

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 grueling 24 hours of Daytona and the Baja 1000. We offer a variety of oil viscosities to fit various engine builds and operating temps.

We also offer Joe Gibbs Driven Hot Rod Oil for street driven flat-tappet and push-rod engines. Joe Gibbs Driven Hot Rod oil features high levels of zinc for wear protection plus US Military spec rust and corrosion inhibitors to protect the engine when it is not running as well. No other oil provides this type of protection in the garage and on the road.

 

Racing Oil 101

The following pages will tell you all the basics you need to know about Racing Oil. You can also download a PDF version.

ZINC FACTS

Proper Name: Zinc Dialkyl Dithiophosphates

• A family of additives – not a single additive
• Polar molecule – attracted to steel
• Activated by heat and load

Types – High and Low Molecular weight

• Primary – more thermally stable (Slower “burn”)
• Secondary – less thermally stable (Faster “burn”)
• Aryl
• Lower Molecular weight – Less thermally stable

Developed in 1941
Limited By API – ISLAC Standards

• Began in 1992 – API SH/ILSAC GF-1 – 1,200 ppm max
• Contains Phosphorus

Source: Automotive Lubricants Reference Book, SAE International

 

OIL TODAY VS. YESTERDAY

Today’s engine oils are not the same as they were even a few years ago.

Phosphorus and Zinc Reduction

• Phosphorus degrades catalytic converters
• Zinc & Phosphorus content unlimited before 1993
• Phosphorus now limited to max 800 ppm (API SM / ILSAC GF-4)
• Mandated for 10W-30 and lower – still occurring in higher grades
• Diesel oils now limited to 1,200 ppm Phosphorus (Oct. 2006)

Increased Detergents

• Exhaust Gas Recirculation Valves
• Increased drain intervals - less waste oil

Lower Sulfur

• Restricted Sulfur content

 

 

Why Use Synthetic Oil?

Oil does more than just reduce friction and wear. Oil serves as a vital coolant in an engine. Keeping parts cool and well lubricated enables parts to last longer, so we spray oil on our valve springs, camshafts and pistons to keep them cool. The high temperatures on these parts would cause conventional oils to breakdown much faster than synthetic oil. Conventional base oils can handle up to 320°F operating temperatures, but synthetic base oils can handle up to 554°F operating temperatures. The improved thermal stability of synthetic oil provides increased oil longevity. These shear stable oils allow us to safely run lower viscosity oils that increase horsepower - without the danger of viscosity breakdown. Joe Gibbs Driven racing oils maintain their viscosity even after 500 miles of competition, so our parts stay cool and well lubricated.

 

choosing the Right Viscosity

Viscosity measures the resistance to flow. Higher viscosity grades have more resistance to flow than lower viscosity grades. Oil gets thinner as it gets hotter. To determine the correct viscosity for an application you need to know the operating temperature of the oil in that application. Engines that run high operating oil temperatures require higher viscosity oil. Engines that run low oil temps require lower viscosity oil.

Years ago, it was common practice to use lighter “Winter” grade oils during the colder winter months, and then switch to a heavier oil for Summer driving. Accordingly, the number before the “W” reflects the “Winter” cold start flow of the oil. A lower number before the “W” indicates better cold start protection (lower viscosity base oil). The number after the “W” indicates the flow rate at 212°F (high temperature viscosity). Since most race cars don’t run in sub-zero conditions and oil temperatures vary above and below 212°F, the “Operating” viscosity of the oil is what is important – not the SAE grade.

For example, an NHRA Pro Stock engine, a NASCAR Sprint Cup engine and a World of Outlaws 410 Sprint engine have very different operating oil temperatures – 100°F, 220°F and 300°F. As a result, all three engines run very different viscosity oils - SAE 0W-5, SAE 5W-20 and SAE 15W-50.

As you can see, the operating temperature of the oil plays a major role in the selection of the proper viscosity oil. Using too high of a viscosity oil can result in excessive oil temperature and increased drag. Using too low of a viscosity oil can lead to excessive metal to metal contact of moving parts. When oil is of the correct viscosity, friction and wear are reduced.

It is important to keep clearances in mind. Looser clearances in the engine and oil pump require higher viscosity oil to maintain oil pressure. Tighter clearances allow for the safe use of lower viscosity oil for better cooling and improved horsepower. For more detailed explanations of how oil temperature and bearing clearances effect oil selection, please visit www.joegibbsdriven.com/trainingcenter.

The chart below provides a guide to viscosity selection based on horsepower and oil temps.

 

Why Use Hot Rod Oil?

Modern API certified oils are designed to protect emissions control equipment like catalytic converters. Joe Gibbs Driven Hot Rod Oil is designed to protect your camshaft! With high levels of ZDDP to protect your engine, Joe Gibbs Driven Hot Rod Oil delivers the chemistry that classic cars, muscle cars and historic racers need. Because these cars are not daily drivers, Joe Gibbs Driven Hot Rod Oil also delivers storage protection additives to guard your engine from rust and corrosion. These additives also prevent dry starts. Developed specifically for older cars, no other oil provides this unique combination of lubricant chemistry.

Modern engine designs and modern oils have done a great job reducing emissions and protecting emissions control equipment. However, modern oils have played havoc on older engines. The reduction in emissions in modern cars has coincided with a reduction in traditional anti-wear additives (i.e. zinc dithiophosphates) in modern oils. While this is great for the environment, it is bad news for your flat-tappet camshaft.

As 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. Lubricants with anti-wear additives are necessary if rapid wear and surface distress are to be avoided. The oil additive Zinc Dithiophosphate is to provide anti-wear activity for the camshaft and lifters.” Simply put, you shouldn’t use oil designed for modern engines in older style engines.

Protecting your engine when it is operating is critical. However, more wear occurs during start-up than at any other time. A recent European study of Heavy Duty Diesel engines revealed a 50% reduction in cold-start wear by using synthetic oil in comparison to conventional oil. Reduced cold start wear means longer engine life! Joe Gibbs Driven Hot Rod Oil meets the latest SAE J300 Cold Cranking requirements, so you can give your engine the Cold-Start protection it needs as well as the Zinc anti-wear chemistry to keep your camshaft protected.

Because Joe Gibbs Driven Hot Rod Oil is designed specifically for older style historic car and hot rod engines, it also features US Military specification rust and corrosion inhibitors. These unique additives fight the formation of rust and defend against corrosion while your car is in the garage or storage. Pictured to the left are the results of a 1,000 hour severe storage simulation test. The surfaced treated with Joe Gibbs Driven Hot Rod Oil showed NO rust or corrosion!

When your car sits in the garage over the winter, Joe Gibbs Driven Hot Rod Oil fights corrosive wear and rust. When you fire the engine up, Joe Gibbs Driven Hot Rod Oil protects your engine from excessive cold start wear. When you put the pedal to the floor, Joe Gibbs Driven Hot Rod Oil protects your camshaft from scuffing. No other oil provides this level of protection in the garage, at start-up and on the road.

 

 

 

 

 

Zinc vs. Detergent

While the reduction of zinc, phosphorus and sulfur in today’s motor oils is a significant change, there is more to the story. Specifically, the detergent additives used in modern oils have also changed. Here are some key facts about zinc and detergents and how they work.

ALL "ZINC" IS NOT THE SAME

The oil additive Zinc DialkylDithioPhosphate (ZDDP) works because it is a polar molecule, so it is attracted to ferrous metal surfaces. However, Zinc (ZDDP) is not a lubricant until heat and load are applied. ZDDP must react with heat and load to create the sacrificial film that allows ZDDP to protect flat-tappet camshafts and other highly loaded engine parts. The Society of Automotive Engineers’ Automotive Lubricants Reference Book states,“ZDDP is the predominant anti-wear additive used in crankcase oils, although it is a class of additive rather than one particular chemical..” Not all ZDDP additives are the same. Some zinc additives have slower “burn” rates that require more heat and more load to activate than other zinc additives. As a result, not all “High Zinc” oils have the same activation rate. The Joe Gibbs Driven BR Break-In oil uses a “Fast Burn” ZDDP that activates quickly.

THE CRITICAL BALANCE OF DETERGENTS TO ZINC

Detergents and dispersants in the oil complicate the situation. Detergent and dispersant additives “compete” against zinc in the engine because they are polar molecules as well. Detergents and dispersants clean the engine, but they don’t distinguish between sludge, varnish and zinc – they clean all three away. Modern API certified oils contain higher levels of detergents and dispersants due to the exhaust gas recirculation (EGR) systems on passenger cars and diesel trucks. The “old school” theory on engine break-in was to run non-detergent oils, and this allowed for greater activation of the zinc additive in the oil.

Joe Gibbs Driven BR Break-In oils utilize the correct balance of anti-wear additives and detergents, so you don’t need to buy expensive additives to try to “fix” a low zinc (ZDDP) oil.

 

All About Zinc

Recently there has been quite a lot of talk about ZINC, so we’re going to explain why that is as well as the difference it makes during break-in.

The word is out regarding the reduction of Zinc in today’s motor oils, but there is a lot more to the story. Specifically, not all Zinc additives and high Zinc content oils perform the same. Here are four facts related to Zinc. First, the oil additive generally referred to as Zinc is technically Zinc Dialkyl Dithiophosphate (ZDDP). As 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. Lubricants with anti-wear additives are necessary if rapid wear and surface distress are to be avoided. oil additive Zinc Dithiophosphate is to provide anti-wear activity for the camshaft and lifters."

Second, Zinc (ZDDP) is not a lubricant until heat and load are applied. Zinc must react with heat and load to create the sacrificial film that allows Zinc to protect flat-tappet camshafts and other highly loaded engine parts.

Society of Automotive Engineers’ Automotive Lubricants Reference Book states, “ZDDP is the predominant anti-wear additive used in crankcase oils, although it is a class of additive rather than one particular chemical. Sensitivity of the additive to commence giving anti-wear protection varies inversely with the thermal stability of the additive.”

As a result, the third fact is that not all Zinc (ZDDP) additives react under the same level of heat and load. Zinc has different “Burn” rates. Some Zinc additives have slower “burn” rates that require more heat and more load to activate than other Zinc additives. For example, Passenger Car Motor Oils (PCMO’s) typically feature a faster burning Zinc than Diesel Engine Oils due to the lower compression ratios found in gasoline engines compared to compression ignition diesel engines. As a result, not all “High Zinc” oils have the same activation rate. Joe Gibbs Driven BR Break-In oil uses a “Fast Burn” ZDDP that activates quickly. Fourth, detergent additives “compete” against Zinc in the engine. Detergents are additives that clean the engine, but detergents don’t distinguish between sludge, varnish and Zinc – it cleans all three away. The “old school” theory on engine break-in was to run non-detergent oils, and this allowed for greater activation of the Zinc additive in the oil. Joe Gibbs Driven BR Break-In oil features a low detergent formula to allow the “Fast Burn” Zinc additive package to activate faster and to full extent.

Characteristics of Zinc and Detergents determine how quickly and to what extent an oil will provide sacrificial boundary film protection for your engine.

In order to achieve seamless protection for your flat-tappet camshaft or highly loaded engine, you need to establish the presence of the correct “Burn Rate” additives on the surface of the camshaft, lifters and other highly stressed engine parts. A properly matched set of assembly lubricants and break-in oil is of high importance.

Using Unmatched Lubricants - Additive Clash:

Using the Joe Gibbs Driven System:

Joe Gibbs Driven Engine Assembly Grease places “Fast Burn” anti-wear additives on the critical wear surfaces of your engine, and the Joe Gibbs Driven BR Break-In Oil provides the correct balance of “Fast Burn” Zinc additives and low levels of detergents to quickly establish a sacrificial anti-wear film throughout your engine. Rapidly establishing this anti-wear film in your engine provides a lower wear break-in and extends engine parts life.

For example, using the system of Engine Assembly Grease followed by the BR Break-In oil and then using XP1 Synthetic Racing Oil, allowed Joe Gibbs Racing to double flat-tappet lifter life from 600 miles to 1200 miles!

Joe Gibbs Driven Assembly Grease followed by Break-In Oil and then Synthetic Racing Oil or Hot Rod Oil like the primer, sealer and base color of automotive paint. It really does make a difference when you apply the right products for the job in the correct order!

Regardless of the lubricants you use, it is of vital importance that you properly prime the oiling system before starting a new or re-built engine. Please follow your camshaft manufacturers’ break-in procedure for flat-tappet camshafts.

Information and charts are property of Joe Gibbs Driven and cannot be duplicated without permission.

 

Save Money on Oil

Lower your operating cost by following the Joe Gibbs Driven oil change interval program. Joe Gibbs Racing doesn’t stop to change their oil before 500 laps, so why should you? When you start off with a 5W-20 in a 860 hp engine, it can’t shear and breakdown during the race. Joe Gibbs Driven Racing Oil is built to not lose viscosity during 500 mile races, so it provides the same protection even after 500 miles of racing. Here’s the proof!

By changing your oil filter every 100 laps, even dirt and methanol fueled cars can run more laps between oil changes. Here’s how you do it. Every 100 laps, change the oil filterafter warming up the engine. Replace the oil lost during the filter change. Keep changing the oil filter and topping off the oil level every 100 laps until you’ve run 500 laps. After 500 laps, change the oil and filter, and then start over. Injected alcohol engines should convert 100 laps to 2 nights of racing.

Following this program can save you $40 per oil change! Not to mention that you are using a premium quality oil that provides race proven protection for over 500 miles!

 

Frequently Asked Questions

Oil Usage Questions:
How often should I change the oil?
Do I need to flush out my current oil before running JGD oil?
Is JGD oil compatible with Alcohol fuels? Nitrous Oxide, Nitromethane?
Can I run Joe Gibbs Driven oil in my high performance street car?
Can I mix a quart or two of JGD oil in with my regular oil to improve it?
Is it okay to run JGD synthetic oil in a roller follower camshaft or OVC engine?
Which oils can be mixed together?
Which oil is best for my race car?

Break-In Oil Questions:
How long can I leave the BR in my new engine?
Do I need an aftermarket additive in with the BR for flat-tappet break-in?
Is it okay to use JGD assembly grease on my engine bearings?
Is the BR oil synthetic?

Hot Rod Oil Questions:
What types of engines can Joe Gibbs Driven Hot Rod Oil be used in?
Will this oil really protect my engine during long periods of inactivity?
Should I use the synthetic or conventional version?
Can I use this oil in my new high performance vehicle?

Other Questions:
Is this oil really used by Joe Gibbs Racing?
Do your products contain any chlorinated additives?
What makes this oil different from regular street oil?
Are all synthetic oils equal?
What is API?
What's the proper way to store and handle lubricants?

Have a question that isn't listed here? Send an email to sales@qri.biz and we'll be happy to answer it.

 

History of Joe Gibbs Driven

1999 – Mark Cronquist and the Joe Gibbs Racing engine department continue to experience flat-tappet camshaft failures on the dyno and at the racetrack. Research begins to find the contributing causes. Use of API rated engine oil is found to be a contributing cause. Development contract is signed and R&D begins on Joe Gibbs Driven Racing Oil. In 1999, over $500,000 worth of engines are used testing and evaluating prototype versions of the BR break-in oil and XP1 racing oil.

2000 – Use of the Joe Gibbs Driven BR Break-In oil reduces camshaft failures from 1 in 10 to 1 in 40. Bobby Labonte wins the 2000 Nascar season championship driving for Joe Gibbs Racing on the strength of no engine failures. The 2000 season marked the first full year that Joe Gibbs Racing used Joe Gibbs Driven Racing Oil.

2001 – Tony Stewart scores 3 NASCAR Sprint Cup Series wins and finishes 2nd in the series point standings. Bobby Labonte scores 2 NASCAR Sprint Cup series wins.

2002 – Tony Stewart wins the 2002 NASCAR Sprint Cup Championship by scoring 3 wins. Bobby Labonte won the spring NASCAR Sprint Cup race at Martinsville Speedway.

2003 - Bobby Labonte scored 2 NASCAR Sprint Cup wins and Tony Stewart scored 2 wins. R&D work began on the current formulation of XP1.

2004 – Using the current formulation of XP1, Joe Gibbs Racing completes the 2004 season without a single engine failure. Tony Stewart won 2 NASCAR Sprint Cup Series races – Chicagoland Speedway and Watkins Glen International. Joe Gibbs Racing begins test-marketing of Joe Gibbs Driven Racing Oil. A select number of engine builders are supplied with Home Depot paint buckets filled with XP1 and BR. These independent tests confirm the performance of Joe Gibbs Driven Racing Oil, so Joe Gibbs Racing launches Joe Gibbs Driven Racing Oil at the Performance Racing Industry Trade Show in Indianapolis, Indiana. XP1 and BR are the only products offered.

2005 – CV Products in Thomasville, NC becomes the first distributor for Joe Gibbs Driven Racing Oil. Tony Stewart wins the Brickyard 400 and four more NASCAR Sprint Cup Series races on his way to winning the 2005 NASCAR Sprint Cup Series Championship. Joe Gibbs Driven began testing XP2 restrictor plate engine oil as well as 75W-110 synthetic gear oil in the summer of 2005. Both products see use during the critical “Chase for the Championship” stretch run. R&D work on XP0 and XP3 begin.

2006 – Joe Gibbs Driven XP0, XP2, XP3, XP4 and 75W110 Synthetic Gear Oil are launched for the 2006 season. R&D work begins on Super Speedway Gear Oil, Qualifying Gear Oil, MTF Manual Transmission Fluid, PSF Power Steering Fluid, XP5 and XP6. Tony Stewart wins 5 NASCAR Sprint Cup Series races. Rookie Denny Hamlin wins the NASCAR Rookie of the Year award by winning two races.

2007 – XP5, XP6, Super Speedway Gear Oil, Qualifying Gear Oil, MTF and PSF are launched for the 2007 season. Development of Next Generation Racing Oils begins. Tony Stewart wins 3 NASCAR Sprint Cup Series races and Denny Hamlin wins 1 race. Joe Gibbs Driven Hot Rod Oil is launched at the Performance Racing Industry Trade Show in Orlando, Florida.

 

Customer Reviews

Check out what people are saying about Joe Gibbs Driven:

“Late in the season my small block Chevy suffered a broken oil pump. Running second in a tight point battle with 5 laps to go, pulling into the infield was not an option. Five laps on a 4/10 mile at over 7000rpm with 0 psi. Joe Gibbs Driven oil left the engine undamaged. That finish put my team in line for its first track championship. I’ll never use another brand of motor oil!”
- Joseph Scarbrough, Langley Speedway

“We have to run stock rocker arms, and the XP1 oil tripled the part life of the rocker arms. The oil basically pays for itself.”
- Lance Line, Line Automotive

“Before using Joe Gibbs Driven oil, we had to send our motor back to get fresh valve springs mid season. Using Joe Gibbs oil, not only did we not have to send our motor back for a freshen up, but our valve springs are still within specs after 1000 laps!! This oil is worth every penny and more.”
- Chris Titsworth, C.A.R. Motorsports

“We lost an oil pump belt while racing without breaking the engine. The team replaced the belt, and raced the engine 500 more laps. The oil saved the engine.”
- Jack Cornett, Cornett Racing Engines

“Joe Gibbs Driven Gear Oil is a product that the customer can depend on from day one. It is test proven for extended ring & pinion life and lower operating temperatures. I recommend this oil to all my customers knowing they will not be disappointed with it’s performance. Protect your investment!
- Kerry Henne, Frankland Racing

"Here at TBRE performance we only use the best oil in the business - Joe Gibbs Driven. I use the joe gibbs XP2 in the 1000+HP 400ci smallblock chev that has powered my A/DA comp eliminator dragster to a best ET of 6.98 @ 193MPH which is one of only 3 OFFICIAL 6 second N/A smallblock passes in australia to date. I also use the Joe Gibbs Super F Tranz fluid in the 2 speed powerglide and the superspeedway rear end oil in the 9" diff. We give these engines, transmissions and rear ends a real hard time turning them to 10000+rpm on every pass without any broken or burnt parts.
- The pushrods have done 25 passes on XP2 with no sign of galling at all and we have never burnt a pushrod on joe gibbs oil.
- Rocker adjusters have done 40 passes and i have not replaced one to date
- Diff gears did 40 passes and look as good as new"

- TONY BELLERT Tony Bellert, TBRE Performance

 

Test Specs:

Cam –
.460 Lift
224 Duration

Springs –
110 seat
270 open

Time –
3 hrs 1,500
3 hrs 4,000

 

These lifters are from a small block Chevy. 30 minute cam break-in with BR Break-In oil. The lifters on the left ran with the new Phosphorus Retention ZDP. The lifters in the center ran on the GM dexos 1 / API SN oil. The lifters on the right ran with Synthetic Hot Rod oil. All oils were 10W-30.

DESCRIPTION	Competitor Break-In Oil	Joe Gibbs Driven BR Break-In Oil
GC, Fuel Dilution	Higher numbers indicate less ring seal
% Fuel	1.14	0.67
ELEMENTAL ANALYSIS, ICP
Wear Metals	Higher numbers indicate more wear metals
ALUMNINUM ppm	27	10
LEAD ppm	67	43
COPPER ppm	44	18
IRON ppm	84	37
Additive Package	Higher numbers iindicate increased additives
CALCIUM ppm - Detergent	2298	668
PHOSPHORUS ppm - Anti-Wear	879	2537
SULFUR ppm - Anti-Wear	5642	9599
ZINC ppm - Anti-Wear	1101	2949

 

 

Motor Oil Standards Set To Change in 2011

API SN/GF-5 Press Release
Contact: Lake Speed, Jr (704) 239-4401

API approves GF-5, SN to go into effect in 2010. GM Announces dexos 1 global engine oil specification for 2011 model year vehicles.

API SN – ILSAC GF-5 licensed oil will hit the shelves in October of 2010, and this new oil specification places greater emphasis on protecting catalytic converters than previous oil standards. While this is good news for emissions, improved catalytic converter life has proven to be detrimental to flat-tappet camshaft life.

Both the new API SN and GM dexos oil standards will require the use of a new type of “Phosphorus Retention” ZDP. ZDP or Zinc, as it is known, provides protection for engine components by creating a phosphate film. The creation of this phosphate film also results in a reduction of performance in Three Way Catalytic Converters. The new “Phosphorus Retention” ZDP is less reactive, so it is less detrimental to catalytic converter performance. It is unknown how this new “Phosphorus Retention” ZDP will perform in flat-tappet and high performance engines.

Another change associated with API SN/ILSAC GF-5 oils will be greater fuel economy performance. This improvement in fuel economy will be achieved by increased use of polymers called Viscosity Modifiers. These polymers help a “thin” oil act “thicker” under low stress conditions. While the liberal use of polymers helps improve fuel economy in modern passenger car engines, older style push-rod and race engines produce greater shear stresses that can “tear” these polymers. When these polymers are sheared, oil losses viscosity, and that can lead to increased wear.

More than ever before, hot rodders, engine builders, and racers need to be aware that API rated products are “compromised” due to Passenger Car OEM requirements for improved catalytic converter life, fuel economy, and engine cleanliness.

To achieve these goals, oil marketers must reduce the Phosphorus, Sulfur and Zinc levels in their oils, and they must use more polymers and aggressive detergents. While these changes are good for modern low rpm, overhead cam engines, older push rod engines and high RPM race engines need lubricants with higher levels of Phosphorus, Sulfur and Zinc as well as lower levels of polymers and detergents.

Fortunately, Engine Builders, Racers and Hot Rodders have Joe Gibbs Driven oils available to them for Engine Break-In, Racing and Hot Rodding, so you don’t need to worry. Joe Gibbs Driven oils use the “old school” ZDP for outstanding flat-tappet camshaft protection. Joe Gibbs Racing uses the Joe Gibbs Driven oils for break-in and racing our flat-tappet engines, and our engines see over 9,000 RPM, make over 850 hp and have to run more than 600 miles per race weekend. Joe Gibbs Driven Racing Oils have protected our engines for the last 10 years, and we’ve won 5 NASCAR championships during that time using these oils.

These oils cost a little more per quart than premium passenger car and diesel oils, but they provide greater value and protection. The small investment in the right oil for your flat-tappet cam will same you big money in the long run.

 

Effects of Rust on Engine Durability

Rust is very harmful to engine durability in a variety of ways.  Most people think of rust as the typical brownish coloration (barnyard rust) often found on ferrous- containing (iron) components which have been exposed to the elements.  That is only one small part of the problem.

A more accurate term for what most people know as rust is corrosion.  Corrosion can exist in many forms, and one of those forms is barnyard rust.  Corrosion occurs any time a surface is left unprotected, and the metal on the surface is allowed to combine with oxygen (oxidation).  Oxygen in the air (or water) combines with the metal to form a fairly coarse abrasive material.

 Rust occurs particularly quickly if an unprotected surface comes in contact with water and chlorine or sulfur.  The chlorine or sulfur combine with the water to form hydrochloric or sulfuric acid, and it quickly attacks the metal surface.  That’s why all good lube oil formulations are basic – to help prevent corrosive wear.  In modern day engines corrosive wear is usually more prevalent than abrasive wear.

Iron rust is abrasive, and it can play havoc with cylinder and valve train wear accelerating it by a factor of 2 or 3.  Highly stressed areas, such as push rod ends and valve springs are particularly susceptible.   But iron rust isn't nearly as abrasive as aluminum corrosion.  (Aluminum oxide is used on grinding wheels.)  If aluminum corrosion gets into critical clearance areas such as cylinders or the valve train, it can actually cause engines to fail.

Rust inside an assembled engine or transmission can occur any time the oil is allowed to drain off a component due to infrequent use.  Engines which are operated daily or weekly seldom encounter this problem, but many street rods, muscle cars, and race cars are often stored for several months without being  turned over or fired up.  This is a recipe for rusting problems.

Water and low temperatures significantly increase the propensity to rust.  Engines fired up infrequently generate a tremendous amount of condensation.  If the engine isn't allowed to completely warm up, this condensation remains inside the engine.  (Water will not burn off until the internal engine temperature (oil temperature) reaches 212 degrees F.)  This water will then attack any surface which isn't adequately protected by either an oil film or a vapor phase rust inhibitor ( new tools which often contain a packet of vapor phase rust inhibitor to prevent rusting in shipping and storage).

The recent trend of using ethanol in gasoline fuels increases rusting tendencies significantly since alcohols have a tremendous affinity for water.  In other words, alcohol, whether it is ethanol or methanol, acts like a sponge to gather up any free water in the area.  Any unburned alcohol in your engine will soon be fully saturated with water.  That's why racers never leave alcohol containers open to the atmosphere.  Open containers must be thrown away because they will contain significant water after only a brief period of time.

Military vehicles often sit unattended for extended periods.  The military lost so many engines due to rust problems that they came to the major specialty chemical (additive) manufacturers for a solution.  A 500-hour humidity cabinet rust test was developed to both accelerate and replicate the problems the military were experiencing in the field (even in desert climates).

Today the military demand that all engine oils supplied to them must pass the 500-hour humidity cabinet rust test.  When the Joe Gibbs Hot Rod Oil was developed, street rodders requested protection against rust for vehicles which are often stored for months (even years).  Additive chemistry which allowed the Hot Rod Oils to pass the 500-hour humidity cabinet rust test was incorporated into all of the Joe Gibbs Hot Rod Oils.

No other commercial engine oils on the market contain this chemistry.

 

"New" Oils and "Old" Cars Don't Mix

By Mark D. Sarine

Have you heard about the “zinc” problem with modern motor oils? Many classic car owners and racers have experienced camshaft failures due to modern motor oils. Even worse, be prepared for the “zinc” to change in motor oils again later this Fall.

If you’ve not had the pleasure of having your camshaft go flat due to modern motor oils, consider yourself very fortunate. As an owner of an engine parts warehouse, I’ve seen hundreds of perfectly good camshafts ruined by modern motor oils. So when I read about the “new” API SN motor oil coming out this Fall, I started talking to the engine builders we supply parts. The engine builders all said the same thing – car owners don’t much know about these modern motor oils and the problems these oils create in classic cars and race cars. Knowing about the Cruise News, I contacted Mike to see if he could help us spread the word – modern motor oils are not good for your classic hot rods and race cars.

Here’s the facts:

“Zinc” or ZDDP as it is commonly referred to in motor oils is a type of chemical called Zinc DialkylDithioPhosphate, and “Zinc” has been the most common anti-wear additive used in motor oils for the last 60 years. I just call it “Zinc” because it is easier to say and spell.

“Zinc” is a remarkable chemical that protects engine parts from metal to metal contact under heavy loads. “Zinc” works by creating a film on the iron and steel parts in your engine. Unfortunately, “Zinc” also creates a film inside modern Three Way Catalytic converters. This “Zinc Poisoning” limits Three Way Catalytic converter life to around 70,000 miles.

The Federal Environmental Protection Agency (EPA) mandates that car manufacturers warranty Three Way Catalytic converters on new cars built since 2004 for 120,000 miles.

To achieve this goal, the car manufacturers worked with the American Petroleum Institute (API) to create new, lower “Zinc” oils that allow Three Way Catalytic converters to live for 120,000 miles.

These new “Lower Emissions” oils have extended catalytic converter life, but they have shortened the life of flat-tappet camshafts.

Not long after these modern motor oils with less “Zinc” hit the market, we started to notice an increase in flat-tappet camshaft failures. At first, it was the race engine builders, so we shrugged it off as some new “trick” the race guys were doing that caused the problem. Then we started to see stock flat tappet camshafts going flat.

Things got ugly really fast. Every camshaft company started researching the problem. So did the Automotive Engine Rebuilders Association. Everybody wanted to know, why are cams going flat?

The answer was “Zinc”.

Lower “Zinc” oils work just fine in modern production car engines with overhead cams, and roller lifters. These modern engines don’t rev past 5,000 RPM.

Most hot rod and race motors have push rods, flat tappet lifters and rev beyond 5,000 RPM. These engines need motor with more “Zinc”.

The good news is that “High Zinc” oils are available.

If you have a classic car or race car, I highly recommend using the Joe Gibbs brand oils.
We have seen a dramatic reduction in camshaft problems when our engine builders started using the Joe Gibbs brand oils. Since Joe Gibbs Racing is a NASCAR team, they are on top of all the latest advancements in technology, and they have developed oils that work. I’ve seen used parts from Joe Gibbs Racing engines that look brand new (even with over 600 miles on them).

If you’ve not had any problems so far, consider yourself very lucky. Switching to a “High Zinc” oil before the new API SN oils hit the shelves is like an insurance policy against having problems.

We like selling engine parts, but I hate seeing good parts go bad - Especially when they don’t have to.

 

Proper Lubricant, Fluid and Fuel Storage and Handling

The importance of keeping lubricants clean and contaminant free cannot be overstated. Proper storage and handling techniques can prevent contamination related engine and equipment failures. Keeping lubricants (and fuel) clean, cool and dry prevents them from becoming contaminated with dust, dirt, water and other fluids. The following are practical ways to do just that:

• Avoid using refillable containers. These containers present multiple opportunities for contamination. If you change brands of oil, buy new containers. Oils can be incompatible with each other, so you want to avoid mixing brands of oil.
  
  
• Keep containers tightly sealed. This simple step prevents dust, moisture and other airborne chemicals from contaminating your oil storage containers. Brake Fluids should not be exposed to moisture. Even ambient humidity can affect brake fluids, so great care should be taken with Brake Fluids.
  
  
• Keep drums and storage containers as full as possible. This will reduce the amount of “breathing” since there is less vapor space above the liquid level and thus reduce the amount of moist air seen by the lubricants and fluids. The proper way to store drums to prevent the ingress of water is horizontally with the bungs facing the three o’clock and nine o’clock positions. Drums stored and used vertically present greater opportunity for contamination.
  
  
• Store oil where temperature swings are minimal. Changes in temperature can make a storage container breathe more which can degrade the oil. It is best to store oil at room temperature.
  
  
• All oil-dispensing equipment, including tanks, drums, and pails should be clearly labeled to avoid cross-contamination of products. The label should list the brand of oil along with its viscosity. This minimizes the chances of accidentally mixing lubricants.
  
  
• When storing lubricants in small containers make sure the new containers are clean, dry and equipped with sealing lids.
  
  
• Accessories such as funnels are best stored in sealed bags to ensure they don’t collect dirt and dust while they sit on a shelf. A separate set of funnels and containers should be used for each type of oil, and they should be labeled accordingly. Avoid the practice of wiping funnels and dispensing equipment with shop rags.

 

 

How Often You Change Filters Impacts Engine Wear

Over 70% of all machine wear is realted to contamination, and dirt is the number 1 source of contamination. Reducing the dirt level in your engine reduces the wear in your engine, so what is the best way to keep the dirt level low? Frequent oil filter changes and high quality air filters (not high flow air filters) can remove dirt and prevent dirt from entering the oil system.

These used oil drain analysis results highlight the difference in engine wear attributable to dirt contamination.

Chart A highlights the difference in dirt contamination of the oil from changing the oil filter after every race compared to only changing the filter when you change the oil. It clearly shows that changing the oil filter regularly removes more dirt (silicon on the oil analysis) from the engine. When you remove the dirt, you remove the particles that cause abrasive wear in the engine. Chart B shows the results of the wear metal analyis from these used oil drain samples. The oil analysis shows that less dirt (abrasive particles) equals less wear metals (less engine wear). All of this leads to longer engine life, and longer oil life. You spend less money on oil and your engine lasts longer. All you have to do is follow our oil change program.

After every race, change your oil filter and just top off the oil level. You don't need to change the oil, just change the filter. Keep changing the filter and adding oil after each race until you've reached 500 laps of racing. After 500 laps, you can change the oil. If you are running Methanol, change the oil after 5 races (just change the filter after each race).

Following this program yields clean oil, that lasts longer and reduces engine wear.

 

Effect of Viscosity, Speed and Load on Bearing Friction

The primary requirement for hydrodynamic lubrication (oil wedge) is that oil of correct viscosity and sufficient quantity be present at all times to flood the clearance spaces.

The oil wedge formed in a hydrodynamic bearing is a function of speed (RPM), load (cylinder pressure), and oil viscosity (at operating temperature). Under fluid film conditions, an increase in viscosity or speed increases the oil film thickness and the coefficient of friction, while an increase in load decreases them. The separate consideration of these effects presents a complex picture that is simplified by combining viscosity Z, speed N, and unit load P, into a single dimensionless factor called the ZN/P factor. Although no simple equation can be offered that expresses the coefficient of friction in terms of ZN/P, the relationship can be shown by a curve such as that in figure 8-15. A similar type curve could be developed experimentally for any fluid film bearing.

In figure 8.15, in the zone to the left of c, fluid film lubrication exists. To the left of a, boundary lubrication exists. In this latter zone, conditions are such that a full fluid film cannot be formed, some metallic friction and wear commonly occur, and very high coefficients of friction may be reached.

The portion of the curve between points a and c is a mixed film zone including the minimum value of f corresponding to the ZN/P value indicated by b. From the point of view of low friction, it would be desirable to operate with ZN/P between b and c, but in this zone any slight disturbance such as momentary shock load or reduction in speed might result in film rupture. Consequently, good practice is to design with a reasonable factor of safety so that the operating value of ZN/P is in the zone to the right of c. The ratio of the operating ZN/P to the value of ZN/P for the minimum coefficient of friction (point b) is called the bearing safety factor. Common practice is to use a bearing safety factor on the order of 5.

In an operating bearing, if it becomes necessary to increase speed, ZN/P will increase and it may be necessary to decrease oil viscosity to keep ZN/P and the coefficient of friction in the design range. An increase in load will result in a decrease in ZN/P, and it may be necessary to increase the oil viscosity to keep ZN/P and the coefficient of friction in the design range.

Film thickness can be related to ZN/P in the manner shown in Figure 8.16. In general, film thickness increases if ZN/P is increased -- for example, if the load is reduced while the oil viscosity and journal speed remain constant. With a proper bearing safety factor, the film thickness will be such that normal variation in speed, load and oil viscosity will not result in the reduction of film thickness to the point at which metal-to-metal contact will occur.

It is important to note that oil viscosity changes with temperature. Automotive oil viscosity is commonly measured in terms of Centistokes. The “dynamic viscosity” of an oil is a measure of the internal friction of a fluid, and it is typically recorded at two temperatures (100 degrees F and 212 degrees F) in accordance with the ASTM. The viscosity of an oil is recorded at a low and at a high temperature in Centistokes. Because oil loses viscosity as temperature increases, the “trend” of an oil can be plotted from the low and high temperature Centistoke measurements. These measurements are referred to as the Kinematic viscosities. The operating oil temperature of an engine or gear set will determine which viscosity oil to use.

For example an NHRA Pro Stock engine makes over 1,400 HP and uses a 0W-5 weight engine oil. A NASCAR Nextel Cup Engine only makes 850 hp but uses a 5W-20 weight oil. How can a more powerful drag motor use a lighter weight oil? The NHRA Pro Stock motor runs at a cool 100 degrees F. A NASCAR Nextel Cup engine runs around 220 degrees F. Our Joe Gibbs Driven XP0 racing oil is 11.5 Centistokes at 100 degrees F, and the XP0 oil is popular with the NHRA drag racers. Joe Gibbs Racing uses the XP1 in our un-restricted NASCAR Nextel Cup engines, and the XP1 is 9.5 Centistokes at 212 degrees F. As you can see, the operating viscosity of the 5W-20 XP1 oil is lighter than the operating viscosity of the 0W-5 XP0 oil due to the difference in operating temperature.

All material referenced from Lubrication Fundamentals, Second Edition, By D.M. Pirro and A.A. Wessol, Published By Marcel Dekker, Inc., Copyright 2001 Exxon Mobil Corporation

 

Today's Street Oils Are Not the Same as They Used To Be

As Comp Cams recently pointed out in a Tech Bulletin, "Today's engine oil is just not the same as it used to be, thanks to the ever tightening environmental regulations."1 The EPA, car manufacturers, and the American Petroleum Institute (API) have done a great job reducing emissions and extending the life of emissions control equipment. However, the reduction in emissions has coincided with a reduction in traditional, performance proven anti-wear additives (i.e. zinc dithiophosphates). In the years ahead, the levels of formulated anti-wear will be further reduced. While this is great for the environment, it is bad news for your racing engine.

As stated in the book "Lubrication Fundamentals","In heavily loaded applications (i.e. racing engines), flat tappet cam followers operate on partial oil films at least part of the time. Lubricants with anti-wear additives are necessary if rapid wear and surface distress are to be avoided. The oil additive Zinc Dithiophosphate is to provide anti-wear activity for the camshaft and lifters. With the increased use of roller follower cams (in production cars), the requirements for anti-wear have been changed to prolong the life of emission control devices."2 The increased RPM and related increase in valve spring pressure in today's racing engines require higher levels of formulated anti-wear, especially in flat tappet engines. Again, 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. This loading can result in lubrication failure unless special care is taken in the formulation of the lubricant."3

This is where Joe Gibbs Racing found ourselves in the late 1990's. The valve train loads in our flat tappet NASCAR Sprint Cup engines exceed 500 psi in order to turn over 9,000 rpm. The high loads and long duration races (up to 600 miles) required more formulated anti-wear chemistry than even the best API rated synthetic passenger car oils offered. Joe Gibbs Driven Racing Oil was born out of the need for a high quality, synthetic oil that could protect both our flat tappet Sprint Cup and roller follower Nationwide Series engines without giving up horsepower. Over the last seven racing seasons, we've developed a family of lubricants that provide the necessary levels of advanced formulated anti-wear chemistry to protect highly loaded racing engines from break-in to endurance race conditions.

We've also learned a few things about oil that can help you make better educated decisions about which oil to use in a particular engine.

Additives Make a Difference - As referenced earlier, having the correct additives in the correct amount formulated into the oil separates racing engine oils from passenger car engine oils. You wouldn't use a stock piston in a built race engine, and the same goes for oil.

Surface Finish Matters - "The minimum safe film thickness is a function of the roughness of the surfaces. Rougher surfaces require thicker films (higher viscosity oil) to prevent contact of surface asperities through the film. On the other hand, the finer the surface finish, the lower minimum safe film thickness (lower viscosity oil) and the less clearance is necessary. Since film thickness decreases with increases in unit loading, if the minimum safe film thickness is lower as a result of finer surface finishes, the allowable unit loading is higher.”4 The improvement of surface finishes through chemical polishing and tape polishing has enabled JGR to lower the viscosity of oil we use without sacrificing wear. Especially at break-in, the better surface finish you begin with, the fewer problems will be encountered during break-in. The polished foot flat-tappet lifters currently available provide superior surface finish compared to non-polished lifters.

Choose the Correct Operating Viscosity – Viscosity is a measure of an oil’s resistance to flow, and viscosity decreases (flow increases) as temperature increases. With that in mind, the operating temperature of the oil plays a major role in the selection of the proper viscosity oil. Too high a viscosity oil can result in excessive heating and lower mechanical efficiencies. Too low a viscosity oil can lead to excessive metal to metal contact of moving parts. When oil is of the correct viscosity and has adequate anti-wear characteristics, wear due to metal-to-metal contact is kept at a minimum. As previously stated, improved surface finishes allow the safe use of lower viscosity oil for better cooling and improved efficiency (horsepower). In addition to operating temperature, engine speed (RPM) and load also effect the operating viscosity and film thickness of an oil. Higher engine loads (cylinder pressure) decrease film thickness, but higher engine speeds (RPM) increase film thickness. Learn more about choosing the right viscosity and view our recommendation charts >

What can you do? – Check your oil bottles for the API donut. If the oil you currently use carries an API donut, it probably lacks the amount and type of formulated anti-wear chemistry found in a true racing oil. Choose an engineered fluid like Joe Gibbs Driven Racing Oil that’s designed to meet the higher anti-wear needs of your racing engine. For more technical advice and product descriptions, call our tech line at 866-611-1820.

All material referenced from Lubrication Fundamentals, Second Edition, By D.M. Pirro and A.A. Wessol, Published By Marcel Dekker, Inc., Copyright 2001 Exxon Mobil Corporation

 

Comp Cams Recommends Using High Zinc Content Oils for Break-In

A technical bulletin from Comp Cams and the recommendation from Crower to use high zinc content oils for break-in of flat-tappet cams comes in response to the growing problem of cam failure during initial break-in. Joe Gibbs Driven BR is the only fully formulated oil designed specifically for breaking in flat-tappet cams. The high zinc content formula has been used to break-in every flat-tappet Sprint Cup engine built here at Joe Gibbs Racing for the last 6 years. In fact, the development of BR reduced the number of camshaft failures during break-in at JGR from 1 in 10 to 1 in 40.

Proper preparation of lifters and cam lobes by polishing both the lobe and lifter foot aid the break-in process and futher reduce break-in failures. It is also critically important to ensure proper parallelism of the cam lobe and lifter. For improved break-in success, we recommend that you use our Engine Assembly Grease to coat cam lobes, lifters and pushrod tips during assembly. Then use BR petroleum based break-in oil during break-in. We also recommend that you use a tape of chemical polisher to improve the RA finish of your cams and lifters prior to break-in. Some companies sell pre-polished products, so you don't have to buy the equipment to do it in house. Again, there is no substitute for proper lifter to lobe geometery, so once you put the right pieces in the right places, you now have the right oil and assembly grease to protect you investment in time and hardware.

 

Racing Oil vs. Street Oil

Why use racing oil instead of street car oil?

Street car oils are designed to protect production engines that run in non-extreme conditions over a long period of time, i.e. - your passenger car over 5,000 miles. Racing engines experience the exact opposite, high temp, high rpm, extreme conditions for 500 miles. To meet these extreme needs, we have been using custom blended oils for six years, but these products have not been available to other racers until now.

What is the purpose of racing oil?

I wouldn't use stock pistons in a racing engine, and the same goes for oil. Racing only oils contain high levels of anti-wear and friction reducing additives that the API won't allow in modern street car oils. That's why many engine builders have seen increased valve-train wear, especially in flat-tappet engines, over the last 6 years.

Aren't all synthetic oils equal?

No, there are many blends of synthetic oil, and most are not specifically designed for racing. Like I mentioned before, true racing oils contain anti-wear and friction reducing additives that don't conform to the American Petroleum Institute's (API) standards. The extra anti-wear additive and the extra friction reducing additives provide superior valve train component protection and a performance increase compared to even the best synthetic API licensed oil. Anti-wear additives like (Zinc) and friction reducers like (Moly) combined with superior synthetic base stocks along with other proprietary additives yield a formula that provides the best protection for our engines without robbing any power. Joe Gibbs Driven Racing Oil handles a flat-tappet, push-rod V8 turning more than 9000 RPM and seeing temperatures above 240 degrees F.

What is API?

API, the American Petroleum Institute develops standards for passenger car oils, and one of the two main considerations for street car oils are emissions regulations and equipment. All current production cars feature catalytic converters for cleaner emissions. Unfortunately, the best anti-wear additive, Zinc, harms catalytic converts. As a result, the API has been reducing the amount of Zinc it allows for the last 10 years. The other consideration the API looks at is engine set-up. Prior to 1986, almost all small block GM engines featured flat-tappet, push rod style valvetrains. Those engines have been replaced with roller follower or overhead cam engines. As a result, the API standards have changed to keep up with this change in engine configuration. That is good news for your street car, but bad news for your race car, especially if you have a flat-tappet race engine.

What are the results of using racing oil for a Saturday night racer?

Most racers who don't already use a racing oil, tend to use a 15W50 synthetic. These higher viscosity synthetics do a good job of preventing bearing wear, but it comes at a cost. In addition to seeing an increase in power, racers that use our oil see prolonged camshaft life, decreased bore wear, improved valve spring life and reduced operating oil temp.

What is the cost difference vs. performance advantage?

Just like racing pistons cost more than stock pistons because the material is better, racing oils feature materials that perform better in race engines, and the increase in cost is off-set by an increase in performance. Typically you can expect power gains of three or more horsepower, and we've also seen an increase in part life for critical engine parts like rocker arms, lifters, valve springs and camshafts (none of which are cheap!). It all adds up to an inexpensive horsepower gain - under $10 per HP. The bottom line is that racing oils provide affordable power gains and pay for themselves down the road by extending the life of the most expensive valve-train components.

Is there anything I need to be careful of?

Yes, our racing oils are designed for engines with specific tolerances and surface finishes. Be sure to consult our product data sheets to determine which oil is right for your engine, or contact our technical support line for more guidance.