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its just a out/in port thats joined from factory, but can be used with the right fittings to run thru a coolerAny chance of a photo of the oil cooler location? I didn't know I had one.
It’s on the side of the block above where the oil filter screws on.Any chance of a photo of the oil cooler location? I didn't know I had one.
My understanding is that the catalyst reacts with ZDDP/ZDTP ash which coats the catalyst with a thin glass(?) layer which stops the exhaust gasses contacting the ceramic catalyst rather than blocking the converter itself thus chocking off exhaust flow. I’d guess such would cause cat efficiency errors.Those Penrite oils with ZDDP are at levels that shouldn't **** the CAT.
I've been running those oils for a long time and have not noticed any issues on our car with reduced performance that a blocked CAT would exibit. Interestingly it also quietened my sometimes noisy lifters when getting close to the next oil change. I know it's a V6 motor but they are the exact same lifters as the LS motors.
How often were valve springs changed on race engines?What we discovered with V8 Supercar engines is that light synthetic oil makes 2 or 3 horsepower over a 25/50 mineral-based race oil but in 1100 race km's, the light synthetic oil chops out the roller lifters and rocker gear and most are Jesel at 10k replacement cost. On mineral base oil, the lifters and rocker gear will get 4000 race km's which is the rebuild interval where the engines get pistons, valves, lifters and rocker gear. Conrods and cranks get double that to 8000 race km's before they're replaced.
Another oil phenomenon back in 2007 with V6 Ecotec race engines in 3 VT Commodores, the one on 15w50 Mobil 1 synthetic kept spinning big end bearings. The other two one on 20w50 Torco mineral base race oil and the other on 25w50 Castrol GP50 mineral base oil were fine, big ends and crankshafts perfect! We discovered they were oil surging under brakes and losing oil pressure but the mineral base oil engines with the same oil pressure loss, didn't suffer big end damage. The technically better, top of the line synthetic oil spun big end bearings at 3 consecutive race meetings. The fix was the addition of gated sump baffles but nevertheless, the old mineral oil protection was significantly better than full synthetic at the time!
Particularly cast-iron head taxi engines VN to VY on LPG were hard on valve guides and K-line bronze guide inserts would fix them. But quite a few ran diesel oil and minimised the valve guide wear issue tenfold. I'm not sure what properties diesel oil had in comparison to conventional petrol engine oil but for some reason, diesel oil in LPG engines was far more valve guide protective.Whats certain is that old pre catalyst cars need zinc and must have zinc in their oils else they suffer engine damage if using modern low zinc oils. And it’s here where specialist oils and additives can make a killing
1000 race km's on the Supercar engines, or every time the driver missed a gear and over-revved the engine with the old H-pattern Holinger gearboxes. There's a good Isky spring that's far more durable we used in the Kumho Series and running the car in Sports Sedans but costs a couple of horsepower the main game didn't use much.How often were valve springs changed on race engines?