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Driven Racing Oils – Bulletins

High Temperature High Shear (HTHS)

Charles

New government regulations requiring auto manufacturers to meet ever-increasing fuel mileage minimums are forcing changes in areas that can affect the mechanical health of your classic or project car. And worse yet, no one is stepping up to tell you about these changes…

Coolant System Corrosion

Charles

Attn: Coolant Additive And Anti-Freeze Users

Re: Corrosion Issues Inside Engine Cooling Systems May Be Caused By Hard Water Usage

It is not uncommon for cooling system corrosion issues to develop for racers and performance enthusiasts alike. This can occur whether they are using a coolant additive or anti-freeze. It sounds like it could be a complicated problem that would take a chemist to solve, yet the real culprit is easy to pinpoint…water.

It’s true. The presence of hard-water minerals like calcium and magnesium can cause corrosion inside your engine’s cooling system. Using tap water or well water to mix your anti-freeze can lead to this destructive corrosion process.

Vital components such as the radiator, water pump and cylinder heads (iron or aluminum) all can be affected, leading to a loss of overall cooling efficiency.

The corrosion issue is magnified in motorsports, as many racing series and tracks do not allow teams to use anti-freeze in the cooling system, and straight water alone is more corrosive because of the minerals inside.

Some racers will use water together with a coolant additive to combat some of the downsides of using water by itself, but typical coolant additives do nothing to help prevent hard-water corrosion.

There is a simple solution to this problem however. Driven Racing Oil™ developed CSP (Coolant System Protector) in response to the corrosion problems the Joe Gibbs Racing NASCAR teams faced due to the sanctioning body’s rule that does not allow competitors to run anti-freeze.

NASCAR requires only pure H2O. Driven CSP neutralizes hard-water minerals like calcium and magnesium so that they cannot cause the aforementioned corrosion in your cooling system. CSP can be used with both anti-freeze and regular water, and also reduces the surface tension of water, allowing for better heat transfer for improved cooling. In addition, CSP lubricates water pumps for improved pump life.

Driven CSP will work for a full season of racing and should be drained and refilled after the end of each one. The benefits are twofold. It not only provides superior cooling, but also stops the adverse effects of hard water better than any of the leading brands of coolant additives.

Driven Racing Oil CSP can be used in any racing series or sanctioning body where water is required.

Oil Consumption

Charles

Attn: Late Model Performance Vehicle Owners

RE: Oil Consumption Problems

A recent Consumer Reports article highlighted the increasing trend of new vehicles that “use” a fair amount of oil, as much as one quart for every 1,200 miles. This problem is particularly apparent in lightweight “OW-” oils often found in performance engines. The reasons for this consumption are not mechanical, such as stuck rings or loose clearances. The reason for this “vanishing oil” is due to a technical term that also starts with a “v”—volatility.

Just like water begins to evaporate before it boils—think of the steam rising off your hot coffee in the morning—your motor oil will also evaporate inside your engine. When motor oil splashes up to cool the underside of your piston, the 500°F piston temperature causes the oil to evaporate. However, not all oils evaporate at the same rate. Typically, motor oils featuring lighter base oils evaporate more quickly at high oil temperatures. Think of pouring gasoline and diesel oil on the ground. Which one evaporates first? The gasoline does because gasoline is lighter than diesel, and so it has a higher volatility.

The scientific test for evaporation tendency is called NOACK Volatility. Some low viscosity base oils will evaporate at a rate as high as 49%. When base oils featuring both low viscosity and high volatility are used to make low viscosity motor oils, the higher volatility results in higher oil consumption.

Obviously, more oil is consumed as more of it evaporates. In high temperature areas, such as on the underside of the piston and in the piston ring zone, higher volatility oils evaporate rapidly. These oil vapors can cause deposits on intake tract runners and valves as the oil vapors travel through the PCV system and out the exhaust system.

Many high performance engines now feature PCV oil separator catch cans in order to catch the oil vapors and prevent these deposits. In fact, the new 2014 Corvette LT1 engine features integrated PCV oil separators. As engines begin to incorporate direct injection, keeping oil out of the PCV system is critical. With direct injection no fuel is available to clean the intake valves, so it is critical to limit the oil vapor.

Advanced synthetic base oils limit volatility, and that reduces oil consumption. The current API SN volatility limit is a maximum of 15%. In comparison, advanced Poly AlphaOlefin (PAO)-based motor oils can have as low as 5% volatility.

Driven Racing Oil™ features mPAO, a next-generation synthetic base oil in all of its performance lubricants. mPAO allows Driven to create lightweight motor oils that retain a high HTHS (High Temperature High Shear) viscosity, making them less sensitive to heat and less prone to the evaporation problems outlined above. For more information on mPAO technology, call 1.8666.611.1820 or visit www.drivenracingoil.com.