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JohnD
July 22, 2017, 6:02pm Report to Moderator


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Quoted from 1968Vitesse25
You can get cans of Lucas Oil ZDDP break in additive from American car spares places. Well worth bunging a can in with a new cam/tappets


Just been looking for some, but all I can find is in the US, and the shipping price is more than the product.   I note that many oil makers, including Lucas Oils, now offer a break-in oil, ready mixed.
   Either this is a well-copied marketing move, or some regulation is preventing the additive being sold, and all that is left in stock, is old stock.

John


Serial Vitesse racer.

Old Blue.  1995-2001
Silverback. 2001-2007
SofS. 2007 - to date.

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Spitfire6
July 22, 2017, 6:22pm Report to Moderator


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1968Vitesse25 You get what you pay for..

30 quid a week in your tank and you think more than £30 in you engine is too much?
My car is a daily driver and £50+ quid a year makes sense to me.
If you only drive 100 miles a year I understand.

And do not put additives in your oil. If they work; you will be embarrassing the oil manufacturers by showing you know more than them.


Cheers,
Iain.


Me in Burnley, GB
Spitfire 6 EFI Alpha N (Emerald K3 ECU). Big fat 215/40/16's on the backside. (They fit and minimal camber change). Custom cooling system with 20% EG for winter with 2% corrosion inhibitor. LED's all round. NT 5W40 Oil. 3.27 diff with a LSD by Quaife. TR6 Transmission + J Type.

PUG 206CC 2L twin-Cam. NT 5W40 Oil
Automation and control systems engineer.
RIP Step-7 Classic. Long live Portal V14
IEEE Member
G6SBH
Yaesu FT 102 with all the extra's.

http://www.SpitFire6.UK               Main site- work in progress

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1968Vitesse25
July 22, 2017, 6:39pm Report to Moderator

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Quoted from JohnD


Just been looking for some, but all I can find is in the US, and the shipping price is more than the product.   I note that many oil makers, including Lucas Oils, now offer a break-in oil, ready mixed.
   Either this is a well-copied marketing move, or some regulation is preventing the additive being sold, and all that is left in stock, is old stock.

John


It has to be sold as 'for racing use'. Product liability and all that good stuff. It poisons catalytic converters.
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Spitfire6
July 22, 2017, 6:56pm Report to Moderator


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Hi,
Reference to above.
If it was used in a catalytic converter fitted car. I think a day or so of use would pose no problems unless the beast was burning it.

Iain.


Me in Burnley, GB
Spitfire 6 EFI Alpha N (Emerald K3 ECU). Big fat 215/40/16's on the backside. (They fit and minimal camber change). Custom cooling system with 20% EG for winter with 2% corrosion inhibitor. LED's all round. NT 5W40 Oil. 3.27 diff with a LSD by Quaife. TR6 Transmission + J Type.

PUG 206CC 2L twin-Cam. NT 5W40 Oil
Automation and control systems engineer.
RIP Step-7 Classic. Long live Portal V14
IEEE Member
G6SBH
Yaesu FT 102 with all the extra's.

http://www.SpitFire6.UK               Main site- work in progress

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1968Vitesse25
July 22, 2017, 6:59pm Report to Moderator

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Hi John,

Germans love American motors.
Shippings very reasonable. They speak English BTW.

http://store.moparshop.de/en/P.....-Zinc-Plus-0-5L.html
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GT6 M
July 22, 2017, 7:12pm Report to Moderator

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Quoted from 1968Vitesse25
So, can we get a fully synthetic oil with enough ZDDP?


Yip, 2,200 PPM ZDDP its good stuff too Penrite racing fully synth

M


One does not have to know how a thing works, to know that it is not working right

Ye div,nt efta no ooa thing wuks, t,no its nut wuk,n reet.







Scaryport,��Cumbria,.
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Spitfire6
July 22, 2017, 7:15pm Report to Moderator


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Hi,
ref the original post:
The temps are old English/German measurement and not Centigrade!
Iain.



This post contains attachments; to download them you must login.



Me in Burnley, GB
Spitfire 6 EFI Alpha N (Emerald K3 ECU). Big fat 215/40/16's on the backside. (They fit and minimal camber change). Custom cooling system with 20% EG for winter with 2% corrosion inhibitor. LED's all round. NT 5W40 Oil. 3.27 diff with a LSD by Quaife. TR6 Transmission + J Type.

PUG 206CC 2L twin-Cam. NT 5W40 Oil
Automation and control systems engineer.
RIP Step-7 Classic. Long live Portal V14
IEEE Member
G6SBH
Yaesu FT 102 with all the extra's.

http://www.SpitFire6.UK               Main site- work in progress

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Spitfire6
July 22, 2017, 7:51pm Report to Moderator


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Quoted from scotty71
what is the best way to fit the MOCAL cooler? being my car does run hot. i have seen someone had fitted it near the rear of the engine bay? but would be looking at the front, under the rad. or around that area. any ideas?


Hi,
I would fit it at the front IF you car need one.
Better and cheaper you run Ester synthetic oil that can handle the temperature better and work out cheaper.
I'm out of this thread now, as my opinion has been stated.


73's and Enjoy,
Iain.





Me in Burnley, GB
Spitfire 6 EFI Alpha N (Emerald K3 ECU). Big fat 215/40/16's on the backside. (They fit and minimal camber change). Custom cooling system with 20% EG for winter with 2% corrosion inhibitor. LED's all round. NT 5W40 Oil. 3.27 diff with a LSD by Quaife. TR6 Transmission + J Type.

PUG 206CC 2L twin-Cam. NT 5W40 Oil
Automation and control systems engineer.
RIP Step-7 Classic. Long live Portal V14
IEEE Member
G6SBH
Yaesu FT 102 with all the extra's.

http://www.SpitFire6.UK               Main site- work in progress

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1968Vitesse25
July 22, 2017, 8:22pm Report to Moderator

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On the Canley Classics catalogue, this is the factory installation for an oil cooler on a Spitfire.

https://www.canleyclassics.com/triumph-spitfire-mkiv/1500-oil-cooler/
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JohnD
July 22, 2017, 9:07pm Report to Moderator


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Quoted from 1968Vitesse25
Hi John,

Germans love American motors.
Shippings very reasonable. They speak English BTW.

http://store.moparshop.de/en/P.....-Zinc-Plus-0-5L.html


Thanks!
In fact I bought some of Lucas's own, ZDDP-rich,  'break-in oil', for less than £10 more than that.
You couldn't make up your own for that!
John


Serial Vitesse racer.

Old Blue.  1995-2001
Silverback. 2001-2007
SofS. 2007 - to date.

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1968Vitesse25
July 22, 2017, 9:40pm Report to Moderator

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I'm assuming you want the ZDDP to beef up your racing oil?
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JohnD
July 23, 2017, 7:39am Report to Moderator


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No. "break-in"" oil.
John


Serial Vitesse racer.

Old Blue.  1995-2001
Silverback. 2001-2007
SofS. 2007 - to date.

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Jonny-Jimbo
July 23, 2017, 10:21am Report to Moderator

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Quoted from 1968Vitesse25


The laws of engineering applies exactly the same to a 1907 De Dion as a 2017 Ferrarri..


But the actual designs, technology, manufacturing etc have all changed.



62 Vitesse 1600 - Slammed & modified
67 2000 - Fitted with 2.5 o/d - 2012 RBRR, 2015 Essex Rally, 2016 HCR, 2016 RBRR
67 2000 Estate - Dormant
70 Herald 13/60 - First car, many bits
77 CZ 125 Sport - 70 miles on the clock
77 Kawasaki KM90 - Shop hack
81 Yamaha DT125 - Many bits
88 Ginetta G4/4 - Dead
88 BMW E30 320i - For Sale
89 Citroen AX GT - Rally car!
90 BMW E30 318iS - Building to FIA spec
90 Mazda Eunos 1.6 - 'Popeye'
93 BMW 530i - Donor
95 BMW E34 540i - 4L V8
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Nick Jones
July 23, 2017, 10:39am Report to Moderator

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Here's a very reasonably priced 20/50 with decent (1,300 ppm) ZDDP levels.  I've read that much over 1,100 - 1,300 ppm ZDDP is pointless, even counter-productive

http://www.classic-oils.net/Classic-Oils-Heritage-20W50

Nick


Nick Jones
Somerset UK

Vitesse Mk 1.5 Convertible EFI, Survivor of RBRR 2008, HCR & 10CR 2009, HCR 2010, 10CR2011, HCR 2012, 10CR2013, 10CR2015, HCR 2016 & HCR 2017.
GT6 Mk3 Roto - project in progress
Spitfire MKIV son's project now on the road as a daily driver
2.5 PI Saloon now EFI (PIe?), Engine rebuilt and running sweet.  Diff howling...... Survivor of HCR 2013 & 2014 Gone to live in Swansea

http://www.tengaston.plus.com
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1968Vitesse25
July 23, 2017, 12:57pm Report to Moderator

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Quoted from Jonny-Jimbo


But the actual designs, technology, manufacturing etc have all changed.



An engines an engine, it's the same principles.
Coldest air in, hottest air out,

We have a far better understanding of the physics, but it's all the same rules.
Keep your coolant hot, but don't let your oil get too hot - and Triumphs pushrod engines have always had an issue with oil temperatures.
A combination of a basically poor design stretched  far to far and a domestic market that didn't force mass manufacturers to address oil breakdown during high speed running. German and Italian cars of the period were far more durable thanks to their markets need to run on Autobahns and Autostrada.
Triumph were well aware their engines had issues with oil temperatures when they started fitting as standard or offering oil coolers as a dealer fitment for cars being exported to the Continent and the USA in the 1960's.
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