![]() ![]() I think this is a fairly new, and currently dynamic, likely to change topic we should stay on top of, as the EPA and API and new car manufacturers are only going to act in their own best self interest, leaving us with a potential problem if we get caught unawares. Hmm?Įven the API guys were saying some new studies need to be done due to the changes in Zinc/phosphorus content! One thing is for sure, a lot of us have noticed mysterious, somewhat sudden, low hot oil idle pressure problems recently that is not caused by the oil pump, or the mains or rod bearings, leaving in my case the cam and cam bearings. Not immediate catastrouphic damage wear, but the kind that could affect engine performance and oil pressure over time, like maybe 25,000 to 50,000 miles on the wrong oil (lower Zn & P content) causing wear equivalent to 100,000 to 200,000 miles on the cam lobes and cam bearings (just a guess on my part). What I concluded is that we could experience faster wear on cam shafts and lifters on the 4.0s. I may not be repeating this all exactly, or correctly, go check out the oringial link for the real facts. Also read something about the cams and valves on our older engines needing the zinc, and the newer over head cam / valve engines not having as much wear (spring / lifter pressure?) on the their cams and therefore not needing as much zinc as our older, 4.0s need. Seems the high zinc, especially on oil burners is killing the cat converters. In summary, what I read was that the oils are being quietly reformulated ( CJ-4 and SM are replacing CI-4 and S? something else?) for newer engines and newer fuels (low sulfur for instance in the new fuels) and for EPA warranty requirments on cat converters. Whatever spin there may be in it can be ignored, just look at the facts, the test data collected from posts from tests done by 2 independednt labs and the fact that EPA has apparently mandated a reduction in the Zn content in the oil packages and API has updated the standards to recognize this. I've gone to all the major oil manufacturers sites and find no mention of it, looking over ' now. Is this actually something to be concerned with or is it someones spin on something. I think this topic should be revisited!!!!! See: Someone posted a website recently (this past weekend) and I found this site from a link in that thread. I plan to update this part of my website as more information becomes available. Naturally, more study is needed on this important subject. With the high cost of engine rebuilds, it may make sense to risk damage to a catalytic converter rather than destroy an engine. In addition, it appears Boron is a good alternative to Zn and P. One solution has been to add Zn and P back to the oil using an additive such as GM's EOS Engine Oil Supplement at every oil change. ![]() ![]() 1995 you may have increased wear on some internal engine components if using these newer oil formulations. If you are caring for a car made before approx. The problem arises for owners of older cars. These latest formulations contain reduced levels of Phosphorus and Zinc that were mandated by the US Government because of evidence that high levels of P and Zn damage catalytic converters. The newest oils have the letters SM for gasoline engines and CJ for diesel engines - as of May 2007. The oil companies are constantly reformulating their products to improve them and to meet new government regulations. Before you start looking for the things that brought you here, I need to tell you about a problem that has recently surfaced.
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