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post #1 of 3 Old 05-31-2014, 08:53 AM Thread Starter
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LS magazine from comp cam

Here is a post I did at camaro5 just to get the word out on oil. has this link to a comp cam site: happy reading, happy people of modern Camaro!!!!

LS Power Magazine from Comp Cams

--------------------------------------------------------------------------------

Here is the latest and greatest a creation from comp cams of parts for our ls engines and articles for the LS engines. Most of us know that our aftermarket cam came from a comp cam blank custom ground or ground to the specs of who we bought it from that includes my vaunted TSP raped ape .639 lift cam to the night fury, as blanks are only made by so many places and then the turning done by so many also as the machinery is expensive for mass production big time.

COMP Performance Group Launches LS Power Magazine | CPG Nation

Some people on here especially in the engine section like to think they know it all when it comes to motor oil for our engines. They use stuff that is available anywhere and think its the bomb. Well it might just be the bomb if they are using the wrong viscosity!!!!!!!! our engines were specifically made ls engines to run 30 weight oil and many things like the size of the oiling hole in your push rod to the amount of oil you get to the top end on start up really matters a lot. I try to be informative and help my fellow hot rodders with what is the best I have found from my researching online and talking with other hot rodders.

Just last night I was at a car show with about 200+ cars parked by a new 2014 red rock metallic 1le Camaro with recaros. Yes the recaros looked nice...but $2000 nice....? not so much in my opinion but we all know what opinions are like...lol, and its nice the owner has the money just like the real old zl1 owner there to make garage queens out of them and never want to change from the stock summer only tires,( especially here in rainly Oregon, but my 2ss/rs is a daily driver modded for performance and would give the zl1 a run for his money. Especially as I pour more money into it over time and am on the suspension rear end build right now. And of the five gen five Camaros there only mine and the zl1 were 2013 or earlier, and mine was the only one really modded.

As I walked around looking at all the gorgeous cars and not so nice rat rods it occurred to me they could really use some knowledge shared with them as the old school rods are where I came from, from building 283, 327, 350, and 400 small blocks but you see they do talk to each other...? THEY OBVIOUSLY MUST BE RESEARCHING AND BUYING OILS WITH ENOUGH ZDDP IN THEM TO KEEP THEIR ENGINES ALIVE RIGHT?

As many know and many do not even know yet Oil has been reformulated to be mostly for new cars with roller lifters and such that do not require as much zinc supposedly as a flat tappet cam on old school cars for the past decade or so as the EPA wanted the Zinc to stop hurting catalytic converters causing their failure. In 2017 once again oil will be reformulated with only one of the formulas being backward compatible to not help anyone out. Knowing and using the right oil for your engine is critical as new car manufacturers love to sell you that new car and they are not going to cry foul they have problems of their own: such as totally insane CAFE standards looming to make every car raise its MPG to 55 mpg by raising fuel economy in all cars by 5mpg per year until they meet the 55 mpg!!!!!!!!!!!!!!!!!!!!!!!!!! WTF dies that mean: well very low viscosity oil pumping into turbo four bangers and turbo sixes for performance smaller lighter cars etc which we already see the changes coming in the next gen of mustang and Camaro!

SO I have tried to steer people when possible to the best oil I can find for my car, Driven racings motor oil, no its not just for our car its many specific formulations for performance vehicles past present and future. I use LS30 in my engine and did a cam break in with BR30 and swear now I am getting less oil blow by from checking my catch can thanks to using the driven products. The reason I am spending my time now sharing this is because I care about my fellow human beings, and being that we are blessed with performance machine we will be loving the power of our vehicles for all time until they make us teleport from place to place.
Driven racings websites has multiple bulletins and tech articles and videos to inform us the public. And driven racing motor oil wins national championships every year!

THIS IS A VIDEO WE AS HUMANS SHOULD WATCH:

Comp Performance Group | Just another WordPress site


WHY USE DRIVEN RACING OIL.........
Now many may keep their car stock, many may not even read this post or read the magazine from comp cams I included a link too which BTW advertises Driven racing oil, many may believe breaking in a roller cam is unnecessary because just that springs need heat and cooling cycles and liters seals need broken in does not mean the cam needs break in.... well good luck to you mainly will need that luck and be the ones posting about your ragged cam and flat lifters or blown engine using what ever oil and whatever break in procedure you feel you think is right and with luck it may not have mattered and you can blame the cam manufacturer for a bad blank. the number of bad cams I ever installed over the years in my hot rods I built for decades as my drivers/ hobby to resell : 0, the number of bad cams my tuner the hot rod shop corvette electrical engineer guru has experienced with a large local regular mechanic attached to his business and a alignment shop: 0 , the number of supposed bad cams and bad parts that have haunted people on here.....
I dunno, too many, I have heard in posts of guys repeatedly having failing cams and a cam whine.... that's **** bizarre to me. Failed this and that being online as the largest forum will be a magnet for problem reporting of course, just as in the website I belong to reporting car troubles should I ever have any.

I know that as a whole our cars have a lot of lift and spring pressure stock with roller lifters so add even higher lift and higher spring pressures to that and that's where its really critical to have a good oil keeping it real and together! SO I am once again putting out the info for those who desire to learn as its a life long process, change is the one thing we can count on here is a article about the reformulation of oil:

Comp Performance Group | Just another WordPress site

The New GF-6 Standard

Tailoring Engine Lubricants Is Critical To Performance Output
With broad changes coming to vehicle emissions and fuel consumption standards in 2017, including an average annual efficiency improvement of five percent per year scheduled until 2025, the design of every part of a vehicle is soon to be challenged. By 2025 EPA/NHTSA standards will require passenger cars to achieve 54.5 mpg, while for trucks the ideal target is in the high 30s.These changes will test fluids and oils as well as hard parts, and the lubricant industry is working to achieve the necessary gains with a proposed move to what is known as the GF-6 standard.
Developed by the International Lubricants Standardization and Approval Committee (ILSAC), the GF-6 standard anticipates that tomorrow’s lubricant demands will be entirely different from what’s commonplace today. The engines of the future will be downsized, turbocharged and much more highly stressed. The GF-6 specification is intended to increase fuel economy, enhance oil robustness, expand overall fuel efficiency, improve protection and reduce motor oil aeration in these power plants.
To meet the goals of GF-6, many car manufacturers have been experimenting with lower viscosity grade motor oils, as lower engine oil viscosity significantly reduces engine friction. A lower viscosity oil equals less resistance and thus improves fuel economy. Friction reduction through improved oil technology will have the greatest impact on these areas of the engine: the crankshaft bearings, the piston ring area, the cam-valve interface and the cam drive itself. Within these components, the crucial oil performance aspect is the film-forming ability in the sliding areas.
Deposit control will also be important element of GF-6, along with protection against low-speed pre-ignition and cam chain wear.
Another key component of the GF-6 specification is the provision for two separate ratings. GF-6A is backward compatible, while GF-6B will not be backward compatible for older applications and will feature an entirely new formulation. In addition to GF-6B’s lower viscosity, a unique balance of additives, viscosity modifiers and base oils will work with new and unique engine designs to maximize fuel economy.
Key tests are being conducted within the industry to help determine the final specification of all GF-6 formulas. These tests include: high temperature/high load, valve operating system, low temperature deterioration and fuel economy performance. Current testing has shown no noticeable differences in wear between a reference SAE OW-20 and an experimental SAE OW-16. Results have proven that that the lower viscosity oil will demonstrate equivalent or superior engine protection in engine and bench tests, yet also return improved fuel economy. Even lower grades –such as 12, 8 and 4—are being investigated around the lubricant industry as well.
However, performance enthusiasts need to be aware of these GF-6 formulas and the demands on them in the future. While these oil upgrades are good for the most current production engines in stock trim, this does not make them an upgrade for older or highly modified production engines. The more the GF-6 oils are tailored to the needs of fuel efficient and lower emission passenger car engines, the less appropriate they will be for older and high performance ones.
The reason is that all oils are application-specific. To get better performance from a lubricant, it must be tailored to the specific application it is being used for. In turn, that lubricant is less appropriate for other applications. In general, the days of “one-size-fits-all” motor oils and lubricants are ending as new standards like GF-6 become the norm. Motor oils today are more application-specific than they were 20 years ago, and will only get more specific over the next 20 years. The result is that GF-6 oils will be designed for late model vehicles, but older hot rods and muscle cars, which will not need to adhere to the new standards, run the risk of being left behind. In addition, flat tappet engines will no longer be used in any GF-6 testing.
Advanced lubricants that are the result of GF-6 will be essential in paving the way for the next generation engines that will come out of the ambitious emissions requirements for 2017-2025 model years. However, these lubricants will be more costly and formulated differently than the motor oils we know today. Yet by eliminating the backward compatibility requirement, GF-6B will also be able to offer advanced lubrication solutions for tomorrow’s sophisticated engines.
At the same time, GF-6 will not affect Driven Racing Oil products as the company does not believe that API and ILSAC testing in modern engines provide representative performance for older or high performance racing engines. As a result, Driven will continue to produce its own application-specific-formula lubricants for performance engines, classic vehicles and race cars.
The GF-6 upgrade is aimed for 2017 model year vehicles, which is the point where the fuel efficiency curve begins to rise most steeply.
This image has been resized. Click this bar to view the full image. The original image is sized 1031x774 and weights 226KB.


This entry was posted in Tech Articles, Training Center and tagged Cars, Chevy, Dodge, Driven, Emissions, Ford, Fuel Economy, Gas Mileage, Gasoline, MPG, Oil, Trucks on May 20, 2014 by admin.


SO KEEP YOUR EYES AND EARS OPEN AND THE CAMARO MAY LONG LIVE WITH OUR GENERATION MOST LIKELY BEING ONE OF IF NOT THE BEST EVER FOR POWER AND PERFORMANCE!. And think about it, if your oil is used by just about everything under the sun you think..? is it specifically formulated for your engine? or is it just another of a swarm of oils you can pick up in the discount isle at Walmart?

I get my oil from baxter auto supply, its also available from summit racing and many other places. And if you get the posts following mine about the "oil MYTH", just remember would you rather listen to oil specialists, bearing and piston and seal makers expert advice along with engine builders way beyond your means.....or listen to JOE BLOW in the walmart isle. Sure you can keep your engine stock forever, and use just the dexos lame standard oil and think your doing great. Or if your a Motorhead like me who gets called "hotrod" inform and build it and do it right the first time and use the right stuff.

SO that's the end of my rant for this morning, maybe someone will learn something from these links: maybe someone wont. At least I tried.

A study of synthetic oils done for amsoil, ( I don't drink their kool aid either), that shows some of your favorites like mobil one or Castrol so heavily advertised and some other surprising ones like redline, royal purple, lucas etc failing to either not wear out the parts in your car compared to others, not lubricate until the engine is warmed up enough( wear out parts in your engine), cause sludge to clog your engine more etc etc:::::

http://www.amsoil.com/lit/g3115.pdf

Comp Performance Group | Just another WordPress site

https://www.youtube.com/watch?v=lQ6N...ature=youtu.be

If nothing else read these reviews:

Comp Performance Group | Just another WordPress site


And for gods sake please comment or bump this post to keep it active to save our cars for future generations and for our own sake. I have no stock in driven, I just drive and need my car to perform and live, I am getting older and do not really want to spend anymore time than necessary on my back in the drive way or bent over a engine bay with a cherry picker anymore than needed. And yes I use a oil catch can and explained that to some drivers at the show last night and it amazed them.
__________________
2013 2SS/RS LS3 M6 ,CRT, 491rwhp 448 torque mustang dyno,dual mode ,sunroof ,heritage grill clear bra, TSP cam, Stainless power headers HFC, CAI induction, LPW diff cover, BMR strut brace,trailing arms, toes, bushings, Rocket racing wheels, catch can, clutch reservoir, under dash/body lights LED, DRL lights/halos, Dash kit, Custom striping and Sparks badges and Engine badge, Corvette Stainless engine cover, etc.
christianchevell is online now Report Post

2013 2ss/rs NPP CRT, Forged 428 ls3 stroker, Mast windage, GMPP ported heads, Katech chain, Trunnion upgrade, Cam motion stage 3, SP headers, Vmax PTB, Monster c7 dual clutch, Mgw shifter, Fluidampr 25%UDP, CAI induction, rocket racing wheels, clutch reservoir, bmr toes and trailing arms, Lpw diff cover , scanner, drl's led /fogs, elite catch can, MRT louvers, tint, ZL1 spoiler, stripes & badging, etc....
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post #2 of 3 Old 05-31-2014, 05:16 PM
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Quote:
Originally Posted by christianchevelle View Post
Here is a post I did at camaro5 just to get the word out on oil. has this link to a comp cam site: happy reading, happy people of modern Camaro!!!!

LS Power Magazine from Comp Cams

--------------------------------------------------------------------------------

Here is the latest and greatest a creation from comp cams of parts for our ls engines and articles for the LS engines. Most of us know that our aftermarket cam came from a comp cam blank custom ground or ground to the specs of who we bought it from that includes my vaunted TSP raped ape .639 lift cam to the night fury, as blanks are only made by so many places and then the turning done by so many also as the machinery is expensive for mass production big time.

COMP Performance Group Launches LS Power Magazine | CPG Nation

Some people on here especially in the engine section like to think they know it all when it comes to motor oil for our engines. They use stuff that is available anywhere and think its the bomb. Well it might just be the bomb if they are using the wrong viscosity!!!!!!!! our engines were specifically made ls engines to run 30 weight oil and many things like the size of the oiling hole in your push rod to the amount of oil you get to the top end on start up really matters a lot. I try to be informative and help my fellow hot rodders with what is the best I have found from my researching online and talking with other hot rodders.

Just last night I was at a car show with about 200+ cars parked by a new 2014 red rock metallic 1le Camaro with recaros. Yes the recaros looked nice...but $2000 nice....? not so much in my opinion but we all know what opinions are like...lol, and its nice the owner has the money just like the real old zl1 owner there to make garage queens out of them and never want to change from the stock summer only tires,( especially here in rainly Oregon, but my 2ss/rs is a daily driver modded for performance and would give the zl1 a run for his money. Especially as I pour more money into it over time and am on the suspension rear end build right now. And of the five gen five Camaros there only mine and the zl1 were 2013 or earlier, and mine was the only one really modded.

As I walked around looking at all the gorgeous cars and not so nice rat rods it occurred to me they could really use some knowledge shared with them as the old school rods are where I came from, from building 283, 327, 350, and 400 small blocks but you see they do talk to each other...? THEY OBVIOUSLY MUST BE RESEARCHING AND BUYING OILS WITH ENOUGH ZDDP IN THEM TO KEEP THEIR ENGINES ALIVE RIGHT?

As many know and many do not even know yet Oil has been reformulated to be mostly for new cars with roller lifters and such that do not require as much zinc supposedly as a flat tappet cam on old school cars for the past decade or so as the EPA wanted the Zinc to stop hurting catalytic converters causing their failure. In 2017 once again oil will be reformulated with only one of the formulas being backward compatible to not help anyone out. Knowing and using the right oil for your engine is critical as new car manufacturers love to sell you that new car and they are not going to cry foul they have problems of their own: such as totally insane CAFE standards looming to make every car raise its MPG to 55 mpg by raising fuel economy in all cars by 5mpg per year until they meet the 55 mpg!!!!!!!!!!!!!!!!!!!!!!!!!! WTF dies that mean: well very low viscosity oil pumping into turbo four bangers and turbo sixes for performance smaller lighter cars etc which we already see the changes coming in the next gen of mustang and Camaro!

SO I have tried to steer people when possible to the best oil I can find for my car, Driven racings motor oil, no its not just for our car its many specific formulations for performance vehicles past present and future. I use LS30 in my engine and did a cam break in with BR30 and swear now I am getting less oil blow by from checking my catch can thanks to using the driven products. The reason I am spending my time now sharing this is because I care about my fellow human beings, and being that we are blessed with performance machine we will be loving the power of our vehicles for all time until they make us teleport from place to place.
Driven racings websites has multiple bulletins and tech articles and videos to inform us the public. And driven racing motor oil wins national championships every year!

THIS IS A VIDEO WE AS HUMANS SHOULD WATCH:

Comp Performance Group | Just another WordPress site


WHY USE DRIVEN RACING OIL.........
Now many may keep their car stock, many may not even read this post or read the magazine from comp cams I included a link too which BTW advertises Driven racing oil, many may believe breaking in a roller cam is unnecessary because just that springs need heat and cooling cycles and liters seals need broken in does not mean the cam needs break in.... well good luck to you mainly will need that luck and be the ones posting about your ragged cam and flat lifters or blown engine using what ever oil and whatever break in procedure you feel you think is right and with luck it may not have mattered and you can blame the cam manufacturer for a bad blank. the number of bad cams I ever installed over the years in my hot rods I built for decades as my drivers/ hobby to resell : 0, the number of bad cams my tuner the hot rod shop corvette electrical engineer guru has experienced with a large local regular mechanic attached to his business and a alignment shop: 0 , the number of supposed bad cams and bad parts that have haunted people on here.....
I dunno, too many, I have heard in posts of guys repeatedly having failing cams and a cam whine.... that's **** bizarre to me. Failed this and that being online as the largest forum will be a magnet for problem reporting of course, just as in the website I belong to reporting car troubles should I ever have any.

I know that as a whole our cars have a lot of lift and spring pressure stock with roller lifters so add even higher lift and higher spring pressures to that and that's where its really critical to have a good oil keeping it real and together! SO I am once again putting out the info for those who desire to learn as its a life long process, change is the one thing we can count on here is a article about the reformulation of oil:

Comp Performance Group | Just another WordPress site

The New GF-6 Standard

Tailoring Engine Lubricants Is Critical To Performance Output
With broad changes coming to vehicle emissions and fuel consumption standards in 2017, including an average annual efficiency improvement of five percent per year scheduled until 2025, the design of every part of a vehicle is soon to be challenged. By 2025 EPA/NHTSA standards will require passenger cars to achieve 54.5 mpg, while for trucks the ideal target is in the high 30s.These changes will test fluids and oils as well as hard parts, and the lubricant industry is working to achieve the necessary gains with a proposed move to what is known as the GF-6 standard.
Developed by the International Lubricants Standardization and Approval Committee (ILSAC), the GF-6 standard anticipates that tomorrow’s lubricant demands will be entirely different from what’s commonplace today. The engines of the future will be downsized, turbocharged and much more highly stressed. The GF-6 specification is intended to increase fuel economy, enhance oil robustness, expand overall fuel efficiency, improve protection and reduce motor oil aeration in these power plants.
To meet the goals of GF-6, many car manufacturers have been experimenting with lower viscosity grade motor oils, as lower engine oil viscosity significantly reduces engine friction. A lower viscosity oil equals less resistance and thus improves fuel economy. Friction reduction through improved oil technology will have the greatest impact on these areas of the engine: the crankshaft bearings, the piston ring area, the cam-valve interface and the cam drive itself. Within these components, the crucial oil performance aspect is the film-forming ability in the sliding areas.
Deposit control will also be important element of GF-6, along with protection against low-speed pre-ignition and cam chain wear.
Another key component of the GF-6 specification is the provision for two separate ratings. GF-6A is backward compatible, while GF-6B will not be backward compatible for older applications and will feature an entirely new formulation. In addition to GF-6B’s lower viscosity, a unique balance of additives, viscosity modifiers and base oils will work with new and unique engine designs to maximize fuel economy.
Key tests are being conducted within the industry to help determine the final specification of all GF-6 formulas. These tests include: high temperature/high load, valve operating system, low temperature deterioration and fuel economy performance. Current testing has shown no noticeable differences in wear between a reference SAE OW-20 and an experimental SAE OW-16. Results have proven that that the lower viscosity oil will demonstrate equivalent or superior engine protection in engine and bench tests, yet also return improved fuel economy. Even lower grades –such as 12, 8 and 4—are being investigated around the lubricant industry as well.
However, performance enthusiasts need to be aware of these GF-6 formulas and the demands on them in the future. While these oil upgrades are good for the most current production engines in stock trim, this does not make them an upgrade for older or highly modified production engines. The more the GF-6 oils are tailored to the needs of fuel efficient and lower emission passenger car engines, the less appropriate they will be for older and high performance ones.
The reason is that all oils are application-specific. To get better performance from a lubricant, it must be tailored to the specific application it is being used for. In turn, that lubricant is less appropriate for other applications. In general, the days of “one-size-fits-all” motor oils and lubricants are ending as new standards like GF-6 become the norm. Motor oils today are more application-specific than they were 20 years ago, and will only get more specific over the next 20 years. The result is that GF-6 oils will be designed for late model vehicles, but older hot rods and muscle cars, which will not need to adhere to the new standards, run the risk of being left behind. In addition, flat tappet engines will no longer be used in any GF-6 testing.
Advanced lubricants that are the result of GF-6 will be essential in paving the way for the next generation engines that will come out of the ambitious emissions requirements for 2017-2025 model years. However, these lubricants will be more costly and formulated differently than the motor oils we know today. Yet by eliminating the backward compatibility requirement, GF-6B will also be able to offer advanced lubrication solutions for tomorrow’s sophisticated engines.
At the same time, GF-6 will not affect Driven Racing Oil products as the company does not believe that API and ILSAC testing in modern engines provide representative performance for older or high performance racing engines. As a result, Driven will continue to produce its own application-specific-formula lubricants for performance engines, classic vehicles and race cars.
The GF-6 upgrade is aimed for 2017 model year vehicles, which is the point where the fuel efficiency curve begins to rise most steeply.
This image has been resized. Click this bar to view the full image. The original image is sized 1031x774 and weights 226KB.


This entry was posted in Tech Articles, Training Center and tagged Cars, Chevy, Dodge, Driven, Emissions, Ford, Fuel Economy, Gas Mileage, Gasoline, MPG, Oil, Trucks on May 20, 2014 by admin.


SO KEEP YOUR EYES AND EARS OPEN AND THE CAMARO MAY LONG LIVE WITH OUR GENERATION MOST LIKELY BEING ONE OF IF NOT THE BEST EVER FOR POWER AND PERFORMANCE!. And think about it, if your oil is used by just about everything under the sun you think..? is it specifically formulated for your engine? or is it just another of a swarm of oils you can pick up in the discount isle at Walmart?

I get my oil from baxter auto supply, its also available from summit racing and many other places. And if you get the posts following mine about the "oil MYTH", just remember would you rather listen to oil specialists, bearing and piston and seal makers expert advice along with engine builders way beyond your means.....or listen to JOE BLOW in the walmart isle. Sure you can keep your engine stock forever, and use just the dexos lame standard oil and think your doing great. Or if your a Motorhead like me who gets called "hotrod" inform and build it and do it right the first time and use the right stuff.

SO that's the end of my rant for this morning, maybe someone will learn something from these links: maybe someone wont. At least I tried.

A study of synthetic oils done for amsoil, ( I don't drink their kool aid either), that shows some of your favorites like mobil one or Castrol so heavily advertised and some other surprising ones like redline, royal purple, lucas etc failing to either not wear out the parts in your car compared to others, not lubricate until the engine is warmed up enough( wear out parts in your engine), cause sludge to clog your engine more etc etc:::::

http://www.amsoil.com/lit/g3115.pdf

Comp Performance Group | Just another WordPress site

https://www.youtube.com/watch?v=lQ6N...ature=youtu.be

If nothing else read these reviews:

Comp Performance Group | Just another WordPress site


And for gods sake please comment or bump this post to keep it active to save our cars for future generations and for our own sake. I have no stock in driven, I just drive and need my car to perform and live, I am getting older and do not really want to spend anymore time than necessary on my back in the drive way or bent over a engine bay with a cherry picker anymore than needed. And yes I use a oil catch can and explained that to some drivers at the show last night and it amazed them.
__________________
2013 2SS/RS LS3 M6 ,CRT, 491rwhp 448 torque mustang dyno,dual mode ,sunroof ,heritage grill clear bra, TSP cam, Stainless power headers HFC, CAI induction, LPW diff cover, BMR strut brace,trailing arms, toes, bushings, Rocket racing wheels, catch can, clutch reservoir, under dash/body lights LED, DRL lights/halos, Dash kit, Custom striping and Sparks badges and Engine badge, Corvette Stainless engine cover, etc.
christianchevell is online now Report Post

From reading what you posted I think you like (Joe Gibbs) Driven Motor Oil

Nothing wrong with that but I will stick with Mobil 1

See my items on www.amazon.com

Seller Name: Muscle Car Memories
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post #3 of 3 Old 06-01-2014, 07:37 AM Thread Starter
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well yes my car is modded and I aim to protect it with whats best, and not be on the camaro5 engine forum whining how I have a cam that's whining..( not broken in well or installed wrong etc,), or having a cam or lifters chewed up from running something inappropriate for the engine. The oil has to fit the engine not the other way around. And a roller lifter cam will not self implode right away it will ne a very unhappy surprise down the road. And BTW of the posts I read where the most people had problems with their cams and lifters being eaten guess which motor oil they used............ god help yah, mobil one wont. ANd god help us we may be buying Chinese blanks for the sores of our cams.....

2013 2ss/rs NPP CRT, Forged 428 ls3 stroker, Mast windage, GMPP ported heads, Katech chain, Trunnion upgrade, Cam motion stage 3, SP headers, Vmax PTB, Monster c7 dual clutch, Mgw shifter, Fluidampr 25%UDP, CAI induction, rocket racing wheels, clutch reservoir, bmr toes and trailing arms, Lpw diff cover , scanner, drl's led /fogs, elite catch can, MRT louvers, tint, ZL1 spoiler, stripes & badging, etc....

Last edited by christianchevelle; 06-02-2014 at 05:21 PM.
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