Crane Cams
Crane Cams has been a flat-tappet camshaft-manufacturing leader since the early '50s, and though the company has ventured into various other valvetrain-and ignition-related-components over the years, camshafts remain among its most popular products. Like any camshaft manufacturer, Crane Cams admits that today's oil formulation is an area of concern. Tony Vigo, Crane Cams' Media Liaison and Technical Advisor, shared some of those concerns-and his suggested solutions-with us.
Crane Cams offers its own...
Crane Cams offers its own highly concentrated lubricant that it suggests for flat-tappet camshafts. An entire 8-ounce bottle of No. 99003-1 Super Lube Break-In Concentrate is combined with certain oils during break-in, while the company suggests combining a lesser amount with any modern mineral-based oil for normal use.
High Performance Pontiac: Is current oil formulation an area of concern for Crane Cams?
Tony Vigo: Yes, the reduction of the zinc-phosphorus compound (ZDDP) from most modern engine oil has definitely accelerated flat-tappet camshaft lobe and lifter wear.
HPP: Have these changes affected the way your company manufactures or markets flat-tappet cams?
TV: No, not at all. Our flat-tappet camshafts remain a popular hobbyist choice, and to ensure longevity, we are recommending specific break-in procedures using products like Brad Penn motor oil, or such diesel-specific oils as Shell ROTELLA T, Mobil Delvac, and Chevron Delo 400.
HPP: Can you briefly outline your suggested break-in procedure?
TV: It really isn't that much different than what hobbyists are already familiar with, but we do offer a few suggestions aimed at proper lobe-to-lifter mating. Complete instructions are included with each cam and lifter set we sell.
We recommend that each lobe and lifter be thoroughly coated with our No. 99004-1 Super Moly Assembly Lube, which is included, and to combine said oil with an 8-ounce bottle of our No. 99003-1 Super Lube Break-in Concentrate.
After setting valve lash or lifter preload-and priming the fuel and oil system-start the engine and immediately begin cycling its speed from 1,500 to 3,000 rpm for 20 to 30 minutes. If the camshaft requires high valve spring pressure, we suggest removing the inner spring during break-in. Once the process is complete, the camshaft should be ready for normal use.
HPP: What are your suggested oil change practices during normal use?
TV: We recommend that the first oil change occurs within 500 miles of initial break-in, and then follow that with normal change intervals that include any high-quality 5W-30 or 10W-30 mineral-based oil, and at least 4 ounces of our Super Lube Break-In Concentrate.
HPP: Could you explain the benefits of your No. 99003-1 Super Lube Break-In Concentrate?
TV: It's a product much like General Motor's E.O.S.-an anti-wear additive containing a high concentration of ZDDP that's designed to protect the camshaft lobe and lifter against scuffing and wear during break-in. When used moderately at each oil change, it has little effect on emissions equipment, and greatly enhances the long-term life of the cam.
HPP: Is there any chance your company could discontinue or reformulate Super Lube Break-In Concentrate in the future?
TV: We plan to market it as long as we produce flat-tappet camshafts, and have an ongoing oil additive evaluation program to continually further its development and monitor effectiveness.
Brad Penn
Industry experts have long considered Pennsylvania-grade crude oil among the best in the world, and one of the most popular engine oils refined from it was Kendall GT-1. The American Refining Group now operates the Bradford, Pennsylvania-based refinery that once produced the Kendall line, and it offers its own line of high-quality race oil. Brad Penn's Penn Grade 1 (PG 1) is available as a partial-synthetic or conventional, and in varying viscosities. We spoke with the company's Director of Branded Lubricants Sales and Marketing, Dick Glady, about its formulation.
High Performance Pontiac: Are Brad Penn's Penn Grade 1 products intended for use with flat-tappet camshafts?
Dick Glady: Simply stated, yes. Our PG 1 has been evaluated by a number of premier camshaft manufacturers, and is now recommended by many for flat-tappet and roller applications. Let me explain why.
Brad Penn oil is refined from Pennsylvania-grade crude, and we obtain a unique cut from our tower. When formulated correctly, it has a greater tendency to cling to engine internals, minimizing wear during dry start-up, and high engine-torque conditions. We add to it a high concentration of ZDDP and our additive package, and the result is high-quality race oil that offers outstanding anti-wear and anti-scuffing protection for flat-tappet cams.
We market our PG 1 product as "The Green Oil," and in addition to our full line of engine and gear lubricants, we also offer Penn Grade 1 Break-In Oil-a specially formulated, 30-weight mono-grade lubricant that was developed for flat-tappet camshaft break-in, and features enhanced levels of ZDDP.
Brad Penn's Penn Grade 1 motor...
Brad Penn's Penn Grade 1 motor oil is a high-quality race lubricant that's produced by the American Refining Group. It includes a high concentration of the desirable anti-wear additives, making it suitable for flat-tappet camshaft engines. The company's Pennsylvania-based oil tower is heralded as the oldest continually operated oil refinery in America.
HPP: Is there a specific amount of zinc additive that your company feels is the minimum required for flat-tappet camshafts?
DG: Our typical ZDDP content is 1,200 ppm, but that doesn't tell the entire tale. Many other manufacturers formulate race oil from its passenger-car offerings, and maintain a lesser amount of zinc to meet current API SM-specifications. Our lubricant is actually uniquely formulated race oil that's suitable for older flat-tappet camshaft engines, and it offers additional engine protection beyond high levels of ZDDP.
HPP: Is there any chance your company could drastically reduce the desirable high-pressure additives in its products?
DG: Our Penn Grade 1 is marketed as race oil, and since we don't license it through API, we don't have to conform to current API and ILSAC standards.
HPP: Where can hobbyists purchase Brad Penn products?
DG: Our Penn Grade 1 products aren't available through local retailers. Instead, present distribution goes through select independent lubricant wholesalers, engine builders, and specialty racing/performance outlets. Contact us via our Web site, and we'll reply with the nearest authorized Brad Penn Racing distributor.
Conclusion
Myriad other lubricant companies and camshaft manufacturers have certainly addressed these issues and developed their own solutions, but it wasn't practical for us to contact all of them. After hearing a recurring trend from those we spoke with, we're confident that answers from most others would closely follow what's presented here.
We learned that current-spec commercial-grade oil, like ROTELLA T, remains a suitable off-the-shelf lubricant for hobbyists with flat-tappet camshaft engines. Other options include specialized lubricants like those from Brad Penn, or to combine modern-spec gasoline-engine oil and an additive such as that from COMP Cams or Crane Cams.
While it's still recommended to follow your engine builder and/or camshaft manufacturer's specific suggestions for break-in and long-term use, hobbyists can rest easier knowing that a variety of solutions are presently available, and after hearing what these companies have to say, we're confident that hobbyists can safely drive their vintage Pontiacs without feeling as if its flat-tappet camshaft is living on borrowed time.