As above, was just curious as to what everyones using in their Cosworths.

 

hi mate


i use silkolene pro r 10w50w esta based fully synthetic oil

proper stuff

marco

 

Mobil 1 15w-50

 

Most will use lots and lots

 

This old chestnut must have been asked a million times

I use castrol RS/castrol edge 10/60


Luciano

 

millers 10/60

 

Silkolene Pro S 10w50w

 

Pros s for me but becoming less impressed with it.
tabetha

 

Silkolene pro s .

 

Mobil 1 10 50W one thingy

In a big silver tub!

 

Why's that mate?

 

Charlie,

There are much better oils to use than that

 

Like what, and why?

I used to use RS 10/60 or Mobil 1 Motorsport 5/50, or sometimes the Valvoline equivalent (which is 5 or 10 50 i think), depends what i could find.

 

Like the Silkolene Pro S and Pro R which in my understanding is a true full synthetic oil, not a chemically enhanced synthetic oil like the castrol. Hopefully Marco will have an input into this thread as he seems to know a lot about it

 

Mobil 1 motorsport 15w50

 

valvoline 20/50 vr

 

Cossie rich,
I just find it thins a hell of a lot when really warm, more so than expected, and certainly more than the SUNOCO RACING I was using.
First on the cards though is a different oil cooler.
tabetha

 

Mobil one motorsport

 

engine oil

 

Mobil 1 15/50

 

I use Silkolene Pro R 10w50w aswell, looks like blackcurrant guice for your engine!

 

I thought this would be of interest , Shame the answer isn't simple though!

The basic benefits are as follows:

Extended oil drain periods
Better wear protection and therefore extended engine life
Most synthetics give better MPG
They flow better when cold and are more thermally stable when hot
Esters are surface-active meaning a thin layer of oil on the surfaces at all times

If you want to know the reasons why then please read on but, warning - Long Post!

Stable Basestocks

Synthetic oils are designed from pure, uniform synthetic basestocks, they contain no contaminants or unstable molecules which are prone to thermal and oxidative break down.
Because of their uniform molecular structure, synthetic lubricants operate with less internal and external friction than petroleum oils which have a non-uniform molecular structure.
The result is better heat control, and less heat means less stress to the lubricant.

Higher Percentage of Basestock

Synthetic oils contain a higher percentage of lubricant basestock than petroleum oils do.
This is because multi-viscosity oils need a great deal of pour point depressant and viscosity improvers to operate as a multigrade.
The basestocks actually do most of the lubricating. More basestocks mean a longer oil life.

Additives Used Up More Slowly

Petroleum basestocks are much more prone to oxidation than synthetic oils. Oxidation inhibitors are needed in greater quantities in petroleum oils as they are used up more quickly.
Synthetic oils do oxidize, but at a much slower rate therefore, oxidation inhibiting additives are used up more slowly.

Synthetic oils provide for better ring seal than petroleum oils do. This minimizes blow-by and reduces contamination by combustion by-products. As a result, corrosion inhibiting additives have less work to do and will last much longer in a synthetic oil.

Excellent Heat Tolerance

Synthetics are simply more tolerant to extreme heat than petroleum oils are. When heat builds up within an engine, petroleum oils quickly begin to burn off. They are more volatile. The lighter molecules within petroleum oils turn to gas and what's left are the large molecules that are harder to pump.
Synthetics have far more resistance as they are more thermally stable to begin with and can take higher temperatures for longer periods without losing viscosity.

Heat Reduction

One of the major factors affecting engine life is component wear and/or failure, which is often the result of high temperature operation. The uniformly smooth molecular structure of synthetic oils gives them a much lower coefficient friction (they slip more easily over one another causing less friction) than petroleum oils.
Less friction means less heat and heat is a major contributor to engine component wear and failure, synthetic oils significantly reduce these two detrimental effects.
Since each molecule in a synthetic oil is of uniform size, each is equally likely to touch a component surface at any given time, thus moving a certain amount of heat into the oil stream and away from the component. This makes synthetic oils far superior heat transfer agents than conventional petroleum oils.

Greater Film Strength

Petroleum motor oils have very low film strength in comparison to synthetics. The film strength of a lubricant refers to it's ability to maintain a film of lubricant between two objects when extreme pressure and heat are applied.
Synthetic oils will typically have a film strength of 5 to 10 times higher than petroleum oils of comparable viscosity.
Even though heavier weight oils typically have higher film strength than lighter weight oils, an sae 30 or 40 synthetic will typically have a higher film strength than an sae 50 or sae 60 petroleum oil.

A lighter grade synthetic can still maintain proper lubricity and reduce the chance of metal to metal contact. This means that you can use oils that provide far better fuel efficiency and cold weather protection without sacrificing engine protection under high temperature, high load conditions. Obviously, this is a big plus, because you can greatly reduce both cold temperature start-up wear and high temperature/high load engine wear using a low viscosity oil.

Engine Deposit Reduction

Petroleum oils tend to leave sludge, varnish and deposits behind after thermal and oxidative break down. They're better than they used to be, but it still occurs.
Deposit build-up leads to a significant reduction in engine performance and engine life as well as increasing the chance of costly repairs.
Synthetic oils have far superior thermal and oxidative stability and they leave engines virtually varnish, deposit and sludge-free.

Better Cold Temperature Fluidity

Synthetic oils do not contain the paraffins or other waxes which dramatically thicken petroleum oils during cold weather. As a result, they tend to flow much better during cold temperature starts and begin lubricating an engine almost immediately. This leads to significant engine wear reduction, and, therefore, longer engine life.

Improved Fuel Economy

Because of their uniform molecular structure, synthetic oils are tremendous friction reducers. Less friction leads to increased fuel economy and improved engine performance.
This means that more energy released from the combustion process can be transferred directly to the wheels due to the lower friction. Acceleration is more responsive and more powerful, using less fuel in the process.

In a petroleum oil, lighter molecules tend to boil off easily, leaving behind much heavier molecules which are difficult to pump. The engine loses more energy pumping these heavy molecules than if it were pumping lighter ones.
Since synthetic oils have more uniform molecules, fewer of these molecules tend to boil off and when they do, the molecules which are left are of the same size and pumpability is not affected.

Synthetics are better and in many ways, they are basically better by design as they are created by chemists in laboratories for a specific purpose.



now breath


marco

 

fuck all that ill stick to the valvoline marco that dont suffer oil presser issues from heat , good from cold will actually last tin the sump fpr 3k and its what cosworth recomend

 

It makes no odds what oil you use in a cossie, it burns it as quick as you can pour it

 

no really depends on how worn out your engine is

 

Jay jay

Beware of the Labelling

Due to the court case in the states between Mobil and Castrol, you may not always be getting what you think you are so be careful, hydrocracked oils are not synthetics in the true sense of the word as they are molecularly converted petroleum oils, synthetics are not, they are built by chemists in laboratories "brick by brick" and are far superior.

Unfortunately, apart from in Germany, a manufacturer can label the inferior "hydrocracked" oils as synthetics and therefore the only true way of working out the quality is price although even this is not certain as there are some very expensive "hydrocracked" oils out there which are sold on their brand name, Castrol is a good example as they were the Company that Mobil took to court over the labelling issues.

Here is some more reading for those interested:

“HYDROCRACKED” (HC) or MOLECULARLY CONVERTED (MC) BASESTOCKS

There are many petroleum oils available on the market that are so pure and refined, they can now be passed off as synthetics.
They are not made from true synthetic basestocks (at least not in the way that synthetics have traditionally been defined), but they have so little in common with traditional petroleum basestocks, it is really somewhat silly to classify them as petroleum oils.
Petroleum oil basestocks can be put through a super-extreme refining process called “hydrocracking”. In some cases, as in the case of one particular name-brand "synthetic" oil, these highly refined petroleum basestocks can actually be termed and sold as "synthetic".
It is completely legal for lubricants manufacturers to label these oils as "synthetic".

These are extremely high performance petroleum basestocks, but they are not truly synthetic the way that most people understand the term and will not necessarily perform to the same level as a premium synthetic oil like PAO (poly alfa olefins) or Esters.

Hydrocracking involves changing the actual structure of many of the oil basestock molecules by breaking and fragmenting different molecular structures into far more stable ones. This results in a basestock which has far better thermal and oxidative stability as well as a better ability to maintain proper viscosity through a wide temperature range - when compared to a typical petroleum basestock.

Although contaminants are still present, and these are still petroleum basestocks, contamination is minimal and performance characteristics are high. This process also can turn a wider range of crude oil stock into well-performing petroleum lubricant basestocks.

TYPES OF SYNTHETIC BASESTOCKS

Synthetic basestocks are not all the same. There are few different chemical types that may be used as synthetic basestock fluids. There are only three that are seen commonly in automotive applications:

Polyalphaolefins (PAO's)
These are the most common synthetic basestocks used in the US and in Europe. In fact, many synthetics on the market use PAO basestocks exclusively. PAO's are also called synthesized hydrocarbons and contain absolutely no wax, metals, sulfur or phosphorous. Viscosity indexes for nearly all PAO's are around 150, and they have extremely low pour points (normally below –40 degrees F). Although PAO's are also very thermally stable, there are a couple of drawbacks to using PAO basestocks. One drawback to using PAO's is that they are not as oxidatively stable as other synthetics. But, when properly additized, oxidative stability can be achieved.

Diesters
These synthetic basestocks offer many of the same benefits of PAO's but are more varied in structure. Therefore, their performance characteristics vary more than PAO's do. Nevertheless, if chosen carefully, diesters generally provide better pour points than PAO's (about -60 to -80 degrees F) and are a little more oxidatively stable when properly additized.
Diesters also have very good inherent solvency characteristics which means that not only do they burn cleanly, they also clean out deposits left behind by other lubricants - even without the aid of detergency additives.
They do have one extra benefit though, they are surface-active (electrostatically attracted to metal surfaces), PAO’s are not “polar”, they are “inert”.

Polyolesters
Similar to diesters, but slightly more complex. Greater range of pour points and viscosity indexes than diesters, but some polyolester basestocks will outperform diesters with pour points as low as -90 degrees F and viscosity indexes as high as 160 (without VI additive improvers). They are also “polar”.

Other synthetic basestocks exist but are not nearly as widely used as those above - especially in automotive type applications. Most synthetics on the market will use a single PAO basestock combined with an adequate additive package to provide a medium quality synthetic lubricant. However, PAO basestocks are not all the same. Their final lubricating characteristics depend on the chemical reactions used to create them.

Premium quality synthetics will blend more than one "species" of PAO and/or will blend these PAO basestocks with a certain amount of diester or polyolester in order to create a basestock which combines all of the relative benefits of these different basestocks.

This requires a great deal of experience and expertise. As a result, such basestock blending is rare within the synthetic lubricants industry and only done by very experienced companies. In addition, although such blending creates extremely high quality synthetic oils, they don't come cheap. You get what you pay for! Or do you?

marco

 

marco u bin shaggin a scrabble champion or what i have never seen u use so many big words

 

pmsl i could just about spell some of those words

 

really i never reallised

do u get up a hour after u get to work to

hows it marco u doin ok

 

im ok mate my fingers are sore tho

 

lol i bet they are

 

Its called google.com and a copy and paste lol

 

hahaha

what else do you want to know about oil or lube

 

hi jay

a few reasons why you shouldn't use 10w 60w in a engine thats not designed for it

10w-60


Let's get one thing clear 10w-60 and recommend it where it is appropriate for the engine or the application but conversly I caution against it's misuse!

I have debated this many times on many car forums and I know there are some that do not agree with me however I have never had a reasonable technical explanation why 10w-60 is in fact suitable, it's certainly not mentioned in the handbooks of many modern highly tuned performance cars, with the exception of some Alfa Romeos for "spirited driving" whatever that is meant supposed mean.

Explaining this is diffucult so there may be questions but I'll try my best to explain it in plain English!

Lets look at what oil specs actually mean and particularly the higher number which is in fact the oils SAE number (the "w" number is in fact the cold crank viscosity and measured in a different way) The SAE number is measured by the oils viscosity at 100degC.

Your cars require according to the manufacturers specs, sae 30, 40 and in some cases sae 50.

To attain the relevent sae number the oil has to be at 100degC (no thinner than)

SAE 30 11cst approx
SAE 40 14cst approx
SAE 50 18cst approx

Centistokes (cst) is the measure of a fluid's resistance to flow (viscosity). It is calculated in terms of the time required for a standard quantity of fluid at a certain temperature to flow through a standard orifice. The higher the value, the more viscous the fluid.

As viscosity varies with temperature, the value is meaningless unless accompanied by the temperature at which it is measured. In the case of oils, viscosity is generally reported in centistokes (cst) and usually measured at 40degC and 100degC.

SAE 60 is in fact 24cst viscosity at 100degC!

This is 33% thicker than an sae 50, 70% thicker than an sae 40 and over 100% thicker than an sae 30!

So, what's the problem with this thickness?

Well, this is measured at 100degC and at lower temps (70-90degC) all oils are thicker than at 100degC so the problem is compounded to some extent.

The downsides of such a thick oil (when not specified) are as follows:

Additional friction, heat and wear.
A reduction of BHP at the wheels
Lower fuel consumption

The thicker the oil is the more friction and drag and the more power the engine needs to move it around the engine which inevitably translates to less at the wheels.

So, when do we spec a thicker oil?

Well, you will probably have seen us on occassions recommending a 10w-50 but only in these circumstances.

1. If the car is heavily modded and heat/oil temperatures are excessive.
2. If the car is used on track and heat/oil temperatures are excessive.
3. If it's required by the handbook.

Our criteria for this is based on oil temps as an sae 40 semi-synthetic can handle around 110degC for limited periods whereas a proper synthetic sae 40 can hande 120-130degC for prolonged periods due to its thermal stability.

Once you see more than say 120degC for prolonged periods an sae 50 is adviseable as it is 18cst at 100degC and still 11cst at 130degC! This is in fact the same as an sae 30 at 100degC.

More importantly at 90degC an sae 40 is 15cst, an sae 50 is 20cst and an sae 60 is 30cst!

In a worst case scenario with thick oils (when not required) is that you will experience air entrainment and cavitation inside the bearings at high RPM. Not clever stuff!

I know this is technical stuff but oil is a combination of science and engineering and few people know enough about it to make an informed choice. Just because your mates use it and have had no problems is not a good enough reason to use it, your engine would prefer and benefit from the correct oil.


phew !!!!!

 

Fuck me, the Opie Oils site is getting RAPED tonight

Good job he didnt disable right click like some sites do!

 

too right !!! i wasn't going to write all that , fook me

cut and paste dread

 

valvoline for me