That's why I did it. But then I got thinking about how much it's gotta hear up once compressed. Plus turning it on and off coasting through the pits to keep the temps down became annoying, so I quit
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Oil System
- Thread starter ikeG
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That's why I did it. But then I got thinking about how much it's gotta hear up once compressed. Plus turning it on and off coasting through the pits to keep the temps down became annoying, so I quit
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Check out this study on Density vs. Temp vs. Pressure
and this is the Cummins study I've linked before.
http://www.sbmar.com/Maintenance/PDF/Cummins-Fuel_ServiceBulletin_Nov-07.pdf
Sorry for the derail into fuels, but in my opinion, the same basic tenants apply to oil quality in performance applications too.
and this is the Cummins study I've linked before.
http://www.sbmar.com/Maintenance/PDF/Cummins-Fuel_ServiceBulletin_Nov-07.pdf
Sorry for the derail into fuels, but in my opinion, the same basic tenants apply to oil quality in performance applications too.
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Depends on the oil. Temp isn't the only killer of oil quality, but it is usually the biggest.
Avg. Is between 270 and 285 degree F with conventional oils being lower than synthetics in general.
When looking at the reliability and value of an oil, look closely at the NOACK Volatility test results.
Avg. Is between 270 and 285 degree F with conventional oils being lower than synthetics in general.
When looking at the reliability and value of an oil, look closely at the NOACK Volatility test results.
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That would depend on the mfg oil and syn, syn blend, or dino oil. It's also info I have a hard time trying to find myself
This was with thermocouples right at the cp3 inlets and Right before cylinder head inlet on unit injector(13.5 Deere). 40-50* on inlet was nearly double that on return, exponentially as temp goes up! I've seen high pressure Fuel rails turned purple/blue/gold from extreme pressure and temperatures! It was pretty cool being paid to push stuff to the breaking point, and seeing what failed first!
Unit injection was affected greater by temp than common rail, due to high pressure and most likely, but I'm pretty sure they never wanted to spend the $$ to get a thermocouple capable of 250+ bar, lol.
The study I attached above briefly explains why common rail system performance is affected less, because of time. The fuel spends less time in a volatile state.
So what viscosity oil would be better in this app. Extreme temp swings, changed often. A synthetic, and thick viscosity?
we run Scheaffers 20w50 Full Synthetic Racing Oil in all of our high perf trucks and pullers
Cant go wrong wih the Scheafers, we run their non syn moly bond oil here though we ran the syn for a bit last year but the hot viscosity test after 5 pulls the syn was a point or more lower, I know that that's not the whole story with oil but it has a lot to do with pressure when hot IMO!
http://www.schaefferoil.com/moly-bond-x200.html
15/40 7000 supreme (semi syn) oil showed @ 212* visc @14.2 after 7 pulls
14/40 moly bond(non syn) oil showed @ 212* visc @ 15.3 after 7 pulls
Just sharing info from my oil test
15/40 7000 supreme (semi syn) oil showed @ 212* visc @14.2 after 7 pulls
14/40 moly bond(non syn) oil showed @ 212* visc @ 15.3 after 7 pulls
Just sharing info from my oil test