Performance leader adds new 15W50 lubricant designed specifically for use by professional engine builders during break-in of new and rebuilt engines With the current government regulations, today’s oils are missing many of the critical ingredients needed for engine protection. Engine builders and performance hobbyists are being forced to add extra protection additives in order to maintain engine safety and performance – but not anymore.
Engineers at COMP Cams® and Endure Performance Lubricants™ have expanded their line of automotive lubricants to include 15W50, as well as the original 10W30, weight oils. Both popular weights are ZDDP-fortified to provide maximum protection during initial break-in. Heavily tested and proven by the COMP Cams® R&D team, these advanced lubricants deliver maximum engine life. They do so by improving the surface mating of valve train components (especially flat tappets), rotating assembly, rod journals, piston rings, valve guides and other vital areas of the engine. The proprietary formulas of both the 15W50 and 10W30 oils include optimum amounts of critical additives ZDDP (Zinc & Phosphorus), Molybdenum, detergents and high grade base oil.
The mineral-based COMP Cams® Engine Break-In Oils are fully-formulated and require no additives or supplements. In addition, both popular weights are fully compatible with gasoline, methanol and high octane racing fuels.
We have added the entire line of PAC Beehive Springs to the site. PAC is a division of Peterson Spring , which has been manufacturing valve springs since 1914 Right here in the United States. Their quality is second to none, and we have great prices on them. Check out the beehive springs here. We have used many of these beehive springs on flat tappet and hydraulic roller engine combinations with great success.
Due to our increased volume with our Brad Penn distributor, we are able to offer additional discounts on the famous “green oil”. We have had great success with all of their oils, but the break in oil is top notch. We highly recommend it for all flat tappet cam engines, and it’s non detergent formula helps quickly seat the rings on roller cam engines as well. Check out our Brad Penn products.
Diamond Pistons has introduced an ambitious new formula—a notable step forward in piston performance—the Diamond double-coat.
By combining hard-coat anodizing with a moly-skirt coating, Diamond’s double-coat pistons will benefit all engines but is particularly useful in power-adder applications.
Features:
• Provides a thermal barrier and increases both corrosion-resistance and wear-resistance
• Deters piston rings from micro welding themselves to the ring grooves and it creates an excellent adhesion surface
• Resists high cylinder temperatures and pressures and frees-up a little more power; baked-on molybdenum dry-film lubricant skirt coating adds an anti-friction anti-scuffing surface
• Increases machined clearances of about .002-inch on the piston diameter and also on the width and depth of the ring grooves to compensate for the additional build-up from the anodizing process
• Includes submerging in a detergent-acid bath, followed by two rinses before the anodizing process and three rinses after
• Adds five light coats of the moly dry-film lubricant and baked in an oven for an hour.
Diamond, who has been developing and testing their double-coat procedures for over two years, conducts all their coating processes inhouse.
The turn-around time for the Diamond double-coat process is about two days and the cost is $50 per piston. Single coatings, either anodizing or moly-skirt, are still available.
Most everyone would like to have a new roller cam for their engines, but let’s face it, we don’t all have that kind of cash. A hydraulic or mechanical flat tappet is still a good alternative and can give years of trouble free service. By now, most guys in the hobby have heard of the reduced zinc content in most motor oil. This isn’t really that big of a deal. There are several additives out there that work well, and quite a few oils developed for older cars with more zinc in them. Let’s talk about a couple of keys to success in getting your camshaft broken in and happy.
It is critical for the lifters to spin freely in their bores. I ship lifters in a box with individual sleeves on them to avoid any nicks during shipment, as do most of the good suppliers . The key to successful cam break in is all in the prep work. Before I wash a block for final assembly, I use an old lifter to make sure it moves freely in all of the bores. (Both up and down as well as rotation) I also scrub them liberally with a brush during cleaning. Make sure that you have enough clearance when assembling the heads both retainer to guide as well as coil bind on the spring. This is important. A bind anywhere in the valvetrain is certain to cause trouble. Also make sure to check piston to valve clearance. It is smart to remove inner springs on mechanical cams. Lots of people don’t, but its an easy thing to do to insure the long life of your cam.
Inspect the lifters to make sure they don’t have any nicks or surface imperfections. Apply lube liberally to the cam lobes and the bottoms of the lifters only. I like to use either Gibbs assembly grease or ARP moly paste. Use oil on the sides of the lifters and journals of the cam. I use Brad Penn break-in oil on all of my engines. Joe Gibbs has a similar product as does Comp Cams now. When starting the engine the first time, you want a quick, clean start up. Bring the engine up to 2000-2500 RPM immediately and vary it in that range for 20 minutes. If it gets hot, shut it down. Just don’t let it go back to idle. It is wise to use a carburator that you know works well. I am a big fan of changing the oil right away to get rid of any contaminants and assembly lubes that may be floating around in the engine. After that, change your oil regularly with a good, high zinc content oil like the Brad Penn, or a good quality oil with an additive.
Wiping a cam has very little to do with the profile itself. Just like a good paint job, it’s all in the details during the prep work.
We have two products on sale this weekend, starting Friday 3/19/2010:
1) Brad Penn oil. By using the coupon code “bpoil” recieve an extra 5$ off per case. Now is the time to stock up on oil for the season! This offer only applies to full case quantities, and must be purchased online Coupon will be valid starting at 12:01 AM on Friday, and ends Sunday at 11:59PM. Brad Penn Products
2) Rollmaster Timing Sets: Use the coupon “rollmaster” and recieve an additional $10 off on the best timing sets available. Coupon will be valid from 12:01 AM on Friday, through 11:59 PM on Sunday. Online orders only. Rollmaster
Thinking about stepping up the connecting rods in your engine this year? If so, this weekend is a great opportunity to do so! Just place your online order, and enter “oliver’ in the coupon code and recieve an additional $34 off our already low prices on Oliver Billet Rods. Available online only. Offer valid only on Oliver Billet Connecting Rods. Click here to see our Oliver Rods.
If you race it…
we build a rod for it.
Oliver American made billet rods made from E4340AQ designed by engineers, racers and engine builders using the latest design tools and manufacturing technology to create a new benchmark in quality, availability and service.
Oliver rods are available in the proper offset to fit most commonly used applications and are widely used in NASCAR, Nextel Cup, Busch Grand National cars and Craftsman Trucks. NHRA and IHRA drag racing, World of Outlaws sprint cars and late models, pavement late models and super modifieds. Oliver rods are also used in truck and tractor pulling, offshore powerboat racing, drag boats and world speed record vehicles, Including our World Record holding land speed Mod Motor in Steve Benyo’s 2003 Cobra.
Some families have issues with sibling rivalry. Not Brian and Ed Sobczyk. They work as more of a team. It probably comes from years of working together at the family business, (TJ and Sons in Madison Heights, MI) where they work on daily drivers for local customers as well as lots of local hot rods.
Ed’s Pontiac combo is very similar to Brian’s Buick (featured below)
Custom Scott Brown (Competition Components) Flat tappet Camshaft 256 @ .050, .600 lift
Scorpion Rocker Arms
Edelbrock Victor intake
Quick Fuel 4150
Custom PTC torque converter
4.10 Gears
Full 3″ exhaust
Ed’s car is regularly street driven and raced at Milan fairly often. When this combo was originally put together, it had an Edelbrock Performer RPM intake, and ran a best of 11.14. The photos in this post are old, from the first day at the track with that combo. Upcoming changes include a dominator carb. The car weighs in at 3700+ lbs, and currently runs in the 10’80′s
COMP Cams® 15W50 Engine Break-In Oil
