Tech Notes - Engine Builder Magazine

Tech Notes

Engine Builders: Pennzoil® reengineered its Pennzoil Platinum™ full synthetic motor oil and introduced adaptive molecules that are designed to survive the searing heat, intense pressures and shearing forces of today’s precision-made engine parts. The unique adaptive molecules in Pennzoil Platinum™ are engineered to manage the constant mechanical stresses inside an engine. They constantly change shape and separate as needed to help preserve the proper viscosity under intense heat, high shear stress and extreme pressures. The adaptive molecules have been developed to protect against specific engine stresses:

Heat: When Pennzoil Platinum™ senses severe heat, the adaptive molecules are designed to split apart to resist searing heat that can lead to viscosity breakdown, while still providing excellent protection. When the intense heat is gone, the molecules reform.

Shear: Mechanical shearing in the engine can tear oil molecules apart, causing permanent viscosity loss. The tight clearances found in the valve trains and piston ring assemblies can stress oil molecules to the breaking point. The adaptive molecules in Pennzoil Platinum™ are engineered to split into smaller pieces to slip through high-shear areas like these to minimize permanent viscosity loss.

Pressure: Extreme pressures in the engine can breakdown the protective layer of oil between moving parts. Engine parts such as cam lobes and bearings push against each other with enough pressure to crush motor oil that gets caught between them. When Pennzoil Platinum™ is exposed to these extreme pressures, its adaptive molecules cluster together, creating a cushion or barrier to absorb the impact, like microscopic shock absorbers.

In addition to its adaptive molecules, Pennzoil Platinum™ contains a unique additive formulation. This formulation provides superior protection against engine wear and deposit formation compared to conventional and synthetic blend motor oil, helping to reduce piston ring-sticking and metal on metal contact in the engine.

Pennzoil Platinum™ with adaptive molecules is available in a variety of viscosity grades: 5W-20, 5W-30, 5W-30 Euro and 10W-30. Pennzoil Platinum™ without adaptive molecule technology is available in the following viscosity grades: 5W-50, 15W-50, 5W-40 Euro and 0W-20.

Pennzoil Platinum™ meets demanding motor oil specifications such as (specifications met vary by viscosity grade; see product label for details): ILSAC GF-4, API SM, ACEA A1-02 and B1-02, ACEA A5-02, and B5-02, GM 4718M and GM 6094M, Honda HTO-06, DaimlerChrysler MS 6395L and MS 6395M, Ford WSS-M2C929-A and WSS-M2C930-A.

– Courtesy of Pennzoil

Engine Builders: Some 1998-2003 E-Series, 1999-2003 Super Duty, 2000-2003

Excursion, and 2000-2003 F650/750 vehicles equipped with a 7.3L diesel engine may exhibit an oil leak at the high pressure oil pump outlet fittings and/or end plug. The AERA Technical Committee offers the following information regarding these VIN F diesel engines.

This type of leak may appear to be a rear main crankshaft seal, oil pan gasket, or other engine oil leak due to the drain hole machined in the crankcase valley which allows any oil in the valley to run down the back of the engine. (see Figure 1).

High pressure oil pump leaks at the outlet fittings and/or end plug can be serviced without removing the pump assembly. Replace the 0-rings on the fillings and the end plug using kit 2C3Z-9G804-AA. All three 0-rings should be replaced. Apply liquid thread sealer (included in the kit) prior to reinstallation.

Note: Do not remove the bottom plug, it is sealed in a different manner.

Engine Builders: The AERA Technical Committee offers the following information regarding sudden loss of oil pressure on 1997-2005 Chrysler 2.7L VIN R, U & V engines. This loss of engine oil pressure has usually occurred shortly after replacement of the engine oil pump.

It has been reported that certain replacement oil pumps on the above mentioned engine use an expansion plug to secure the oil pressure relief valve within the pump cover. If the plug dislodges, a loss of oil pressure will result as oil will route back into the oil pan.
The original design pump incorporates a screw-in plug to secure the pressure relief valve as shown in Figure 2. No reports have been received of that style plug coming loose during regular engine operation.

This oil pump also relies on correct crankshaft location when installing to prevent engine damage. Refer to Figure 3 and observe the location marks while the number one cylinder piston is 60° after top dead center (ATDC).

You May Also Like

LTR Engine Build

This Late Model Engines build is centered around Concept Performance’s new LTR block, which is the first aftermarket as-cast aluminum Gen V LT block. 

The Chevrolet LT engine family from General Motors is rooted in the early ‘70s, when the LT1 was featured in the Corvette and Camaro Z28. After a 20-year hiatus, GM reintroduced the platform in the early ‘90s. The “LT1 350” came out in 1991, and was distinct from the high-output Gen I LT1 of the 1970s. It displaced 5.7L (350 cu in), and was a two-valve per cylinder pushrod design. The LT1 used a reverse-flow cooling system, which cooled the cylinder heads first, maintaining lower combustion chamber temperatures and allowing the engine to run at a higher compression than its immediate predecessors.

LS Intake Manifolds

LS swaps are popular for many reasons, but there are a lot of variations and details to sort through – more of them than you may expect – and many of them are associated with the intake manifold.

LS Cylinder Heads

The LS engine is known for its cylinder heads, and there are tons of options available to upgrade the factory components.

Choosing the Correct Block for Your LS Engine Build

Whether you’re scouring junkyards, ordering cores, investigating factory options, looking at aftermarket cast iron or aluminum blocks, or spending big bucks on billet LS blocks, you’ve probably noticed it’s been harder to find exactly what you want for the foundation of your LS build than it historically has.

Open Loop/Closed Loop and Learning

Closed-loop control can be programmed to either add or subtract up to a certain percentage of fuel in order for the engine to reach the target air/fuel ratio.

Other Posts

Shop Solutions January 2023

Next time you have set of large journal small block Chevy connecting rods to resize, consider honing the big ends of them for a +.002” outside diameter bearing that the LS engines with fracture cap rods use.

Shop Solutions December 2022

Everyone misses occasionally, and this helps avoid dents and damage.

Jesel Certified Performance Rebuilds

Engine components are serious investments for any racer and maintaining that investment could be the difference between winning a championship and losing it.

Going the Extra Mile with Cylinder Head Porting

It’s not just the port work alone that creates spectacular cylinder head performance. The most critical areas of a cylinder head are those which pass the most air at the highest speed and for the longest duration. Your bowl area, the valve job, the throat diameter, and combustion chamber are all crucial parts.