New cam, comes with zinc (ZDDP) requirements?

While they ARE backward compatible, they are backward compatible for STOCK engines. Once you start upping the lift and spring rates that lack of ZDDP really starts to rear its ugly head.

A few years ago I pulled apart a "new" GM crate engine with about 20 miles on it that had a flat cam lobe.  The last lobe on the SBC (final exhaust lobe) was destroyed.  I had read all about ZDPP and hydraulic cams recently too.  Interesting see it firsthand. 

I would definitely use a high zinc and phosphorous oil for break in of any slider cam after seeing that.  Roller cams don't need it from my research.  It's cheap insurance the way I see it.  And besides it won't hurt the environment.  China built about 90 coal fired power plants last year.  Using zinc and phosphorous for the first oil change or two will never put a dent in that. 

bobzilla said:

OK, I have a few quick minutes here. ZDDP is an EP additive that was used for eons to help with flat tappet camshaft designs handle the extra load and stress. WAAAAAY back when it wasn't uncommon to see 1500-2000ppm of Zinc and Phos in a gasoline engine oil. The downside is long term zinc can be bad for certain catalyst materials if its burning. When they started dialing back the ZDDP to the point that most gas engine oils are around 4-600ppm of them. It's still there, just in smaller amounts. How much your cam needs for long term is something I'd check with the cam manufacturer and revert to the oil spec for that engine. Use whatever spec fluid it was designed for as a rough estimate on what you need long term.

CJ4 diesel engine oil is what a lot of old school people turned to. Many of them still used 1000-1200ppm of Z and Ph along with added amounts of boron and magnesium in some witches brew to do the same thing. The downside is you were limited on viscosities (mostly a 40 blend of some form) and they came in gallon jugs. But, the general rule of thumb for lubrication is you do not have the suggested viscosity you will be better off going to the next thicker for protection. A 30 (5w30, 10w30) runs in the 9-11cSt. 40 are around 11.5-15. 

Now, for break in I'd recommend a high ZDDP. Long term is something I'd default to the cam and engine manfacturer. 

Now.... the new CK4 is a lot like the older Gas engine oils in the 5-700 range and the FA4 has none. Or next to none. Instead, they're using a different EP additive commonly seen in gear lubes that has a crap ton of Potassium and Boron..... and that looks like a coolant leak when it's misidentffied

 

I'm pretty sure CK4 Rotella T6 is still 1100+ ZDDP, pretty sure that's why they also came out with gas rated Rotella stuff. Think it's also why they dropped the SN rating off diesel Rotella. 

In reply to fatallightning :

Sadly it is not. Now what makes it worse is Shell reuses the same naming structure so there is still older CJ4 Rotella T1-6 out there on shelves and market. 

EDIT: unless you're referring to the combined zinc/phos being above 1100 then youd be correct. Older fluid combined were 2000+

EDIT DOS: The T6 may still have higher amounts. I wish I still had the access to this stuff I once had.

Still totally unnecessary in that application

Mr. Peabody said:

Still totally unnecessary in that application

Coger ropy.

I'll use it for the break in, but will go back to Mobile 1 afterward.  Worst case, i round it flat and go back to the stock grind.