ENGINE OIL LUBRICANTS
VP Lubricants VP Racing Oils are for racing use only, engineered specifically for racing or high performance, closed course applications and incompatible with catalytic converters found in most street cars. With an exclu- sive additive package including Zinc, Moly & Phosphorous, their fully synthetic low-friction formula increases power and lowers operating temperatures, offering excellent cold-flow at start-up for superior cold start protection, maximum power & engine protection, ultimate anti-wear and shear stability, and low-foaming at high-rpms; ultra-low foaming under extreme applications. Part No. Description Container API Service Rating Break-In Oil VPF2415 10W-40 Break-In Oil 1 Qt. — VPF2417 10W-40 Break-In Oil 12-1 Qt. — Competition/Race Synthetic-Blend Oil VPF2715 0W-20 Pro Grade Racing 1 Qt. — VPF2717 0W-20 Pro Grade Racing 12-1 Qt. — VPF2725 5W-30 Pro Grade Racing 1 Qt. — VPF2727 5W-30 Pro Grade Racing 12-1 Qt. — VPF2745 10W-40 Pro Grade Racing 1 Qt. — VPF2747 10W-40 Pro Grade Racing 12-1 Qt. — VPF2755 15W-50 Pro Grade Racing 1 Qt. — VPF2757 15W-50 Pro Grade Racing 12-1 Qt. — High Performance Street Oil High Level Zinc VPF2955 10W-30 HI-Performance Racing 1 Qt. SN VPF2957 10W-30 HI-Performance Racing 12-1 Qt. SN VPF2965 10W-40 HI-Performance Racing 1 Qt. SN VPF2967 10W-40 HI-Performance Racing 12-1 Qt. SN VPF2975 20W-50 HI-Performance Racing 1 Qt. SN VPF2977 20W-50 HI-Performance Racing 12-1 Qt. SN It’s widely known by performance enthusiasts that the vast majority of engine wear occurs during “dry starts”, a condition that takes place virtually every time the engine is started, unless it has been recently run or properly pre-lubed. Although internal engine components may not be truly dry of lubricant at the time, less than ideal conditions are present, which cause unnecessary wear that could otherwise be prevented. A car that is started regularly, such as the daily driver, is not as susceptible to “dry starts” as a race or performance car, which may sit idle for days or even weeks at a time. This is due to the fact that once an engine is shut down, the laws of gravity take over, causing oil to slowly run off of engine components, enter the oil return holes and travel back down into the oil pan. In no particular order, the rocker arms, pushrods, valve stem tips, valve springs, lifters, camshaft and bearings become exposed due to a lack of lubrication. This is also behind the reasoning that an engine should always be started and run for a short period of time prior to performing an oil change, regardless whether it’s a daily driver, street performance or race car. Some racers try to alleviate “dry starts” by actuating the starter button and spinning the motor over until oil pressure comes up prior to flipping the ignition switch, however, once the starter is activated and the engine begins to crank over, close examination of the oil pressure gauge will verify that it takes a second or two before the oil pump draws oil from the pan and begins pumping it through the engine. Although very brief, the fact remains that the engine is spinning over with no pressurized oil going to critical engine components. The proper method of starting a race engine that has been idle for a period of time is by pre-lubing it prior to starting. There are several methods to pre-lube an engine, some of which are more time-consuming than others. The most common method involves removing the distributor, attaching an electric drill motor to the oil pump drive and running the drill (in the same direction as distributor rotation) until oil pressure comes up, however, few enthusiasts are inclined to go through that much trouble just to pre-lube an engine. If the engine is fit with a dry sump oil pump, the drive belt may be removed and the oil pump pulley spun to pre- lube the engine. The recent introduction of the Remote Filter Mount With Primer Pump by Peterson Fluid Systems has greatly simplified pre-lubing. The innovative, lightweight aluminum bodied mount functions not only as a remote oil filter, but also as a pre-lubing pump. The design eliminates the need to remove the distributor or perform time-consuming, temporary fluid connections to the vehicle’s oiling system. The built-in oil pump primer features the same R4 roots rotor design as the company’s dry sump pumps and includes a 7/16” hex that may be driven by an electric drill. Capable of delivering a minimum of 20 PSI of oil pressure in under 10 seconds, the pump has the ability to build sufficient pressure to lubricate all critical engine components prior to the engine being started. According to Pat Haberkorn of Peterson, the company developed the primer pump after requests from engine builders for a product that would eliminate the issues associated with “dry starts” and help racers keep their motors together longer. Haberkorn states that although the product was initially developed for the dirt late model market, it has become one of Peterson’s best-selling products and is widely popular in a variety of other venues as well. Offered in a variety of port configurations with 1-1/2” (Large), 3/4” (Ford) or 13/16” (Chevy) oil filter threads, the unit should be mounted so that it offers easy access when priming. Regardless of the method, pre-lubing an engine that has sat idle for days or even weeks prior to starting is certain to prevent “dry starts” and premature engine wear. It’s just one more step in ensuring that your engine will provide a long, reliable life. Due to the extensive API listings on oils and ever changing ratings the following listings that we have listed are for ref- erence only, race only oils carry no API listings , while some of the street and diesel oils carry very extensive listings, The API listings are for reference only please consult oil manufacture API listings. Many of the race oils carry a higher level of one of 3 different zinc additives, please consult manufactures recommendation for roller and flat tappet cam applications. TECH TIP Dry Starts: Among Your Engine’s Worst Enemies
2018 ENGINE BUILDER CATALOG
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