Prepring For Button Turrible

This last weekend we did get a lot of good work done.  The most shocking discovery was the front end of the Z.  When August first tested it appear like the wheel bearing was shot.  However, a closer look showed that the King Bearing or upper ball joint is done on the left side.  There is also a lot of play in the upper mount and a new bushing is needed.  This likely the result of Curbs not being our friends.  In the end alignment is not possible, so the Z was pushed aside for the D.

On the D the process of coming back from complete suspension remove is painful.  Lugnut, got is so only fine tuning is need to complete the D.  After that Torch and I did many odds and ends.  So, in review with 18 days before we head to the track here is the punch list:

Work Checklist for 2016 Button Turrible
Electrical Systems			Status
		Items	300z		Type D	Comments
	1	Power disconnect switch	Done		Done	Test
	2	Dashboard / Gages
	3	Alternator light	Done
	4	Descuzzify wires			Done	Remove ABS Wiring
	5	Main power battery hookups	Done		Done
	6	Traqmate
	7	Battery charged
	8	Check charging system	Done
	9	Switch for the cooling seat				Inspect
	10	Start button	Done
	11	Cooling fan	Done
	12	Idiot light system
	13	Racer Connect System - Car				Camera Setup
	14	Racer Connect System - Pit				Phone setup – Laptop - Monitor
Engine and Drivetrain
		Items	300z		Type D	Comments
	1	Engine compress test	Done		Done	Z-  1-170, 2-160, 3-160, 4-160, 5-160, 6-159 D1-170,2-165, 3-165, 4-170
	2	Spark plug	Done		Done
	3	Replace oil filter
	4	Replace engine oil
	5	Check transmission oil			Done	Need 8 quarts for race
	6	Check differential oil			Done
	7	Check clutch fluid
	8	Inspect timing belt
	9	Inspect water and alt belt				Z-Replace
	10	Check air box	Done			D- Seal
	11	Check and add water to radiator	Done		Done
	12	Check and add water to overflow
	13	Inspect throttle cable	Done
	14	Oil cooler and lines inspection	Done
	15	Run engine to temperature
	16	Radiator
	17	Radiator screen	Done

Suspension and Brakes
		Items	300z		Type D	Comments
	1	Check strut and tighten
	2	Inspection ball joint	Done		Done	Z-Replace Upper Ball Joint
	3	Check wheel bearings	Done		Done
	4	Front and rear sway bar mount			Done
	5	Check rear and front bushing			Done	Z- Replace
	6	Check rotors	Done		Done
	7	Check brake pads	Done		Done
	8	Bleed brake lines
	9	Alignment				Working on that
	10	Tires and rims			Done	Mont new set of tires
	11	Check tire pressures				Z – 29 f 28 r D – 28 f/r
	12	Strut tower support			Done
	13	Springs and Perch Inspection	Done		Done
	14	Brake Bias	Done		Done	D – Acquire and add
	15	Brake Cooling	Done
Safety Systems
		Items	300z		Type D	Comments
	1	Check fire extinguisher	Done		Done
	2	Fire suppression system	Done			Install
	3	Check seat	Done		Done
	4	Check back rest			Done
	5	Check seat harness	Done		Done
	6	Check mirrors	Done		Done
	7	Roll bar pad	Done		Done
	8	Check tow hitch				Make sure they are labeled
	9	Cover remaining glass	Done		Done
	10	Secure roll cage	Done		Done
	11	Arm restraints / driver net			Done
	12	Fire wall inspection	Done		Done
	13	Battery disconnect outside
	14	Main battery secured
	15	Rear fire wall	Done		Done
	16	Windshield	Done		Done
	17	Fuel system and vent line	Done		Done
Chassis
		Items	300z		Type D	Comments
	1	Wipers				Most likely not needed.
	2	Front skirt
	3	Rear diffuser
	4	Rear spoiler	Done
	5	Door Latch Inspection
	6	Door Panel Repair
	7	Fender repair	Done		Done
	8	Front and rear bumpers	Done		Done
	9	Jack points	Done		Done

Pit and Logistics Systems
		Items	300z		Type D	Comments
	1	Hotel room confirmation and number of rooms confirmed	Done		Done	6 Room at Roadway Inn
	2	Reserve tow truck				Z - Daws Hammer D - Pansy II- Sparky
	3	Reserve trailer			Done	Z Travel’yn Toys D- U-Haul
	4	RV rental	Done		Done	RV pending rental
	5	Menu
	6	Residual value memo to Marilee
	7	Check radio harness
	8	Ear buds for radio
	9	Radio				7 Radios
	10	Drivers Schedule
	11	7x5-gallon carboy	Done		Done
	12	Fuel storage	Done		Done	6x5 gallon
	13	Pump
	14	Inspect Pit Fire Extinguisher
	15	Spare parts
	16	Pack for the track
	17	Test drive
	18	Binder
	19	Install seat cooler and test
Décor
		Items				Comments
	1	Car number				Need 12 x 11x17 label
	2	Team logo				Review
	3	VLE logo				Inspect
	4	Paint				Touch Up
	5	Team Logo for Padlock				Print

Oil Analytical Testing (For the D)

For the longest time, I have wondered about the oil we use.  When we first started this adventure, I talked to some friends who were developing a biological sourced oil.  The mantra of those engineers was the base oil is not the issue, true wear protection is in the additives.  This brings me back to the very beginning of us Lemons racing.  At that time I had clients in both the biofuels and bio-oils.  The initial utopian thought was to offer us running cars as a test bed for their products, and we would get sponsors.  That never happened.  However, what we are left with is a green theme, that mutated to Z-lime, and I have completed digression from my oil tale.

Back to oils,  I have always had lingering questions about the oil we use.  After several gyrations we have gravitated to quantity over quality, and a current practice is to exchange the oil after every major session.  This translates into going through 24 quarts of oil over a typical weekend.  After repeatedly acquiring that much oil, I start to wonder is this a wise practice.  Well, after this last Thunderhill race we collected an oil sample from both of the cars and sent it for testing.  I did receive the results for the D and will update with we get the Z numbers.

So for the D here is the report:

Reviewing this report the wear metal, contaminant metals, and multi-source metals are not remarkable.  That is a good thing and means we are not seeing excessive engine wear that is being put into the oil.

When we look further to the right on the report's first table, it is good to see some elevated levels.  Many of the last 6 metals, are placed into the oil for increased wear protection and dispersant properties.  The types and amount of these metals are what those oil engineers were talking about and are truly what separate the various types of conventional oils.  The two primary wear protective actors are the phosphorus and zinc.  The phosphorus coats the metal providing a protective layer for those areas where there is metal to metal contact.  The zinc coats and also provide mechanical lubrication for the metal contact points (think graphite).  As for the appropriate level the literature is a bit unclear as a result of large variation in engine designs.  What is known is no added benefits are seen in any application with phosphorus and zinc levels above 3,000 ppm.

To review where we are, I have developed the table below comparing various oil products.  The baseline of the oil we lasted used was Castrol 20w-50 (at $15 for 5 quart).  To augment the zinc and phosphorus levels, we have been adding about 3 oz of Rislone ZDDP at every exchange.  To compare this I found two competitive oils, Valvoline race oil and Pennzoil GT competition oil (for NASCAR) and we can compare them below.

Additive metal concentrations

Metal	Castrol 20w-50 oil (in ppm)	Valvoline Race 20w-50 (in ppm)	Pennzoil GT Competition 20W-50 (in ppm)	Castrol      20w-50 with   3 oz additives      (in ppm)
Molybdenum	0	1	114	75
Magnesium	0	867	7	25
Calcium	167	2,815	2,932	2,153
Phosphorus	830	1,105	2,351	1,262
Zinc	760	1,200	2,342	1,443

Reviewing these results, it looks clear that even after the 6 hours of running we still have a good amount of the additives available, so we are doing well so far.

Then when we look further into the report, we have the contaminants and fluid properties.  The obvious issue is the amount of fuel in the oil.  For anyone who goes under the car this is not a complete surprise.  What is fun is to see the actual level and then read the technician response on why the fuel is there, "may be caused by component faults related to injectors, ignition/timing, or excessive blow-by.  Additional causes include heavy throttle application...."  Guilty.

What I find interesting, is that even with the large amount of fuel in the oil we still have a decent amount viscosity.  The Castrol we run is spec at 18.1 cSt, so yes degraded, but is at the level of what a 10-30 weight oil.  The other nice item is the Oxidation of 4 abs/cm.  This tells us the oil is still oil. So, even running the Castrol it has not broken down to a liquid sludge.

In a nut shut we still have oil after a 6 hour run.  The report tells us we are not seeing excessive component wear, and the additives are at a good level.  Then, with the amount of fuel, our practice of exchanging the oil out at every major run seems to be valid.  So, all is well.

 I look forward to seeing what the Z tells us.