Ok, let’s see them. With how hard I track my car I figured that I should start keeping track of what’s going on with my oil. Really should have started before the 44O kit was installed, as I was seeing 280F+ temps back then, but the first report saw some high temps as well.
Switched to Rotella T6 dosed with one can of MOS2 for the last report. First two are M1. I think I’m missing one sample inbetween (I know this is the second change with Rotella, probably last Oct and I mislabeled the prior mileages). Each sample has 4-8 track days on it, and although I thought I should probably change more frequently, the analysis shows otherwise. The lead numbers caught these guys a bit off guard and worried me a bit, however the car sees race gas almost exclusively so after a conversation with one of their analysts it’s been chalked up as lead contamination. If it were bearings I would likely see an increase in copper as well, and that number is fine. Here’s what they had to say about that:

“Thanks for the email.
All things considered, I am inclined to say the extra lead from your engine is mostly fuel blow-by. That's most often the case when we find high lead like this and everything else is in good shape. You're right that excess lead from bearing wear usually comes with excess copper as well (copper is the second layer in a traditional tri-metal bearing), and copper has been low in your reports.
There's no set level of lead that we would expect from fuel blow-by in this situation. Lead in fuel purchased at the track is often residual from a holding tank or transfer equipment that previously held leaded race fuel. How much of that lead ends up in the oil depends on things like how much is in the gas to start and how long the lead-containing fuel is in service for. If you were to test the fuel, there might only be a couple ppm lead, but it ends up reading higher in the used oil from accumulation over time. Lead from the fuel is not harmful or a problem, but it will mask any lead from the bearings. To put it in perspective, aircraft engines running exclusively 100 LL fuel show lead in the thousands of ppm after a typical service interval, so the amount of lead from blow-by in your samples is relatively low compared to an engine running leaded fuel.
You could try running a full oil change interval using only fuel from a gas station to see if lead comes down, but I understand that may not be practical given the use the car sees.
I hope this offers some additional insight for you. If you have any further questions feel free to send me an email.”

Thanks. It seems the level of lead could easily be attributed to contamination, but I’ll keep an eye on things anyway. Car is running great so I’m not worried. I think frequent oil changes are key.


Whatever 100 octane unleaded these tracks have at their pump (WGI, NJMP, VIR, etc). Could be contamination from the tanker, or the underground tank. I go through between 20-30gal per day, which adds up to between 60-90gal per event (each session typically uses ~5gal). Yes, 5gal cans of VP109 or Sunoco GT250 would be ideal (and that’s what I do at the dragstrip), however I simply can’t carry that many cans of gas with me. 18 cans of race gas stuffed in my car on a 400mi drive to the track sounds like a bad idea. It’s the same reason I’m not on E85, where you’d have to multiply that by 2.

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I know they come in pdf, but if you want to contribute here you’d make it a lot easier on everyone by just taking a screenshot and posting that....

New UOA - 2500mi and 9 trackdays on oil

Yeah thanks. The copper has been pretty steady, and the levels aren’t any higher than Derek (SICK AF) above on his relatively babied and higher mileage car. Lead lowered with the longer mileage interval this time, and many more track days on the oil vs usual, so I think they’re pretty confident calling it gas contamination. If copper goes up into double digits, then I may have a problem. I’ve seen a few S54 UOAs over on BITOG, and they seem to register in the high double digits in Pb and Cu when the issues start to arise, with 6/1 being considered “normal”. Acceptable limits are 40-100ppm for Pb and 10-50ppm for Cu so I think I’m ok.

The Aluminum is surprising, but it seems that unless it gets closer to the acceptable limit of 30ppm then nothing to worry about. Will keep monitoring but the motor is running strong as ever so I’m not worried.

Whatever

How about you stop clogging a thread you had zero involvement or interest in other than starting shït with me?

You don’t see me stalking your posts and responding just to instigate something.

If you crave all this attention from me so much, be a man and just send me a PM and we will meet anytime. I really would look forward to that.

For now though just knock it off. You’re embarrassing yourself and irritating everyone.