When you’re selecting the right lubricant for your motorsport application, your top priorities will be to minimise failures and maximise the time between rebuilds. While the top order competitors have significant budgets for engine development and event support, the mid-order drivers are still racing each other, so although the budgets may be lower it’s still highly competitive throughout. So finishing is critical whatever your level. Of course, motorsport is about finding the racer’s edge – how should you find out what works? - Word of mouth is always a good starting point - ask around!
- Ask your engine builder for recommendations
It’s a big step to choose a different lubricant –so you need to be sure you’re changing to something that will deliver a better balance of performance parameters. If you’re serious about what’s going on inside your powertrain (engine and transmission), consider a programme of oil sampling. Do bear in mind that oil sampling MUST be carried out rigorously, for example by taking a sample for analysis at the end of every meeting or event. The sample can then be mailed to an independent oil analysis laboratory. Oils for transmissions have to operate in an incredibly demanding environment that combines severe shock loads and a wide range of thermal environments. In categories using complex 4WD systems, friction and viscous losses can be significant and must be minimised. Yet it’s important as noted earlier to err on the side of reliability – no prizes for being faster but not making the finish line. Yet for those willing to push the limits, the out-and-out winners will always seek greater performance. But their adventurousness, for example if considering lower viscosity oils in the search for reduced losses, will be tempered with rigorous testing. Other areas they may consider include reducing aerodynamic drag by cutting oil cooler or water radiator area – but test and analyse the data thoroughly. Top teams are not tempted to blend their own oils or use additives, and neither should the club racers, despite what the paddock experts might suggest. Additive chemistry is a highly developed science; the best solution is to stick with a reputable oil and follow guidance on operating environments and service intervals. The additives, for example the anti-wear compounds, are so durable that their working lives will span the recommended service intervals – but don’t be encouraged to extend the service interval as it’ll be a false economy. You’ll spend far more on event consumables such as fuel, tyres and accommodation than the cost of an oil change, but stretch the service interval, and you could be facing a big bill for an engine or transmission rebuild. Just remember, if you’re serious about your motorsport then do use fuels and lubricants developed for your motorsport application - and that applies equally to the increasingly popular world of track days. Oils sold for passenger cars are developed primarily for road use; racetracks and other competitive environments put quite different demands on lubricants. Finally, if people ask you about your green credentials, make sure you’re using the optimum oil that will maximise your efficiency – and dispose of used oil responsibly. Mark Wakem
Motorsport Oil Technology specialist
Shell Global Solutions (UK)
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