Which brand/grade fluids do you use for your daily driver 911?

[Markus33]

Peter Z.,

To address ethanol issues, what do you think about using Sta-Bil Marine in combination with Chevron gas?

Thanks,
Markus
'80 SC Targa

[Forza]

Originally Posted by Peter Zimmermann

Kendall dino 75W/90 GL-5 NS-MP gear oil

Isn't the NS-MP a 80/90 weight oil, or are you talking about the one with LSD additive?

[mike f]

Oil filter: Mahle OC54
Oil: Shell Rotella T 15W40
Transmission: Swepco 201
Brake fluid: ATE
Brake Pads: Ferodo DS 2500
As far as gas, I use only 93 octane. Mobil, Exxon, Gulf, Sunoco, Hess. I NEVER use Citgo.

[Vincent Hill]

Originally Posted by Peter Zimmermann

In CA the only gasoline is Chevron. It's in a class by itself on top of the heap, nothing else comes close. I once "fixed" a customer's non-starting lawn mower by suggesting that he drain the Union 76 out of it and replace it with Chevron.

AMEN!! I should have said Chevron / Texaco since Chevron now owns Texaco and has the SAME Formula with the Techron. When I was taking the 1976 - 911 apart the first time the Intakes were crudded up and the Exhaust had deposits almost at large as the Port itself! I had to chuck up the valves and use a large course Round file to remove the deposits. (I know that some of this was Valve guides leaking) this was at about 175,000 miles! At 275,000 I removed the heads again and you could see the Swirl on top of the pistons where the fuel came in and you could see the Bare Aluminum in that area and the intakes were clean and the exhaust had no more than a little crust of Build up!

I rather run out of gas than use Shell and my fuel choices are Chevron, Texaco, Sunoco. After that anything except Shell or Exxon and maybe BP (Depending on how far I may have to walk

[Peter Zimmermann]

Originally Posted by Forza

Isn't the NS-MP a 80/90 weight oil, or are you talking about the one with LSD additive?

Aw, crap! I had just been talking to someone about synthetic gear oil, and I put that weight in my post instead of the correct NS-MP viscosity of 80W/90. Good catch!!!

[m110]

Swepco 306 15W40
Mahle OC 54 oil filter
Ate brake fluid (it is actually cheap if you look around)
Mobilube SHC Delvac 1 75W-90 Synthetic Gear Lubricant (G50)
Undecided on brake pads
Lubromoly Ventil Sauber and Jectron at every oil change
Seafoam through the intake every couple years with an Italian tune-up
Cheapest windshield washer fluid available
Chevron seems to work the best in finicky cars I've had but 76 is down the block and has been working fine in my '88 and it is top tier (don't know if that really means anything)

[Bill Verburg]

Originally Posted by Peter Zimmermann

Kendall GT-1 20W/50 non-synthetic engine oil

Kendal GT1 non synth 20w/50
Phosphorus, wt % 0.108 = 1080ppm
Zinc, wt % 0.119 = 1190ppm

compare to synth Mobil 1 15W-50 1200 1300

or to
Mobil 1 Racing 4T 10W-40 1600 1700

or to
Mobil 1 V-Twin 20W-50 1600 1700

or to
Mobil 1 Racing 0W-30 1750 1850 (0w-50 should be similar)

[jmh61]

Engine: Brad Penn 20W-50
Oil filter: Mahle OC 54
Transaxle: Swepco 201
Brake fluid: ATE Blue or Gold
Brake pads: Textar
Gasoline: Chevron 93

Car is a daily driver approx. 12,000 miles per year

[Kevin Saunders]

Thanks for the advice re Shell gas. I filled up for the first time last weekend with Shell (always run Chevron) and she stopped during a run in the city where she got a little hot and wouldn't start for half hour or so.
I am thinking vapour lock as she never did that before!

1977 911s
Currently in Edmonton Alberta

[brads911sc]

I wont run Synthetic.

I wouldnt run 30 or 40 weight oil in an air/oil cooled car in Texas where ambients are 95 degrees from Mid May until Mid October...

so your point is?

IMHO, GT1 and VR1 are both excellent oils and should be used with confidence...

Originally Posted by Bill Verburg

Kendal GT1 non synth 20w/50
Phosphorus, wt % 0.108 = 1080ppm
Zinc, wt % 0.119 = 1190ppm

compare to synth Mobil 1 15W-50 1200 1300

or to
Mobil 1 Racing 4T 10W-40 1600 1700

or to
Mobil 1 V-Twin 20W-50 1600 1700

or to
Mobil 1 Racing 0W-30 1750 1850 (0w-50 should be similar)

[Peter Zimmermann]

Originally Posted by Bill Verburg

Kendal GT1 non synth 20w/50
Phosphorus, wt % 0.108 = 1080ppm
Zinc, wt % 0.119 = 1190ppm

compare to synth Mobil 1 15W-50 1200 1300

or to
Mobil 1 Racing 4T 10W-40 1600 1700

or to
Mobil 1 V-Twin 20W-50 1600 1700

or to
Mobil 1 Racing 0W-30 1750 1850 (0w-50 should be similar)

From a very trusted engineer in the trenches...

"There are many theories and much conjecture about the relevant merit of the level of ZDDP in engine lubricants today. But it should not be just about ZDDP - it should be about the lubricant's additive "package". There is no doubt that when used at near minimum levels and when combined with complimentary additives (esters and etc) the wear rates are at least the same or better!

What is ZDDP (Zinc Diakyl Dithio-Phosphate)? It is primarily a boundary lubricant and being "multi skilled" it is an excellent anti oxidant (AO), Anti Wear (AW) and Extreme Pressure (EP) ingredient and a mild Friction Modifier (FM) too. So the residual "film" from its EP/AW role is now being duplicated by more advanced and in most cases ashless chemicals. Remember that "the film" actually reacts with metal surfaces forming a sacrificial shearing layer and imitating the metal to metal shear that would otherwise occur

Combining huge doses of any supplementary additive into a well blended lubricant will cause additive clash and even quite small doses may cause the same effect

The ZDDP component alone can contribute up to around 20% of the Sulphated Ash (SA) level in blended lubricants. The oil's SA level has a direct relationship to the level of piston and ring deposits - and bore wear!

So the level of ZDDP in a lubricant should not be judged as stand alone - the oil's overall AW, EP and FM performance is in the sum of its parts! This is why many semi-synthetic engine lubricants are now performing better than their fully synthetic brothers - the base stock, modern processing and new additive packages have produced excellent products!

Now, back to why the Euro engine Maker's lubricant specifications is so critical.
Firstly they want to protect their huge development costs and image and to maintain competitiveness under warranty. They are after Brand loyalty after reliability!
Secondly to set their quality criteria the engine Maker will take the ACEA's protocol as a baseline. They then conduct clinical laboratory tests on "known" engine types (they have thousands of UOAs, warranty data and etc) where wear rates are measured over say 1000hrs in nanometers (one millionth of a mm) per hour and perhaps using RadioActive Tracer Technology.
Thirdly, they conduct very comprehensive field trials too, sometimes over several years
Some field trials extend into purchaser's use and application in the "real world"
Lastly - as indicated the Thirdly above, the engine's Warranty history is carefully evaluated at unprecedented levels today. Thanks to the Japanese!!!!!

So with Porsche (and other Euro vehicle makers too), their Approved lubricants List is not a sales pitch but a very serious database of lubricants that can do the job!"



And then there's the viscosity thing recommended by Porsche.

[Vincent Hill]

Originally Posted by Kevin Saunders

Thanks for the advice re Shell gas. I filled up for the first time last weekend with Shell (always run Chevron) and she stopped during a run in the city where she got a little hot and wouldn't start for half hour or so.
I am thinking vapour lock as she never did that before!

1977 911s
Currently in Edmonton Alberta

I "KNOW" how hard it is to believe also considering Shell Sponsors some of the Porsche Racing in Europe! It took me a while to really believe it but after a few months in the summer and it NEVER happening again, I Had to believe it!! BTW, I learned this with the 1976 - 911s!

[Bill Verburg]

Originally Posted by Peter Zimmermann

From a very trusted engineer in the trenches...

"There are many theories and much conjecture about the relevant merit of the level of ZDDP in engine lubricants today. But it should not be just about ZDDP - it should be about the lubricant's additive "package". There is no doubt that when used at near minimum levels and when combined with complimentary additives (esters and etc) the wear rates are at least the same or better!

What is ZDDP (Zinc Diakyl Dithio-Phosphate)? It is primarily a boundary lubricant and being "multi skilled" it is an excellent anti oxidant (AO), Anti Wear (AW) and Extreme Pressure (EP) ingredient and a mild Friction Modifier (FM) too. So the residual "film" from its EP/AW role is now being duplicated by more advanced and in most cases ashless chemicals. Remember that "the film" actually reacts with metal surfaces forming a sacrificial shearing layer and imitating the metal to metal shear that would otherwise occur

Combining huge doses of any supplementary additive into a well blended lubricant will cause additive clash and even quite small doses may cause the same effect

The ZDDP component alone can contribute up to around 20% of the Sulphated Ash (SA) level in blended lubricants. The oil's SA level has a direct relationship to the level of piston and ring deposits - and bore wear!

So the level of ZDDP in a lubricant should not be judged as stand alone - the oil's overall AW, EP and FM performance is in the sum of its parts! This is why many semi-synthetic engine lubricants are now performing better than their fully synthetic brothers - the base stock, modern processing and new additive packages have produced excellent products!

Now, back to why the Euro engine Maker's lubricant specifications is so critical.
Firstly they want to protect their huge development costs and image and to maintain competitiveness under warranty. They are after Brand loyalty after reliability!
Secondly to set their quality criteria the engine Maker will take the ACEA's protocol as a baseline. They then conduct clinical laboratory tests on "known" engine types (they have thousands of UOAs, warranty data and etc) where wear rates are measured over say 1000hrs in nanometers (one millionth of a mm) per hour and perhaps using RadioActive Tracer Technology.
Thirdly, they conduct very comprehensive field trials too, sometimes over several years
Some field trials extend into purchaser's use and application in the "real world"
Lastly - as indicated the Thirdly above, the engine's Warranty history is carefully evaluated at unprecedented levels today. Thanks to the Japanese!!!!!

So with Porsche (and other Euro vehicle makers too), their Approved lubricants List is not a sales pitch but a very serious database of lubricants that can do the job!"



And then there's the viscosity thing recommended by Porsche.

I agree that it is not just about the ZDDP, but given the relative parity of 2 oils in other areas, i'll take mine w/ a little extra ZDDP

I will have to go back and look at other approved oils but the last one I looked at dated 1/05 only has 0w-40 oils on it.