Fresh Oil is the Best Oil?
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Engine Oil in Motorsport: Why We Don’t Cut Corners at SEB’S GARAGE
You’ve heard it a thousand times: “Change your oil often.” But in motorsport, it’s not just a suggestion—it’s a rule of survival. At SEB’S GARAGE, we treat engine oil as a critical performance component, not just a maintenance item.
After countless discussions with race engineers, oil chemists, and our own real-world experience, we’ve landed on a very specific approach: frequent oil changes using high-zinc, high-SAPS (sulfated ash, phosphorus, sulfur) oils. Let’s break down why we made this choice—and why it matters.
Why Frequent Oil Changes Are Non-Negotiable
High Temperatures = Rapid Degradation. Race engines run hot—very hot. Even with high-quality oil, repeated heat cycles degrade viscosity, shear stability, and additive performance far faster than in road cars. A study published in Tribology International (2021) showed that oil viscosity in high-load engines can drop by over 25% within just 2 hours of continuous racing at full load.
Fuel Dilution and Combustion Byproducts. Racing engines often run rich, and fuel blow-by is inevitable. That fuel ends up in your oil, thinning it and reducing its ability to form a protective film. Combine this with soot, metal particles, and high RPM—and your oil becomes a chemical battleground.
Wear Happens Fast. In racing, even minor lubrication failure can mean piston scoring, cam lobe wear, or bearing damage—any of which can cost you an engine. If oil is your only shield against that, why run it past its prime?
Why We Use High-Zinc, High-SAPS Oils
At SEB’S GARAGE, we’ve made a deliberate choice: our go-to formulations are zinc-rich (ZDDP-based) and high in traditional SAPS additives.
Here’s why:
1. Zinc (ZDDP) = Camshaft & Valve Train Protection
Zinc dialkyldithiophosphate (ZDDP) is one of the most effective anti-wear additives ever developed. It forms a sacrificial layer on high-load surfaces—particularly critical in flat-tappet cams, solid lifters, and aggressive valvetrain setups found in race engines.
Modern street oils have reduced ZDDP to protect catalytic converters. But for us, performance > emissions. We need that protection where it counts—at the metal-to-metal interface.
“ZDDP additives significantly reduce scuffing and surface fatigue under boundary lubrication conditions.”
– Lubrication Science, 2019
2. High SAPS = Strong Detergency and Thermal Stability
High-SAPS oils carry more detergents and anti-oxidants, helping keep engine internals clean even under intense stress. That matters when your engine lives between 5,000 and 8,000 RPM and your oil is routinely pushed to 120°C or more.
It’s also about film strength. Phosphorus, sulfur, and calcium-based additives form durable protective layers under extreme pressure—far beyond what low-SAPS, emissions-focused oils can provide.
But What About Emissions Equipment?
We’ll be blunt: we build and maintain racecars. Most of them have no catalytic converters, no GPFs, and no interest in following road-legal emissions standards. That gives us the freedom to choose what works for performance, not what works for Euro 6 compliance.
For road cars with emissions gear still in place, we advise using oils with balanced SAPS levels to avoid long-term damage to sensitive components.
The SEB’S GARAGE Standard
- We change oil often – not based on kilometers, but on engine hours and thermal cycles.
- We analyze old oil (yes, real oil analysis) to track wear metals and additive depletion.
- We only use performance-proven formulas—whether it’s for a street-legal track car or a dedicated race build.
In Conclusion: Cheap Oil is Expensive
Oil is cheap. Engines aren’t.
Frequent changes with high-zinc, high-SAPS oils are part of the reason our builds survive where others don’t. You don’t run budget tires on a time attack car—so why run compromised oil?
Want to know what oil we recommend for your specific setup? Drop by the shop or message us directly. We’re happy to match the right formula to your engine type, driving style, and goals.