Tech Corner

Graphite and moly both have good friction-reducing properties, but both are easily removed. Graphite does not react with the surface materials to create a lasting wear film.

An American cam manufacturer tested a wide variety of greases and lubes to see which provided the longest-lasting lubrication of the camshaft and the Driven Assembly Grease outperformed all other formulations.

Driven Assembly Grease can be used throughout the engine. It will mix with the break-in oil to produce the desired viscosity relevant to each area of the engine.

HVL contains BR oil. The cloudy material is viscosity modifiers, which can separate in colder temperatures. These do not affect the performance and, if shaken or kept in the warm, will be re-absorbed.

They work together to promote the best ring seal, which helps produce more power. It also provides a strong protective film throughout the engine, which increases component life beyond simply using one or the other in isolation.

Yes. Every JG MX team engine is broken in with this oil.

Yes.

This is normal. The base oil used has a high volatility, which leads to the oil being burnt off, creating vapours. This is so the additives activate quickly to enable much faster bedding-in of the piston rings whilst minimising wear.

Using a lower volatility oil reduces smoke but slows down the effective bedding-in, which Driven’s own R&D has confirmed. Driven BR30 will breathe even more than other grades, but makes the engine run in faster with better ring seal as a result.

Up to 500 miles before changing on the road. The high zinc content (2800ppm) is a fast-burn formulation, so does its job when exposed to heat and load.

Joe Gibbs NASCAR team work to 100 C for their running in, but the oil can work from 80 – 150 C.

Yes, the US Dodge Midge series all use these. and almost all use BR as the only product that can effectively allow good ring seal. Total Seal has recommended BR for use with their products.

Most modern oils with high API ratings will have high detergency levels, which will wash away the zinc, negating its use. Additionally, zinc additives all have different reaction rates. Driven use a fast-acting formulation, whereas the formulation used in a road oil will normally be much slower in order to provide some protection over the long oil service life.

In terms of the lifespan of the oil, if a car had 12 quarts of oil (i.e. dry sump setup) and the oil filter was changed after each meeting while the oil was hot, it could easily last 6 race meetings, each with 1.5 hours’ running. If the oil capacity was much less, we would recommend reducing this to 3 meetings.

100 to 110 C is ideal for both the mineral and synthetic oils in terms of oil life. The synthetic can operate at much higher temperatures than mineral oil, but you do get longer oil life if the oil temperature is closer to 110 C.

It is fully compatible with these types of soft metal bearings.

1200 PPM.

8,000 miles with an annual oil change.

No, the synthetic oils will cause clutch slip. Exceptions to this are the mineral-based XP products and the semi-synthetic XP5 and XP7.

Driven have developed the MX1 as a wet clutch oil.

Yes. Harley’s run wet clutches, so the HD50 will work fine.

Yes, the thought that they don’t like multi-grade oils is a myth.

The only way ZDDP will cause issues with oxygen sensors is if the engine has moderate to high oil consumption. If oil consumption is low, then the ZDDP will not affect oxygen sensors.

Driven have confirmed this is normal with their engine oil products and is a by-product of the oil formulations. There is no reason to be concerned. It is not a sign the oil is bad or that there is a problem.

Yes, the HR range, both mineral and synthetic, will work fine, as the additive pack will allow the wet clutch to work properly.

The XP range performs better in this respect than the street performance oils.

This falls between XP4 and HR1. It is a 20w50, has more anti-wear than HR1, but not as much as XP4. It’s good for 1000 miles of use.

MTF.

75w110.

This is caused by the oil being churned. The best option is to switch to Driven Superspeedway 75w85, which would solve the problem by being a lighter oil.

It can take temperatures up to 130 C, but this is high for sustained use.

There will be no problems up to 160 C. Joe Gibbs run this in their own gearboxes. NASCAR don’t allow coolers but they still saw a drop in oil temperatures.

Driven 75w110.

It extends component life by avoiding the likelihood of fatigue building up. It doesn’t produce more power.

To break in: Do two power runs on dyno to temp, allow to cool, then change to chosen gear oil; use on the road up to 500 miles, or 20-30 minutes on the track.

The Driven STF is designed for this application as it is also based on an engine oil formulation. Some standard 10w30 oils don’t have the right frictional additives, which can lead to problems if used in this gearbox.

For LSD boxes the LSD should work. There is only one LSD additive that every LSD gear oil manufacturer uses. The combination of synchros and LSD unit are at odds, so Driven thinks manufacturers must engineer the synchros to work with this sort of set up.

Joe Gibbs used to use these in their NASCARs and the Driven MTF was perfect.

The combination of mineral base and lower EP rating provides better bite for brass synchros while protecting the soft metal components from the aggressive effects of high EP.

It is aimed at classic cars, where the use of synthetic oils, even with lower EP ratings, proves too slippery for effective working of the synchros.

No, the additive packs are different.

It will work in spiral bevel (non-hypoid) differentials. If the ring gear and pinion are on centre, the GL-4 will work nicely.

The Driven mineral GL4 80w90 product works best, so yes, mineral is better. Gearbox life can be extended with the use of the mineral break-in gear oil.

Driven are happy to recommend the F type in these applications.

It is not recommended for use in more modern transmissions that specify fluids meeting later specifications.

Independent tests showed that the DCT has 4 times greater shear stability than the OEM products it was compared with. It also performed better in the HTHS test, which measures high temperature (150 C) high shear viscosity under load.

Yes, it will reduce surface tension and work in the same way as Redline Water Wetter. In addition, it has a powerful anti-corrosion additive that will protect the metals in the cooling system.

Yes.

It is blended specifically for carbs, rather than injection systems – the metals used in both systems are different. As most products come from the technology used for modern injection systems, they are not as effective with older-style engines with carburettors. It will protect all fuel system components from the effects of ethanol corrosion.

Yes, the feedback we have received is that a couple of tanks treated with Defender will clean things up. This includes fuel lines, complete inlet tract and also includes staining.

Yes.

No.

3.2 centistokes.

It is aimed at applications where the valving can be adjusted to take advantage of the lightweight fluid.