Latest / BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show / Pit Stop: MOTUL Mobile Racing Laboratory (Patreon Special Re-release)

Transcript

Pit Stop: MOTUL Mobile Racing Laboratory (Patreon Special Re-release) · BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show

• 0:00
  BreakFix podcast is all about capturing the living history of people from
• 0:04
  all over the autosphere, from wrench turners and racers to artists, authors,
• 0:09
  designers, and everything in between.
• 0:11
  Our goal is to inspire a new generation of petrolheads that
• 0:15
  wonder, how did they get that job?
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  Or become that person the road to success is paved by all of
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  us because everyone has a story
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  Hey everybody crew chief eric here and i'm recording live from a road atlanta
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  with nico de maria from Motul motorsports and motul racing oils a brand you may
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  have heard of before and on this special mini So we're going to be talking about
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  their new Oil analysis process that they have they're actually doing it here on
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  site at the racetrack Checking some of the oils from the different race teams,
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  et cetera, and Nico is going to walk us through the process, what they're
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  looking for, what they're doing and what the expected results are going to be.
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  So Nico, welcome to the show.
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  Ciao Eric.
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  Thank you for coming by.
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  Thank you for stopping by the Motul lab.
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  Um, I don't know if your fans, how, you know, gotten to know what Motul
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  is doing with Dinsa and with other associations, uh, in a way the Motul
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  Racing Lab was born as an effort to bring added value to a racing that is.
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  Kind of a particular thing in Europe.
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  Everybody's into cross country rally.
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  So when we got the Dakar sponsorship, this big off road series that happens
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  every once a year in different places of the world, so we said, okay, what
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  can we do different for the riders, for the crew chiefs, and we come up with
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  the idea of bringing in a chemical lab that we can use for analyzing what's
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  going the oil components, additives.
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  Base oils, et cetera.
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  And with the actual engines for transmissions as well.
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  So we said racing lab, there we go.
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  We mounted this structure that, uh, as you can see, has a flight case
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  can travel all around the world.
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  So whenever we have a series, we sponsor, we brought it there and we make the
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  service available to all teams and for some of the crowd that might be curious
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  about what's going on with their engines, with the transmissions, it's all free.
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  And it's, uh, for the level of the sport and for bringing in service.
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  Very cool.
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  So our, our listeners will be familiar with the previous episode
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  we did with Blackstone Labs.
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  It's based out of Indiana.
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  And so obviously they have a whole operation, big building, you
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  know, you can see the tours and the videos and things like that.
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  And Blackstone Joe clued in our audience on how they do their process.
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  But this is cool to see this.
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  And then we're actually in an old Airstream, which makes it even kind of
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  cooler to see all this equipment here and to be here on site at the racetrack and
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  looking at some of the race team oils.
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  So you have a sample here in front of you.
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  So, uh, first of all, it's great that you guys have seen the, or listened to
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  the Blackstone Special, because in a way, this is like a mini production lab.
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  Okay.
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  Good thing about companies like Blackstone is that, okay, they can do massive amounts
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  of samples with repeatability, very fast, and this equipment, we can do pretty much
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  the same thing, but with a slower pace.
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  We, we're used to producing about 60.
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  70 samples per day.
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  Okay.
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  Whereas a big lab is close to the hundreds.
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  Right.
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  Or more than hundreds.
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  But you're looking specifically at race cars, not necessarily trucks
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  and, you know, passenger cars, rental cars, or whatever it might be?
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  Uh, usually yes, but in this case we've had a lot of fans that brought
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  over their samples or that told us, Hey, my car is parked here.
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  Could I have a sample analyzed?
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  Yes.
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  Sure thing.
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  We have the pumps and everything so we can collect the sample
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  and run it straight away.
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  So it doesn't matter if you have a suburban with.
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  Or you're driving a Corvette.
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  You're getting your oil analyzed.
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  Very cool.
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  So, again, we have a sample here.
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  What are we looking at?
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  Which team is this from?
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  Well, this one is I don't know if you can say.
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  Yeah, we can say it.
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  I mean, uh, it's not like we're going to share anything confidential.
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  This is, uh, United Auto Sports sample from car number two.
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  Okay, very cool.
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  This is the, uh, training sample, so it ran for about three hours.
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  Uh, so our idea is to set up, like, a baseline.
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  Okay.
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  And afterwards, we're going to get an extra sample once the, uh Come back
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  from the track, uh, later in the day.
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  So the whole point about this is reliability and having a heads up of
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  what might be going down, if anything.
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  So this is the 300 V Motorsports oil.
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  I've used it myself in my race car, and it's an ester based oil.
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  It's a different type of synthetic.
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  Mm-Hmm.
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  . So a lot of people not, might not be familiar with that.
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  Can you kind of break down what makes the Moto racing oil special
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  compared to some of the other brands?
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  Well, a lot of people talk about Ester and yes, they are
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  a big part of our formulation.
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  But, uh, it's not only about the base soil, about disasters and
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  uh, the way they clinch to the surfaces and cut friction down.
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  But you also need to take into account the special friction modifiers that
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  we use in this racing formulations.
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  'cause uh, in the end, everything is about maintaining a high level of, uh,
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  of protection, I guess wear and tear, but also you need to be, bring friction down
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  'cause you want power to go up, right?
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  Yeah.
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  Power and torque to go up.
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  So these formulations are.
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  Completely biased towards high performance, high protection
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  and high temperatures too.
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  Absolutely, yes.
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  Uh, esters and other type of basals are going to give you that
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  extra protection against thermo breakdown, thermo degradation.
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  So I run a turbocharge card.
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  It's one of the reasons I've switched to 300 keys.
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  'cause I noticed compared to other oils, and I won't name names, I saw a
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  difference of about 30 degrees Fahrenheit running 300 V in a turbocharged car.
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  So that sold me, I mean, whatever magical things.
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  Ground up in the front.
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  I'm fine with it because on track.
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  What do I get?
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  Immediate feedback is from the gauge, right?
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  My old pressures are in check.
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  Temperatures are in check.
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  And especially with a high horsepower turbo car, if I see low oil temperatures,
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  that's a good thing for sure.
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  For sure.
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  Turbo is one of the biggest enemies we have for the oil.
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  As you know, it's a very, very small surface.
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  It heats up pretty quickly and pretty badly because of the
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  exhaust gases coming through them.
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  So you need to have a consistent product, water.
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  Order to keep viscosity consistent, have a stable oil field protecting, and also
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  you need to have, you know, this fluid ability to have the oil coming through
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  the turbo, taking up and soaking up all of that heat and bringing it over to the oil
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  cooler, to the oil sum that it pulls down.
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  So as we talk about comparing 300 v maybe to some other oils without naming
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  names, you did mention additives.
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  So I've never really researched the 300 V additives.
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  I didn't really think maybe there were that many, but I also.
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  Felt like 300 v had a lot of things already built into it.
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  So what kind of additives would somebody look into when
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  using a motorsport based oil?
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  Well, uh, Coca-Cola's not going to talk about the recipe, right.
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  But, uh, I could give you a, like a main hint.
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  Uh, a lot of the stuff that we use here is, uh, based on polycarbonates, right?
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  Which are kind of like top tier friction modifier compounds
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  that we are using nowadays.
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  Uh, we are now.
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  Into our, I would say, second iteration of 300B formulas, uh, from 2000 to here.
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  Uh, we are just launching it in, in some events.
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  You will see some of the cans over here.
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  Uh, and the good thing about this is that we are not only beefing
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  up these friction modifiers, we are also creating an oil that's a
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  lot more compatible with biofuels.
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  Which is, which is a big thing when you start talking about high
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  performance, oxygenated fuels.
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  Uh, and even for guys that are daily driving and using 300V, it's great because
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  you can make your calibrations with E85 or E100, and you can extend your oil
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  change intervals because now the oil is a lot better prepared to take these
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  oxygenated fuels, these bio based fuels.
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  So are there additives that you would buy off the shelf and pour in, or are they
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  built into the oils as you purchase them?
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  Yeah, that's the comparison I was trying to make, is there's a lot of
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  other companies that they want to And they're especially formulated oil.
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  Yes, and there are very few, sorry for the interruption, There are very
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  few that you could say, Okay, this is production grade, serious additives.
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  A lot of the folks around are making money with maybe CD& B.
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  It's the most popular, it's cheap, universal, easy to find.
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  Uh, but it's just a very, very small piece of good buy.
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  Protection is not about CD& B.
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  You need a whole lot of other additives in order to have.
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  An efficient oil that can also give you good anti web protection.
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  Awesome.
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  So, getting back to our sample here, you've got a series of stations
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  throughout the airstream here.
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  So, what's the first thing you're going to do with this sample?
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  Kind of walk us through what you're going to be testing.
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  Yeah, it's not in a perfect order, but I would say that in terms of
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  importance, the most important part of a gear is Spectro 120.
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  Okay.
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  So, it's an optical spectrometer.
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  Spectrometer, what it does is, basically you Burn the old sample with plasma.
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  Okay.
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  And that light emission is seen by a lens over there.
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  And that information is translated into what contamination elements,
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  elements that you would have coming in from the additives.
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  So you'll say, okay, my performance additives are good, or something
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  is depleting faster than it should.
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  Okay?
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  And that will take about 40, say, uh, yeah, 45 seconds to burn the sample.
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  And.
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  So that's how you figure out what components are actually
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  breaking down the motor too.
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  It's kind of like if you've ever sat around a campfire and bought
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  one of those packs from, you know, wherever for, you know, funky flames.
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  There are certain metal shavings in there.
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  Obviously copper is going to burn green.
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  Magnesium burns white.
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  I forget all my chemistry lessons, but you're looking for those, those
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  refractions in the color to say, these are the things that are now deposited
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  in the oil, which then if you know your engine homework, you can say this
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  particular component is made of lead, like old lead bearings or it's You can
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  sort of pinpoint what might be failing.
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  And you start making these correlations between what's going
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  on in the engine and what you're seeing coming in on the results.
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  So you could have a premature piston ring failure.
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  You could pinpoint that.
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  Exactly.
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  Oh, I'm seeing a lot of iron, a lot of aluminum, and some chrome.
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  Okay.
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  Okay, this might be coming from the piston cylinder interface.
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  So that's, that's cool.
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  And that machine, for those that can't see it, is actually not much bigger than
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  what I would consider a dorm refrigerator.
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  It's not, it's not super huge.
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  It actually looks like you'd make ice cream out of it.
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  The way the front is designed, it's kind of, it's kind of funny.
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  So then you go from, An espresso machine.
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  Yeah, it is kind of like an espresso machine.
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  So you go from the Spectro 120 to what's your next phase?
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  So with this one, like I said, we have elements and we're component, right?
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  Uh, then we move on to fuel dilution.
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  So fuel dilution is a big enemy for us because, uh, first of
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  all, It will thin down the oil.
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  Right.
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  And.
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  The thinner the oil, if the engine is not prepared for that,
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  you have higher wear, right?
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  Uh, also it oxidizes the oil, so it will make it last less.
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  So you need to control fuel dilution.
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  So, fuel dilution meter, right here.
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  So, I have a question about that.
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  I was recently helping someone with a, with an Audi.
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  And one of the recommended stages, it's a turbo car.
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  They were saying, oh, use this additive, it's an oil flush.
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  And I opened the bottle and I smelt it.
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  I said, man, this looks, smells, and tastes good.
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  Touch felt a lot like diesel, right?
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  So would you be able, you'd be able to detect that using that device to
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  say, Hey, somebody's used something to quote unquote, flush the engine
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  of whatever oil was in it previously.
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  I would never do that.
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  No, you see, I started working in a truck and bus garage.
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  Okay.
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  So back then it was pretty usual to just flush diesel engines with diesel.
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  Right.
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  But that is extremely harmful and dangerous.
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  So good flushing.
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  products will always be oil.
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  So you will use a lighter base oil and you will have a very concentrated
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  detergent package because you don't want to clear big chunks of the grease, right?
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  You want to easily dissolve those deposits so that you don't clog anything, right?
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  You don't want to clog your oil pump, your check valve, or maybe a lifter.
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  Right.
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  So it needs to be like, um, this very easy going clean up.
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  Process and you need to get all these debris, uh, dispersed in the oil.
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  Okay.
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  So when you take the, uh, the oil pan?
• 13:02
  Yeah, uh, sorry.
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  The, the drain drain plug out the, the drain plug out of it.
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  Everything is going to come out with this old oil and the detergents that
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  kept it, you know, along with your, well.
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  Very cool.
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  So that's all detected on that.
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  So what comes next?
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  So fuel illusion.
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  You can run diesel, you can run gasoline, you can even run jet.
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  Okay, very cool.
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  Yeah.
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  Sweet.
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  Very thorough.
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  Uh, then we move forward to viscosity.
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  So this little gal here is going to give you the kinematic viscosity
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  of 40 degrees, which is the ability the oil has to flow, right?
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  Right.
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  And from there you can calculate directly with the equipment, the
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  kinematic viscosity at a hundred degrees.
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  So you get your full SAE grades with a very good, uh, precision.
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  So that's both the cold and hot side of the number.
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  Let's say they zero W 40.
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  Correct.
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  Which you talked about.
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  Yeah.
• 13:54
  Correct.
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  So you get the full spectrum and you're not gonna hit those numbers.
• 13:57
  Exactly.
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  You're gonna be within a, an acceptable tolerance or acceptable range.
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  Yeah.
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  But the range, the, uh, the tolerance that it has is very, very close to
• 14:06
  actual hematic excavator from a big lab.
• 14:09
  Oh, interesting.
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  And for those that are listening, these, both of these machines are
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  about the size of a label printer.
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  I mean, or it's something you would see on a cash register.
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  Mm-Hmm.
• 14:19
  they're not very big at all.
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  Correct.
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  So you're using drops from this.
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  For how much of this, the sample oil are you using as
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  you go from machine to machine?
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  Let me show you.
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  It's almost nothing.
• 14:28
  So it's, uh, 60 microliters for the viscometer.
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  I need to fill up this small pipette.
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  Wow.
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  So this pipette is, I don't even know how to describe that.
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  It's tiny.
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  It's maybe an inch and a half long and in diameter, it's less than an inch.
• 14:45
  Yeah.
• 14:46
  Half a toothpick.
• 14:46
  Yeah.
• 14:46
  It's very small.
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  So that's not a lot of oil to be able to perform these tests, which explains
• 14:51
  why the machines aren't that big.
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  Elements.
• 14:54
  And wear materials.
• 14:55
  Just this.
• 14:56
  So he is showing me this cap.
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  It's about the size of two valve stem caps is what the trace results come
• 15:02
  out in when everything's said done.
• 15:03
  Yes.
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  And the fourth equipment, this is an, um, IR infrared spectrometer.
• 15:10
  So with this guy, you're going to get oxidation, which in a way is degradation
• 15:15
  coming from the oil sulfation, uh, contamination with effluent glycol water.
• 15:21
  And it's also going to give you.
• 15:25
  Not that precise, but still a very good reading of fuel contamination.
• 15:29
  Yeah, so that's going to give you the indication whether or not maybe the
• 15:32
  head gasket is about to go, because you have any freeze going into the oil, so
• 15:35
  you'll be able to pick out those traces.
• 15:37
  Yes, or maybe, okay, your car got overheated, you need to tell, okay,
• 15:41
  should I change the oil or not?
• 15:42
  Right.
• 15:43
  Well, if it's too oxidated because of the heat, you will see it with this one.
• 15:47
  Interesting.
• 15:48
  Also, say that you have someone, uh, sponsored, and you want to
• 15:52
  tell, hey, is this guy sponsored?
• 15:53
  Okay.
• 15:59
  Because once you get your baseline, it's going to give you a curve, which
• 16:03
  is a spectrum of the genuine fluid.
• 16:07
  Okay.
• 16:07
  So, if you put another sample there, and it's completely off the spectrum, by
• 16:12
  wrong combination of additives that you will see in this, uh, specific point,
• 16:16
  you can say, hey, this is not the fluid.
• 16:18
  Interesting.
• 16:19
  So, does that also give you the ability to determine your interpure change interval?
• 16:24
  'cause a lot of people talk about that.
• 16:25
  When should I change oil?
• 16:26
  How do I know if the oil's broken down or if it's been cooked or burnt?
• 16:29
  You know, there's different terms.
• 16:31
  I would say that it's an intersection of all the different apparatus.
• 16:33
  Okay?
• 16:34
  'cause from a chemical point of view, the oil could be great, but maybe it she down
• 16:39
  because of, uh, mechanical, uh, stress.
• 16:42
  So chemically is perfect, but if it's sheer down and the viscosity is
• 16:47
  completely off, you need to change it.
• 16:51
  Or the viscosity could be perfect, but then you.
• 16:54
  Your ability to control certain things inside the engine is completely
• 16:57
  off because the additives got depleted, you need to change it.
• 17:00
  So you always need to look at the big picture, right?
• 17:03
  It's like a blood analysis.
• 17:05
  Yeah, no, absolutely.
• 17:07
  Because oil is the blood of the engine.
• 17:08
  So that makes total sense.
• 17:09
  It's a great analogy.
• 17:10
  So there No, go ahead.
• 17:12
  Uh, once you have all the measurements done, all data is stored in the database.
• 17:18
  Okay.
• 17:19
  And you can print the report for the customer, the crew chief, whoever
• 17:22
  is interested in looking Yeah.
• 17:24
  Yeah.
• 17:24
  Yeah.
• 17:24
  The facts.
• 17:24
  Yep.
• 17:25
  And you can present it in a graphical way so that people that doesn't have
• 17:28
  that much of a technical knowledge can see it in layman's terms, I would say.
• 17:33
  So you're doing this here, Trackside.
• 17:34
  So how long does it generally take for you to go through and process one
• 17:37
  of these samples from the race teams?
• 17:39
  Uh, how, how urgent?
• 17:40
  I mean, obviously if they think something's wrong,
• 17:42
  they want it back right away.
• 17:43
  If we are, uh, if we're in a rush, I would say five minutes we have it printed.
• 17:48
  Wow, that's really good.
• 17:49
  Yeah.
• 17:49
  Print it, comment it, everything.
• 17:51
  Nice.
• 17:52
  Very cool.
• 17:53
  So there's one more.
• 17:54
  Is that part of the cycle or does that make ice?
• 17:56
  Yeah, you're correct.
• 17:59
  That's completely off of the lab.
• 18:01
  Alright.
• 18:02
  Don't worry about that one.
• 18:02
  Don't worry about that.
• 18:04
  There are other equipments.
• 18:05
  I mean, this company, Spectral, is great.
• 18:07
  Because they provide a solution for pretty much anything you need on the field.
• 18:11
  This is the same equipment that you would find at a maintenance base for the DOD.
• 18:16
  Yeah, exactly.
• 18:16
  Or big mining companies.
• 18:17
  Or at Blackstone, right?
• 18:19
  Yeah, but they've been small, portable, right?
• 18:25
  These babies could take whatever kind of abuse you would put them through.
• 18:28
  So, that's the reason why we chose them for Dakar.
• 18:32
  It's moving every day, driving nine hours, bumpy roads, a lot of
• 18:36
  dirt, extreme heat, extreme cold.
• 18:38
  So, you guys have been here for a couple of days now, have
• 18:42
  you seen anything stand out?
• 18:43
  You're like, oh my god, I can't believe this was in the oil?
• 18:45
  Or is it all pretty par for the course right now?
• 18:47
  For the time being, it's kind of normal.
• 18:49
  We did see some weird things that were surprises to you.
• 18:55
  Some of them racing, some of them, you know, just, yeah, walk ins
• 18:59
  that said, Hey, cool, oil analysis.
• 19:01
  I want to get my oil checked.
• 19:03
  Matter of fact, we're just bringing back one, I won't mention the brand,
• 19:06
  but, uh, what that guy recommended is using this, and for us to use
• 19:11
  this in this, again, service oil.
• 19:15
  Great.
• 19:15
  Now, yeah, so things like that is like, he'll say to us, okay, so why would I use
• 19:22
  this while we're using it in a prototype?
• 19:26
  We have very committed products like the 300V that have been tested
• 19:30
  and formulated for competition.
• 19:32
  And we have a service line, right?
• 19:33
  That's committed in a different way.
• 19:35
  So, this is going to be great to know the outcome of that product
• 19:39
  because they ran it already to see, well, is there a benefit of that?
• 19:42
  Did we, uh, you know, even if they're just mechanics, did we
• 19:46
  calculate how much, how much volume?
• 19:48
  Did we mess something up?
• 19:49
  So, the only way we find out is by looking at that product, looking
• 19:52
  at what they told them to add because it's, again, a service line.
• 19:56
  And then we do an outcome that's saying, okay, this is what we see
• 19:59
  here and you know, and this is what we have that is now formulated.
• 20:05
  You don't have to add any additives.
• 20:06
  You don't have to do that.
• 20:07
  It's committed 100 percent for your competition.
• 20:11
  So for those of you that are trying to figure out where this third voice came
• 20:14
  from, that is Joey Cabrera, National Technical Manager for Motul, who stepped
• 20:18
  in and wanted to add some color there.
• 20:20
  So thank you for that.
• 20:21
  I mean, that's a lot of great insight.
• 20:22
  And congratulations on all that.
• 20:24
  Sometimes he's kind of, uh, of results might even give you a hint on, hey,
• 20:28
  I have to adjust my calibration because I'm running very rich,
• 20:31
  and I'm destroying the oil here.
• 20:33
  And it happens a lot when you're, well, one stretch of the race is at
• 20:37
  sea level, and then two stages later, you're racing at 3, 000 meters or above.
• 20:43
  Especially in World Rally Championship, right?
• 20:45
  Exactly, exactly.
• 20:46
  So all of a sudden you need to make a calibration adjustment because your 10W50,
• 20:52
  for example, is dropping down to 10W20.
• 20:55
  Yeah, that's a big, you know, so I guess the big job, I mean, with that being said,
• 20:59
  I guess the big reveal is after the 12 hour, what's the oil look like, right?
• 21:03
  Let's see what the sample, you got to put this in the database now to
• 21:06
  make that comparison for tomorrow.
• 21:07
  That's a terror indicator for us.
• 21:09
  That's awesome.
• 21:09
  That consistency over a period of even 24 hours, how that oil lit up,
• 21:13
  you know, did it drop viscosity?
• 21:15
  Did it share a lot?
• 21:16
  All those things are very key elements when we even made the new 300V.
• 21:20
  So we never stopped researching and that's awesome.
• 21:23
  It's awesome.
• 21:23
  No, that's a constant feedback loop.
• 21:25
  Right?
• 21:25
  So in the software world, we call that a continuous pipeline, right?
• 21:29
  Where it's the result feeds the development and it
• 21:31
  continues to flow that way.
• 21:32
  That's the only way you evolve.
• 21:33
  That's awesome.
• 21:34
  So I know, Nico, you're super busy.
• 21:36
  But this is great that you took some time out to kind of explain
• 21:38
  this, to explain this, you know, mobile analysis unit you have here.
• 21:41
  This is really awesome.
• 21:42
  This is the first time I've ever seen it trackside.
• 21:44
  So this is cool.
• 21:45
  And thank you guys for your time, both Joey and Nico.
• 21:47
  And we look to follow up with you guys on another episode where we can
• 21:51
  talk more in depth about ModeTool.
• 21:53
  So listeners pay attention for that.
• 21:55
  with a special Motul episode where we'll talk about the brand and
• 21:59
  everything they have to offer.
• 22:00
  So thank you guys.
• 22:01
  And thank you for dropping by.
• 22:03
  And grazie mille.
• 22:03
  Grazie mille.
• 22:09
  Motul has brought a lubricant analysis machine for the annual Motul Le Mans.
• 22:16
  Both help heads cross the finish line and provide free oil analysis to racing fans.
• 22:21
  A mobile laboratory capable of analyzing the lubricants running in your engine.
• 22:29
  Now, what will these analyses bring to you?
• 22:33
  Addictive tool will allow you to organize your vehicle's maintenance.
• 22:35
  Mainten Schedule Racing Lab can also search for mental elements
• 22:39
  present to accelerate an engine wear.
• 22:43
  Let know if it's necessary to carry out replacements or parts to
• 22:52
  damage the engine and limit it performance.
• 22:54
  With a free oil analysis on the Racing Lab in the fan zone, you can follow
• 22:59
  the evolution of these factors daily and recognize the development of
• 23:03
  agents and degradation due to extreme.
• 23:06
  If
• 23:19
  you like what you've heard and want to learn more about GTM, be sure to
• 23:22
  check us out on www.gt motorsports.org.
• 23:26
  You can also find us on Instagram at Grand Touring Motorsports.
• 23:30
  Also, if you want to get involved or have suggestions for future shows.
• 23:33
  You can call or text us at 202 630 1770, or send us an email
• 23:40
  at crewchief at gtmotorsports.
• 23:41
  org.
• 23:42
  We'd love to hear from you.
• 23:44
  Hey everybody, Crew Chief Eric here.
• 23:46
  We really hope you enjoyed this episode of Break Fix, and we wanted
• 23:50
  to remind you that GTM remains a no annual fees organization.
• 23:54
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