How to check engine oil • Checking the transmission fluid • Engine coolant • Tires • Battery
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Please note that all of this is only my personal opinion and I don't pretend to be absolutely right. If you have any questions or suggestions, E-mail me. Author
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Car maintenance, diagnostic and repair information
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Few basic maintenance tips
• Regular oil changes is most important aspect of keeping your engine in a good shape. By doing so you eliminate so many other problems.
• Wash your car regularly, wax it once in a while to keep the car exterior shiny and free from corrosion.
• Take care of any minor concerns as soon as you can, so it won't cause serious problems and an expensive repair later
• Use only original parts
How to check the engine oil
Place your car at the level spot. Stop the engine. Wait for a while to let the engine oil to pour down to the oil pan. Pull the engine oil dipstick. If you don't know where is the engine oil dipstick, check your owner's manual, usually it has a bright handle saying "engine oil".
Wipe it off with a clean rag or tissue. Then insert it back all the way down into its place.
Now, pull the dipstick again and check the oil level. Normally it should be at "FULL" mark. For example, here you can see that it's a bit lower. It's not a big problem yet, but it's better to top it up. Check the oil condition: If it's way too black, it's definitely time to change it. If it's slightly-brown, it's O.K. If it's dark-brown, but still transparent, it's admissible but it's better to change it soon.
If it's white (coffee with milk color) it means the engine coolant mixes with the engine oil because of some internal engine problem, for example, blown head gasket - have your car inspected.
How to top up the engine oil:
It would be better to add the same type and brand of the engine oil as you already have in the engine. Add a little amount of the oil as it's shown in the image. Wait for a minute to let the oil to pour down. Check the oil level again with the dipstick. If it's still low, add some more. But don't overfill it. Don't forget to install the dipstick back and close the oil filler cap when you finished.
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How to check automatic transmission fluid.
Place your car at a level surface. Start the engine. Set transmission lever to the "P" (parking) position, and let the engine idle (on some cars this procedure may be different, check the owners' manual for details). Pull the transmission dipstick. Check your owners manual to find where transmission dipstick is placed in your car.
Wipe it off with a lint free clean rag or tissue. Then insert it back carefully all the way down into its place.
Pull again and check the fluid level. If the engine is cold, it should be within "COLD" marks. If the engine is hot, the level should be at the upper end of the "HOT" mark. If it's just a little bit lower I wouldn't worry about it. Otherwise I'd top it up. Check the fluid condition also: If it's too black and has a burnt smell - your transmission is not going to last. Normally it should be clean and transparent, as in the image. The new fluid comes red. Over the time it becomes brownish. If it is brown, check your owner's manual, may be it's time to change it. Some manufacturers require to change the transmission fluid at 60,000km, others specify that you never have to change it - check what's your car owner's manual says.
How to top up the transmission fluid:
It's very important to use only specified transmission fluid - check your owners manual. For example some Chrysler transmissions need only specific type of fluid and regular fluid like Dexron II can even destroy the transmission. Add a small amount of the fluid through the dipstick pipe as shown in the image, do not overfill it. Wait for a few minutes - let the fluid to flow down. Start the engine. Check the level again.
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Engine coolant
Low coolant level will cause engine overheating, which may cause seriouse damage to the engine.
How to check the engine coolant level:
The coolant level should be between "LOW" and "FULL" marks in the coolant overflow tank as in the picture. If it's lower, top it up. If there is no coolant in overflow tank or you have to top it up quite often, have your car inspected in the garage, possibly there is a coolant leak.
Never open the radiator or coolant overflow tank whent the engine is hot!
When engine temperature is reduced (few minutes after the engine has been turned off) , simply add a coolant into the overflow tank to "FULL" mark.
Tires
Check the tire pressure regularly - at least once a month. If you don't have tire pressure gauge it's really worth to buy it. You can find recommended tire pressure in the owner's manual. Rotate tires at every second oil change - it will insure all tires wear equally. Feel vibration at cruising speed? - have your tires balanced. There is a safe limit of the tread wear. If the tire is worn below this limit it's unsafe to drive. Refer to the result of mechanical inspection. Uneven tire wear indicates alignment problem.
I'd recommend to do the wheel alignment at least once in a year or two. Improper alignment causes increased tire and suspension components wear and poor handling. In worst case improper alignment may throw your car into a skid, especially on a wet road. If a car pulls to one side, wanders or feels unstable on the road, visit your mechanic. Properly done alignment will make your car's ride a lot more enjoyable.
CV joint boots
Most of modern vehicles are Front-Wheel-Drive, and they all have CV-joints (Constant Velocity joint) used to transfer the engine torque to the front wheels. The CV-joint is greased inside and sealed by a rubber boot that unfortunately, tend to break sometimes. If the CV-joint boot breaks, the grease comes out, the dirt and water comes in and the whole axle unit may become inoperative in a short period of time. CV-joint located on the internal side of each of the front wheels. You can check CV-joint boots visually looking inside the front wheel arch from the front of the car with the wheel turned outside. The boot should be dry. If it's broken you will see a grease splashed all over the area. If the boot is broken, it needs to be replaced. If not replaced in time, whole axle shaft will need to be replaced which will cost you few hundred bucks more than just replacing the boot.
Taking care of small concerns in time may save you a lot more
As soon as you feel there is something wrong with your car like any kind of irregular noise, vibration, shimmer, or you note some leak or any warning light comes on while driving or anything that seems to be irregular - have your car inspected at a dealer or a garage as soon as you can - it might be unsafe to drive. It's definitely better to check any small problem before it will cause something serious.
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Vlad Samarin
Copyright Samarins.com © 1999 - 2005
Contact me
Tuesday, February 17, 2009
Monday, February 16, 2009
BASIC INFORMATION ABOUT LUBRICANTS
A lubricant (sometimes referred to "Lube") is a substance (often a liquid) introduced between two moving surfaces to reduce the friction and wear between them. A lubricant provides a protective film which allows for two touching surfaces to be separated and "smoothed," thus lessening the friction between them. Lubricants chemically interact with all surfaces so that contact only occurs with the smooth and free lubricant. By this process, abrasive particles are dissolved into the lubricant, thus making them also very good solvents and cleaners. Petroleum-based lubricants like Vaseline tend to dissolve petroleum products such as rubber and plastic, while water-based lubricants tend to dissolve polar chemicals (like water and dirt); hence the additives. The lubricant must be replaced when it has dissolved to saturation, because the inability to dissolve additional abrasive debris allows abrasive particles to scrape against or become lodged in the working surfaces, thus introducing a margin for physical contact between them. Lubricants which dissolve working surfaces (such as Vaseline with rubber) defeat their purpose by corroding the smooth surfaces by their own dissolving power, thus compromising structural integrity, surface smoothness, and system-wide contamination. It can also help remove gum from your hair.
One of the single largest applications for lubricants, in the form of motor oil, is to protect the internal combustion engines in motor vehicles and powered equipment.
Typically lubricants contain 90% base oil (most often petroleum fractions, called mineral oils) and less than 10% additives. Vegetable oils or synthetic liquids such as hydrogenated polyolefins, esters, silicone, fluorocarbons and many others are sometimes used as base oils. Additives deliver reduced friction and wear, increased viscosity, improved viscosity index, resistance to corrosion and oxidation, aging or contamination, etc.
Lubricants such as 2-cycle oil are also added to some fuels. Sulfur impurities in fuels also provide some lubrication properties, which has to be taken in account when switching to a low-sulfur diesel; biodiesel is a popular diesel fuel additive providing additional lubricity.
Non-liquid lubricants include grease, powders (dry graphite, PTFE, Molybdenum disulfide, tungsten disulfide, etc.), teflon tape used in plumbing, air cushion and others. Dry lubricants such as graphite, molybdenum disulfide and tungsten disulfide also offer lubrication at temperatures (up to 350 °C) higher than liquid and oil-based lubricants are able to operate. Limited interest has been shown in low friction properties of compacted oxide glaze layers formed at several hundred degrees Celsius in metallic sliding systems, however, practical use is still many years away due to their physically unstable nature.
Another approach to reducing friction and wear is to use bearings such as ball bearings, roller bearings or air bearings, which in turn require internal lubrication themselves, or to use sound, in the case of acoustic lubrication.
In addition to automotive and industrial applications, lubricants are used for many other purposes, including as a personal lubricant, bio-medical applications (e.g. lubricants for artificial joints) and others.
Contents
[hide]
1 Purpose
1.1 Keep moving parts apart
1.2 Reduce friction
1.3 Transfer heat
1.4 Carry away contaminants and debris
1.5 Transmit power
1.6 Protect against wear
1.7 Prevent corrosion
2 History
3 General composition
4 Types of lubricants
4.1 Liquid lubricants
4.1.1 Lanolin
4.1.2 Water
4.1.3 Mineral oil
4.1.4 Vegetable (natural) oils
4.1.5 Synthetic oils
5 Solid lubricants
5.1 Teflon or PTFE
5.2 Mineral
6 Other relevant phenomena
6.1 'Glaze' formation (high temperature wear)
7 Additives
8 Application by fluid types
9 Marketing
10 Disposal and environmental issues
11 Societies and industry bodies
12 Major publications
13 References
14 See also
[edit] Purpose
Lubricants perform the following key functions.
Keep moving parts apart
Reduce friction
Transfer heat
Carry away contaminants & debris
Transmit power
Protect against wear
Prevent corrosion
Stop the risk of smoke and fire of objects
[edit] Keep moving parts apart
Lubricants are typically used to separate moving parts in a system. This has the benefit of reducing friction and surface fatigue together with reduced heat generation, operating noise and vibrations. Lubricants achieve this by several ways. The most common is by forming a physical barrier i.e. a thin layer of lubricant separates the moving parts. This is termed hydrodynamic lubrication. In cases of high surface pressures or temperatures the fluid film is much thinner and some of the forces are transmitted between the surfaces through the lubricant. This is termed elasto-hydrodynamic lubrication.
[edit] Reduce friction
Typically the lubricant-to-surface friction is much less than surface-to-surface friction in a system without any lubrication. Thus use of a lubricant reduces the overall system friction. Reduced friction has the benefit of reducing heat generation and reduced formation of wear particles as well as improved efficiency. Lubricants may contain additives known as friction modifiers that chemically bind to metal surfaces to reduce surface friction even when there is insufficient bulk lubricant present for hydrodynamic lubrication, e.g. protecting the valve train in a car engine at startup.
[edit] Transfer heat
Both gas and liquid lubricants can transfer heat. However, liquid lubricants are much more effective on account of their high specific heat capacity. Typically the liquid lubricant is constantly circulated to and from a cooler part of the system, although lubricants may be used to warm as well as to cool when a regulated temperature is required. This circulating flow also determines the amount of heat that is carried away in any given unit of time. High flow systems can carry away a lot of heat and have the additional benefit of reducing the thermal stress on the lubricant. Thus lower cost liquid lubricants may be used. The primary drawback is that high flows typically require larger sumps and bigger cooling units. A secondary drawback is that a high flow system that relies on the flow rate to protect the lubricant from thermal stress is susceptible to catastrophic failure during sudden system shut downs. An automotive oil-cooled turbocharger is a typical example. Turbochargers get red hot during operation and the oil that is cooling them only survives as its residence time in the system is very short i.e. high flow rate. If the system is shut down suddenly (pulling into a service area after a high speed drive and stopping the engine) the oil that is in the turbo charger immediately oxidizes and will clog the oil ways with deposits. Over time these deposits can completely block the oil ways, reducing the cooling with the result that the turbo charger experiences total failure typically with seized bearings. Non-flowing lubricants such as greases & pastes are not effective at heat transfer although they do contribute by reducing the generation of heat in the first place.
[edit] Carry away contaminants and debris
Lubricant circulation systems have the benefit of carrying away internally generated debris and external contaminants that get introduced into the system to a filter where they can be removed. Lubricants for machines that regularly generate debris or contaminants such as automotive engines typically contain detergent and dispersant additives to assist in debris and contaminant transport to the filter and removal. Over time the filter will get clogged and require cleaning or replacement, hence the recommendation to change a car's oil filter at the same time as changing the oil. In closed systems such as gear boxes the filter may be supplemented by a magnet to attract any iron fines that get created.
It is apparent that in a circulatory system the oil will only be as clean as the filter can make it, thus it is unfortunate that there are no industry standards by which consumers can readily assess the filtering ability of various automotive filters. Poor filtration significantly reduces the life of the machine (engine) as well as making the system inefficient.
[edit] Transmit power
Pascal's law is at the heart of hydrostatic power transmission. Hydraulic fluids comprise a large portion of all lubricants produced in the world.
[edit] Protect against wear
Lubricants prevent wear by keeping the moving parts apart. Lubricants may also contain anti-wear or extreme pressure additives to boost their performance against wear and fatigue.
[edit] Prevent corrosion
Good quality lubricants are typically formulated with additives that form chemical bonds with surfaces to prevent corrosion and rust.
[edit] History
Romans used rags dipped in animal fat to lubricate wagon wheels; however the science of lubrication (tribology) really only took off with the industrial revolution in the nineteenth century.
[edit] General composition
Lubricants are generally composed of a majority of base oil and a minority of additives to impart desirable characteristics.
[edit] Types of lubricants
Liquid including emulsions and suspensions
Solid
Greases
Adhesive
[edit] Liquid lubricants
Liquid lubricants may be characterized in many different ways. One of the most common ways is by the type of base oil used. Following are the most common types.
Lanolin (wool grease, natural water repellant)
Water
Mineral oils
Vegetable (natural oil)
Synthetic oils
Others
Note: although generally lubricants are based on one type of base oil or another, it is quite possible to use mixtures of the base oils to meet performance requirements.
[edit] Lanolin
A natural water repellent, lanolin is derived from sheep wool grease, and is an alternative to the more common petro-chemical based lubricants. This lubricants are also corrosion inhibitors, protecting against rust, salt and acids.
[edit] Water
Water can be used on its own, or as a major component in combination with one of the other base oils. Commonly used in engineering processes, such as milling and lathe turning.
[edit] Mineral oil
This term is used to encompass lubricating base oil derived from crude oil. The American Petroleum Institute (API) designates several types of lubricant base oil identified [1] as:
Group I - Saturates <90% and/or sulphur >0.03%, and Society of Automotive Engineers (SAE) viscosity index (VI) = >80 to <120
- Manufactured by solvent extraction, solvent or catalytic dewaxing, and hydro-finishing processes. Common Group I base oil are 150SN (solvent neutral), 500SN, and 150BS (brightstok)
Group II – Saturates >90% and sulfur <0.03%, and SAE viscosity index >80 to <120
- Manufactured by hydrocracking and solvent or catalytic dewaxing processes. Group II base oil has superior anti-oxidation properties since virtually all hydrocarbon molecules are saturated. It has water-white color.
Group III – Saturates > 90%, sulfur <0.03%, and SAE viscosity index >120
- Manufactured by special processes such as isohydromerization. Can be manufactured from base oil or slax wax from dewaxing process.
Group IV – Polyalphaolefins (PAO)
Group V – All others not included above
Such as naphthenics, PAG, esters, and etc.
In North America, Groups III, IV and V are now described as synthetic lubricants, with group III frequently described as synthesised hydrocarbons, or SHCs. In Europe, only Groups IV and V may be classed as synthetics.
The lubricant industry commonly extends this group terminology to include:
Group I+ with a Viscosity Index of 103 - 108
Group II+ with a Viscosity Index of 113 - 119
Group III+ with a Viscosity Index of >= 140
Can also be classified into three categories depending on the prevailing compositions: - Paraffinic - Naphthenic - Aromatic
[edit] Vegetable (natural) oils
These are primarily triglyceride esters derived from plants and animals. For lubricant base oil use the vegetable derived materials are preferred. Common ones include high oleic canola oil, castor oil, palm oil, sunflower seed oil and rapeseed oil from vegetable, and Tall oil from animal sources. Many vegetable oils are often hydrolyzed to yield the acids which are subsequently combined selectively to form specialist synthetic esters.
[edit] Synthetic oils
Polyalpha-olefin (PAO)
Synthetic esters
Polyalkylene glycols (PAG)
Phosphate esters
Alkylated naphthalenes (AN)
Silicate esters
Ionic fluids
[edit] Solid lubricants
[edit] Teflon or PTFE
Teflon or PTFE is typically used as a coating layer on, for example, cooking utensils to provide a non-stick surface.
[edit] Mineral
Graphite, hexagonal Boron nitride ([2]), Molybdenum disulfide and Tungsten disulfide are examples of materials that can be used as solid lubricants often to very high temperature. The use of such materials are still restricted by their poor resistance to oxidation (for example, molybdenum disulfide can only be used up to 350C in air, but 1100 in reducing environments).
[edit] Other relevant phenomena
[edit] 'Glaze' formation (high temperature wear)
A further phenomenon that has undergone investigation in relation to high temperature wear prevention and lubrication, is that of 'glaze' formation ([3]). This is the generation of a compacted oxide layer which sinters together to form a crystalline 'glaze' (not the amorphous layer seen in pottery) generally at high temperatures, from metallic surfaces sliding against each other (or a metallic surface against a ceramic surface). Due to the elimination of metallic contact and adhesion by the generation of oxide, friction and wear is reduced. Effectively, such a surface is self-lubricating.
As the 'glaze' is already an oxide, it can survive to very high temperatures in air or oxidising environments. However, it is disadvantaged by it being necessary for the base metal (or ceramic) having to undergo some wear first to generate sufficient oxide debris.
[edit] Additives
A large number of additives are used to impart performance characteristics to the lubricants. The main families of additives are:
Antioxidants
Detergents
Anti-wear
Metal deactivators
Corrosion inhibitors, Rust inhibitors
Friction modifiers
Extreme Pressure
- - -
Anti-foaming agents
Viscosity index improvers
Demulsifying/Emulsifying
Stickiness improver, provide adhesive property towards tool surface (in metalworking)
Complexing agent (in case of greases)
Note that many of the basic chemical compounds used as detergents (example: calcium sulfonate) serve the purpose of the first seven items in the list as well. Usually it is not economically or technically feasible to use a single do-it-all additive compound. Oils for hypoid gear lubrication will contain high content of EP additives. Grease lubricants may contain large amount of solid particle friction modifiers, such as graphite, molybden sulfide, etc.
[edit] Application by fluid types
Automotive
Engine oils
Petrol (Gasoline) engine oils
Diesel engine oils
Automatic transmission fluid
Gearbox fluids
Brake fluids
Hydraulic fluids
Tractor (one lubricant for all systems)
Universal Tractor Transmission Oil - UTTO
Super Tractor Oil Universal - STOU - includes engine
Other motors
2-stroke engine oils
Industrial
Hydraulic oils
Air compressor oils
Gas Compressor oils
Gear oils
Bearing and circulating system oils
Refrigerator compressor oils
Steam and gas turbine oils
Aviation
Gas turbine engine oils
Piston engine oils
Marine
Crosshead cylinder oils
Crosshead Crankcase oils
Trunk piston engine oils
Stern tube lubricants
[edit] Marketing
The global lubricant market is generally competitive with numerous manufacturers and marketers. Overall the western market may be considered mature with a flat to declining overall volumes while there is strong growth in the emerging economies. The lubricant marketers generally--- pursue one or more of the following strategies when pursuing business.
Specification:
The lubricant is said to meet a certain specification. In the consumer market, this is often supported by a logo, symbol or words that inform the consumer that the lubricant marketer has obtained independent verification of conformance to the specification. Examples of these include the API’s donut logo or the NSF tick mark. The most widely perceived is SAE viscosity specification, like SAE 10W-40. Lubricity specifications are institute and manufacturer based. In the U.S. institute: API S for petrol engines, API C for diesel engines. For 2007 the current specs are API SM and API CJ. Higher second letter marks better oil properties, like lower engine wear supported by tests. In EU the ACEA specifications are used. There are classes A,B,C,E with number following the letter. Japan introduced the JASO specification for motorbike engines. In the industrial market place the specification may take the form of a legal contract to supply a conforming fluid or purchasers may choose to buy on the basis of a manufacturers own published specification.
Original equipment manufacturer (OEM) approval:
Specifications often denote a minimum acceptable performance levels. Thus many equipment manufacturers add on their own particular requirements or tighten the tolerance on a general specification to meet their particular needs (or doing a different set of tests or using different/own testbed engine). This gives the lubricant marketer an avenue to differentiate their product by designing it to meet an OEM specification. Often, the OEM carries out extensive testing and maintains an active list of approved products. This is a powerful marketing tool in the lubricant marketplace. Text on the back of the motor oil label usually has a list of conformity to some OEM specifications, such as MB, MAN, Volvo, Cummins, VW, BMW or others. Manufactures may have vastly different specifications for the range of engines they make; one may not be completely suitable for some other.
Performance:
The lubricant marketer claims benefits for the customer based on the superior performance of the lubricant. Such marketing is supported by glamorous advertising, sponsorships of typically sporting events and endorsements. Unfortunately broad performance claims are common in the consumer marketplace, which are difficult or impossible for a typical consumer to verify. In the B2B market place the marketer is normally expected to show data that supports the claims, hence reducing the use of broad claims. Increasing performance, reducing wear and fuel consumption is also aim of the later API, ACEA and car manufacturer oil specifications, so lubricant marketers can back their claims by doing extensive (and expensive) testing.
Longevity:
The marketer claims that their lubricant maintains its performance over a longer period of time. For example in the consumer market, a typical motor oil change interval is around the 3000-6000 miles (7500-15000 km). The lubricant marketer may offer a lubricant that lasts for 12000 (30000km) miles or more to convince a user to pay a premium. Typically, the consumer would need to check or balance the longer life and any warranties offered by the lubricant manufacturer with the possible loss of equipment manufacturer warranties by not following its schedule. Many car and engine manufacturers support extended drain intervals, but request extended drain interval certified oil used in that case; and sometimes a special oil filter. Example: In older Mercedes-Benz engines and in truck engines one can use engine oil MB 228.1 for basic drain interval. Engine oils conforming with higher specification MB 228.3 may be used twice as long, oil of MB 228.5 specification 3x longer. Note that the oil drain interval is valid for new engine with fuel conforming car manufacturer specification. When using lower grade fuel, or worn engine the oil change interval has to shorten accordingly. In general oils approved for extended use are of higher specification and reduce wear. In the industrial market place the longevity is generally measured in time units and the lubricant marketer can suffer large financial penalties if their claims are not substantiated.
Efficiency:
The lubricant marketer claims improved equipment efficiency when compared to rival products or technologies, the claim is usually valid when comparing lubricant of higher specification with previous grade. Typically the efficiency is proved by showing a reduction in energy costs to operate the system. Guaranteeing improved efficiency is the goal of some oil test specifications such as API CI-4 Plus for diesel engines. Some car/engine manufacturers also specifically request certain higher efficiency level for lubricants for extended drain intervals.
Operational tolerance:
The lubricant is claimed to cope with specific operational environment needs. Some common environments include dry, wet, cold, hot, fire risk, high load, high or low speed, chemical compatibility, atmospheric compatibility, pressure or vacuum and various combinations. The usual thermal characteristics is outlined with SAE viscosity given for 100°C, like SAE 30, SAE 40. For low temperature viscosity the SAE xxW mark is used. Both markings can be combined together to form a SAE 0W-60 for example. Viscosity index (VI) marks viscosity change with temperature, with higher VI numbers being more temperature stable.
Economy:
The marketer offers a lubricant at a lower cost than rivals either in the same grade or a similar one that will fill the purpose for lesser price. (Stationary installations with short drain intervals.) Alternative may be offering a more expensive lubricant and promise return in lower wear, specific fuel consumption or longer drain intervals. (Expensive machinery, un-affordable downtimes.)
Environment friendly:
The lubricant is said to be environmentally friendly. Typically this is supported by qualifying statements or conformance to generally accepted approvals. Several organizations, typically government sponsored, exist globally to qualify and approve such lubricants by evaluating their potential for environmental harm. Typically, the lubricant manufacturer is allowed to indicate such approval by showing some special mark. Examples include the German “Blue Angel”, European “Daisy” Eco label, Global Eco-Label “GEN mark”, Nordic, “White Swan”, Japanese “Earth friendly mark”; USA “Green Seal”, Canadian “Environmental Choice”, Chinese “Huan”, Singapore “Green Label” and the French “NF Environment mark”.
Composition:
The marketer claims novel composition of the lubricant which improves some tangible performance over its rivals. Typically the technology is protected via formal patents or other intellectual property protection mechanism to prevent rivals from copying. Lot of claims in this area are simple marketing buzzwords, since most of them are related to a manufacturer specific process naming (which achieves similar results than other ones) but the competition is prohibited from using a trademark.
Quality:
The marketer claims broad superior quality of its lubricant with no factual evidence. The quality is “proven” by references to famous brand, sporting figure, racing team, some professional endorsement or some similar subjective claim. All motor oil labels wear mark similar to "of outstanding quality" or "quality additives", the actual comparative evidence is always lacking.
[edit] Disposal and environmental issues
It is estimated that 40% of all lubricants are released into the environment. Disposal: Recycling, burning, landfill and discharge into water may achieve disposal of used lubricant. There are typically strict regulations in most countries regarding disposal in landfill and discharge into water as even small amount of lubricant can contaminate a large amount of water. Most regulations permit a threshold level of lubricant that may be present in waste streams and companies spend hundreds of millions of dollars annually in treating their waste waters to get to acceptable levels. Burning the lubricant as fuel, typically to generate electricity, is also governed by regulations mainly on account of the relatively high level of additives present. Burning generates both airborne pollutants and ash rich in toxic materials, mainly heavy metal compounds. Thus lubricant burning takes place in specialized facilities that have incorporated special scrubbers to remove airborne pollutants and have access to landfill sites with permits to handle the toxic ash. Unfortunately, most lubricant that ends up directly in the environment is due to general public discharging it onto the ground, into drains and directly into landfills as trash. Other direct contamination sources include runoff from roadways, accidental spillages, natural or man-made disasters and pipeline leakages. Improvement in filtration technologies and processes has now made recycling a viable option (with rising price of base stock and crude oil). Typically various filtration systems remove particulates, additives and oxidation products and recover the base oil. The oil may get refined during the process. This base oil is then treated much the same as virgin base oil however there is considerable reluctance to use recycled oils as they are generally considered inferior. Basestock fractionally vacuum distilled from used lubricants has superior properties to all natural oils, but cost effectiveness depends on many factors. Used lubricant may also be used as refinery feedstock to become part of crude oil. Again there is considerable reluctance to this use as the additives, soot and wear metals will seriously poison/deactivate the critical catalysts in the process. Cost prohibits carrying out both filtration (soot, additives removal) and re-refining (distilling, isomerisation, hydrocrack, etc.) however the primary hindrance to recycling still remains the collection of fluids as refineries need continuous supply in amounts measured in cisterns, rail tanks. Occasionally, unused lubricant requires disposal. The best course of action in such situations is to return it to the manufacturer where it can be processed as a part of fresh batches. Environment: Lubricants both fresh and used can cause considerable damage to the environment mainly due to their high potential of serious water pollution. Further the additives typically contained in lubricant can be toxic to flora and fauna. In used fluids the oxidation products can be toxic as well. Lubricant persistence in the environment largely depends upon the base fluid, however if very toxic additives are used they may negatively affect the persistence. Lanolin lubricants are non-toxic making them the environmental alternative which is safe for both users and the environment.
[edit] Societies and industry bodies
API
American Petroleum Institute
STLE
Society of Tribologists and Lubrication Engineers
NLGI
National Lubricating Grease institute
SAE
Society of Automotive Engineers
ILMA
Independent lubricant manufacturer association
European Automobile Manufacturers Association
ACEA
Japanese Automotive Standards Organization
JASO
[edit] Major publications
Peer reviewed
Tribology Transactions
Journal of Synthetic Lubricants
Trade periodicals
Tribology and Lubrication Technology
Lubes n’ Greases
Compoundings
Chemical Market Review
Machinery lubrication
[edit] References
This article or section includes a list of references or external links, but its sources remain unclear because it lacks in-text citations.
You can improve this article by introducing more precise citations.
[1] API 1509, Engine Oil Licensing and Certification System, 15th Edition, 2002. Appendix E, API Base Oil Interchangeability Guidelines for Passenger Car Motor Oils and Diesel Engine Oils (revised)
[2] Boughton and Horvath, 2003, Environmental Assessment of Used Oil Management Methods, Environmental Science and Technology, V38(2) http://pubs.acs.org/cgi-bin/article.cgi/esthag/2004/38/i02/pdf/es034236p.pdf
[3] I.A. Inman. Compacted Oxide Layer Formation under Conditions of Limited Debris Retention at the Wear Interface during High Temperature Sliding Wear of Superalloys, Ph.D. Thesis (2003), Northumbria University, ISBN 1-58112-321-3 (3)http://mysite.wanadoo-members.co.uk/high_temp_wear/mythesis.html
[4] Mercedes-Benz oil recommendations, extracted from factory manuals and personal research (4)http://www.whnet.com/4x4/oil.html
[5] Measuring reserve alkalinity and evaluation of wear dependence (5)http://www.practicingoilanalysis.com/article_detail.asp?articleid=354
[6] Testing used oil quality, list of possoble measurements (6)http://www.practicingoilanalysis.com/article_detail.asp?articleid=873&relatedbookgroup=OilAnalysis
Most topics discussed above can be found in this 700-page long book: [7] Lubricant Additives: Chemistry and Applications, Leslie R. Rudnick, CRC Press. (7) http://books.google.sk/books?id=cwWgbmL5fyIC&printsec=frontcover&hl=en
[edit] See also
Castor oil
WD-40
Retrieved from "http://en.wikipedia.org/wiki/Lubricant"
Categories: Petroleum products | Lubricants
Hidden categories: Cleanup from May 2008 | All pages needing cleanup | Articles lacking in-text citations
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One of the single largest applications for lubricants, in the form of motor oil, is to protect the internal combustion engines in motor vehicles and powered equipment.
Typically lubricants contain 90% base oil (most often petroleum fractions, called mineral oils) and less than 10% additives. Vegetable oils or synthetic liquids such as hydrogenated polyolefins, esters, silicone, fluorocarbons and many others are sometimes used as base oils. Additives deliver reduced friction and wear, increased viscosity, improved viscosity index, resistance to corrosion and oxidation, aging or contamination, etc.
Lubricants such as 2-cycle oil are also added to some fuels. Sulfur impurities in fuels also provide some lubrication properties, which has to be taken in account when switching to a low-sulfur diesel; biodiesel is a popular diesel fuel additive providing additional lubricity.
Non-liquid lubricants include grease, powders (dry graphite, PTFE, Molybdenum disulfide, tungsten disulfide, etc.), teflon tape used in plumbing, air cushion and others. Dry lubricants such as graphite, molybdenum disulfide and tungsten disulfide also offer lubrication at temperatures (up to 350 °C) higher than liquid and oil-based lubricants are able to operate. Limited interest has been shown in low friction properties of compacted oxide glaze layers formed at several hundred degrees Celsius in metallic sliding systems, however, practical use is still many years away due to their physically unstable nature.
Another approach to reducing friction and wear is to use bearings such as ball bearings, roller bearings or air bearings, which in turn require internal lubrication themselves, or to use sound, in the case of acoustic lubrication.
In addition to automotive and industrial applications, lubricants are used for many other purposes, including as a personal lubricant, bio-medical applications (e.g. lubricants for artificial joints) and others.
Contents
[hide]
1 Purpose
1.1 Keep moving parts apart
1.2 Reduce friction
1.3 Transfer heat
1.4 Carry away contaminants and debris
1.5 Transmit power
1.6 Protect against wear
1.7 Prevent corrosion
2 History
3 General composition
4 Types of lubricants
4.1 Liquid lubricants
4.1.1 Lanolin
4.1.2 Water
4.1.3 Mineral oil
4.1.4 Vegetable (natural) oils
4.1.5 Synthetic oils
5 Solid lubricants
5.1 Teflon or PTFE
5.2 Mineral
6 Other relevant phenomena
6.1 'Glaze' formation (high temperature wear)
7 Additives
8 Application by fluid types
9 Marketing
10 Disposal and environmental issues
11 Societies and industry bodies
12 Major publications
13 References
14 See also
[edit] Purpose
Lubricants perform the following key functions.
Keep moving parts apart
Reduce friction
Transfer heat
Carry away contaminants & debris
Transmit power
Protect against wear
Prevent corrosion
Stop the risk of smoke and fire of objects
[edit] Keep moving parts apart
Lubricants are typically used to separate moving parts in a system. This has the benefit of reducing friction and surface fatigue together with reduced heat generation, operating noise and vibrations. Lubricants achieve this by several ways. The most common is by forming a physical barrier i.e. a thin layer of lubricant separates the moving parts. This is termed hydrodynamic lubrication. In cases of high surface pressures or temperatures the fluid film is much thinner and some of the forces are transmitted between the surfaces through the lubricant. This is termed elasto-hydrodynamic lubrication.
[edit] Reduce friction
Typically the lubricant-to-surface friction is much less than surface-to-surface friction in a system without any lubrication. Thus use of a lubricant reduces the overall system friction. Reduced friction has the benefit of reducing heat generation and reduced formation of wear particles as well as improved efficiency. Lubricants may contain additives known as friction modifiers that chemically bind to metal surfaces to reduce surface friction even when there is insufficient bulk lubricant present for hydrodynamic lubrication, e.g. protecting the valve train in a car engine at startup.
[edit] Transfer heat
Both gas and liquid lubricants can transfer heat. However, liquid lubricants are much more effective on account of their high specific heat capacity. Typically the liquid lubricant is constantly circulated to and from a cooler part of the system, although lubricants may be used to warm as well as to cool when a regulated temperature is required. This circulating flow also determines the amount of heat that is carried away in any given unit of time. High flow systems can carry away a lot of heat and have the additional benefit of reducing the thermal stress on the lubricant. Thus lower cost liquid lubricants may be used. The primary drawback is that high flows typically require larger sumps and bigger cooling units. A secondary drawback is that a high flow system that relies on the flow rate to protect the lubricant from thermal stress is susceptible to catastrophic failure during sudden system shut downs. An automotive oil-cooled turbocharger is a typical example. Turbochargers get red hot during operation and the oil that is cooling them only survives as its residence time in the system is very short i.e. high flow rate. If the system is shut down suddenly (pulling into a service area after a high speed drive and stopping the engine) the oil that is in the turbo charger immediately oxidizes and will clog the oil ways with deposits. Over time these deposits can completely block the oil ways, reducing the cooling with the result that the turbo charger experiences total failure typically with seized bearings. Non-flowing lubricants such as greases & pastes are not effective at heat transfer although they do contribute by reducing the generation of heat in the first place.
[edit] Carry away contaminants and debris
Lubricant circulation systems have the benefit of carrying away internally generated debris and external contaminants that get introduced into the system to a filter where they can be removed. Lubricants for machines that regularly generate debris or contaminants such as automotive engines typically contain detergent and dispersant additives to assist in debris and contaminant transport to the filter and removal. Over time the filter will get clogged and require cleaning or replacement, hence the recommendation to change a car's oil filter at the same time as changing the oil. In closed systems such as gear boxes the filter may be supplemented by a magnet to attract any iron fines that get created.
It is apparent that in a circulatory system the oil will only be as clean as the filter can make it, thus it is unfortunate that there are no industry standards by which consumers can readily assess the filtering ability of various automotive filters. Poor filtration significantly reduces the life of the machine (engine) as well as making the system inefficient.
[edit] Transmit power
Pascal's law is at the heart of hydrostatic power transmission. Hydraulic fluids comprise a large portion of all lubricants produced in the world.
[edit] Protect against wear
Lubricants prevent wear by keeping the moving parts apart. Lubricants may also contain anti-wear or extreme pressure additives to boost their performance against wear and fatigue.
[edit] Prevent corrosion
Good quality lubricants are typically formulated with additives that form chemical bonds with surfaces to prevent corrosion and rust.
[edit] History
Romans used rags dipped in animal fat to lubricate wagon wheels; however the science of lubrication (tribology) really only took off with the industrial revolution in the nineteenth century.
[edit] General composition
Lubricants are generally composed of a majority of base oil and a minority of additives to impart desirable characteristics.
[edit] Types of lubricants
Liquid including emulsions and suspensions
Solid
Greases
Adhesive
[edit] Liquid lubricants
Liquid lubricants may be characterized in many different ways. One of the most common ways is by the type of base oil used. Following are the most common types.
Lanolin (wool grease, natural water repellant)
Water
Mineral oils
Vegetable (natural oil)
Synthetic oils
Others
Note: although generally lubricants are based on one type of base oil or another, it is quite possible to use mixtures of the base oils to meet performance requirements.
[edit] Lanolin
A natural water repellent, lanolin is derived from sheep wool grease, and is an alternative to the more common petro-chemical based lubricants. This lubricants are also corrosion inhibitors, protecting against rust, salt and acids.
[edit] Water
Water can be used on its own, or as a major component in combination with one of the other base oils. Commonly used in engineering processes, such as milling and lathe turning.
[edit] Mineral oil
This term is used to encompass lubricating base oil derived from crude oil. The American Petroleum Institute (API) designates several types of lubricant base oil identified [1] as:
Group I - Saturates <90% and/or sulphur >0.03%, and Society of Automotive Engineers (SAE) viscosity index (VI) = >80 to <120
- Manufactured by solvent extraction, solvent or catalytic dewaxing, and hydro-finishing processes. Common Group I base oil are 150SN (solvent neutral), 500SN, and 150BS (brightstok)
Group II – Saturates >90% and sulfur <0.03%, and SAE viscosity index >80 to <120
- Manufactured by hydrocracking and solvent or catalytic dewaxing processes. Group II base oil has superior anti-oxidation properties since virtually all hydrocarbon molecules are saturated. It has water-white color.
Group III – Saturates > 90%, sulfur <0.03%, and SAE viscosity index >120
- Manufactured by special processes such as isohydromerization. Can be manufactured from base oil or slax wax from dewaxing process.
Group IV – Polyalphaolefins (PAO)
Group V – All others not included above
Such as naphthenics, PAG, esters, and etc.
In North America, Groups III, IV and V are now described as synthetic lubricants, with group III frequently described as synthesised hydrocarbons, or SHCs. In Europe, only Groups IV and V may be classed as synthetics.
The lubricant industry commonly extends this group terminology to include:
Group I+ with a Viscosity Index of 103 - 108
Group II+ with a Viscosity Index of 113 - 119
Group III+ with a Viscosity Index of >= 140
Can also be classified into three categories depending on the prevailing compositions: - Paraffinic - Naphthenic - Aromatic
[edit] Vegetable (natural) oils
These are primarily triglyceride esters derived from plants and animals. For lubricant base oil use the vegetable derived materials are preferred. Common ones include high oleic canola oil, castor oil, palm oil, sunflower seed oil and rapeseed oil from vegetable, and Tall oil from animal sources. Many vegetable oils are often hydrolyzed to yield the acids which are subsequently combined selectively to form specialist synthetic esters.
[edit] Synthetic oils
Polyalpha-olefin (PAO)
Synthetic esters
Polyalkylene glycols (PAG)
Phosphate esters
Alkylated naphthalenes (AN)
Silicate esters
Ionic fluids
[edit] Solid lubricants
[edit] Teflon or PTFE
Teflon or PTFE is typically used as a coating layer on, for example, cooking utensils to provide a non-stick surface.
[edit] Mineral
Graphite, hexagonal Boron nitride ([2]), Molybdenum disulfide and Tungsten disulfide are examples of materials that can be used as solid lubricants often to very high temperature. The use of such materials are still restricted by their poor resistance to oxidation (for example, molybdenum disulfide can only be used up to 350C in air, but 1100 in reducing environments).
[edit] Other relevant phenomena
[edit] 'Glaze' formation (high temperature wear)
A further phenomenon that has undergone investigation in relation to high temperature wear prevention and lubrication, is that of 'glaze' formation ([3]). This is the generation of a compacted oxide layer which sinters together to form a crystalline 'glaze' (not the amorphous layer seen in pottery) generally at high temperatures, from metallic surfaces sliding against each other (or a metallic surface against a ceramic surface). Due to the elimination of metallic contact and adhesion by the generation of oxide, friction and wear is reduced. Effectively, such a surface is self-lubricating.
As the 'glaze' is already an oxide, it can survive to very high temperatures in air or oxidising environments. However, it is disadvantaged by it being necessary for the base metal (or ceramic) having to undergo some wear first to generate sufficient oxide debris.
[edit] Additives
A large number of additives are used to impart performance characteristics to the lubricants. The main families of additives are:
Antioxidants
Detergents
Anti-wear
Metal deactivators
Corrosion inhibitors, Rust inhibitors
Friction modifiers
Extreme Pressure
- - -
Anti-foaming agents
Viscosity index improvers
Demulsifying/Emulsifying
Stickiness improver, provide adhesive property towards tool surface (in metalworking)
Complexing agent (in case of greases)
Note that many of the basic chemical compounds used as detergents (example: calcium sulfonate) serve the purpose of the first seven items in the list as well. Usually it is not economically or technically feasible to use a single do-it-all additive compound. Oils for hypoid gear lubrication will contain high content of EP additives. Grease lubricants may contain large amount of solid particle friction modifiers, such as graphite, molybden sulfide, etc.
[edit] Application by fluid types
Automotive
Engine oils
Petrol (Gasoline) engine oils
Diesel engine oils
Automatic transmission fluid
Gearbox fluids
Brake fluids
Hydraulic fluids
Tractor (one lubricant for all systems)
Universal Tractor Transmission Oil - UTTO
Super Tractor Oil Universal - STOU - includes engine
Other motors
2-stroke engine oils
Industrial
Hydraulic oils
Air compressor oils
Gas Compressor oils
Gear oils
Bearing and circulating system oils
Refrigerator compressor oils
Steam and gas turbine oils
Aviation
Gas turbine engine oils
Piston engine oils
Marine
Crosshead cylinder oils
Crosshead Crankcase oils
Trunk piston engine oils
Stern tube lubricants
[edit] Marketing
The global lubricant market is generally competitive with numerous manufacturers and marketers. Overall the western market may be considered mature with a flat to declining overall volumes while there is strong growth in the emerging economies. The lubricant marketers generally--- pursue one or more of the following strategies when pursuing business.
Specification:
The lubricant is said to meet a certain specification. In the consumer market, this is often supported by a logo, symbol or words that inform the consumer that the lubricant marketer has obtained independent verification of conformance to the specification. Examples of these include the API’s donut logo or the NSF tick mark. The most widely perceived is SAE viscosity specification, like SAE 10W-40. Lubricity specifications are institute and manufacturer based. In the U.S. institute: API S for petrol engines, API C for diesel engines. For 2007 the current specs are API SM and API CJ. Higher second letter marks better oil properties, like lower engine wear supported by tests. In EU the ACEA specifications are used. There are classes A,B,C,E with number following the letter. Japan introduced the JASO specification for motorbike engines. In the industrial market place the specification may take the form of a legal contract to supply a conforming fluid or purchasers may choose to buy on the basis of a manufacturers own published specification.
Original equipment manufacturer (OEM) approval:
Specifications often denote a minimum acceptable performance levels. Thus many equipment manufacturers add on their own particular requirements or tighten the tolerance on a general specification to meet their particular needs (or doing a different set of tests or using different/own testbed engine). This gives the lubricant marketer an avenue to differentiate their product by designing it to meet an OEM specification. Often, the OEM carries out extensive testing and maintains an active list of approved products. This is a powerful marketing tool in the lubricant marketplace. Text on the back of the motor oil label usually has a list of conformity to some OEM specifications, such as MB, MAN, Volvo, Cummins, VW, BMW or others. Manufactures may have vastly different specifications for the range of engines they make; one may not be completely suitable for some other.
Performance:
The lubricant marketer claims benefits for the customer based on the superior performance of the lubricant. Such marketing is supported by glamorous advertising, sponsorships of typically sporting events and endorsements. Unfortunately broad performance claims are common in the consumer marketplace, which are difficult or impossible for a typical consumer to verify. In the B2B market place the marketer is normally expected to show data that supports the claims, hence reducing the use of broad claims. Increasing performance, reducing wear and fuel consumption is also aim of the later API, ACEA and car manufacturer oil specifications, so lubricant marketers can back their claims by doing extensive (and expensive) testing.
Longevity:
The marketer claims that their lubricant maintains its performance over a longer period of time. For example in the consumer market, a typical motor oil change interval is around the 3000-6000 miles (7500-15000 km). The lubricant marketer may offer a lubricant that lasts for 12000 (30000km) miles or more to convince a user to pay a premium. Typically, the consumer would need to check or balance the longer life and any warranties offered by the lubricant manufacturer with the possible loss of equipment manufacturer warranties by not following its schedule. Many car and engine manufacturers support extended drain intervals, but request extended drain interval certified oil used in that case; and sometimes a special oil filter. Example: In older Mercedes-Benz engines and in truck engines one can use engine oil MB 228.1 for basic drain interval. Engine oils conforming with higher specification MB 228.3 may be used twice as long, oil of MB 228.5 specification 3x longer. Note that the oil drain interval is valid for new engine with fuel conforming car manufacturer specification. When using lower grade fuel, or worn engine the oil change interval has to shorten accordingly. In general oils approved for extended use are of higher specification and reduce wear. In the industrial market place the longevity is generally measured in time units and the lubricant marketer can suffer large financial penalties if their claims are not substantiated.
Efficiency:
The lubricant marketer claims improved equipment efficiency when compared to rival products or technologies, the claim is usually valid when comparing lubricant of higher specification with previous grade. Typically the efficiency is proved by showing a reduction in energy costs to operate the system. Guaranteeing improved efficiency is the goal of some oil test specifications such as API CI-4 Plus for diesel engines. Some car/engine manufacturers also specifically request certain higher efficiency level for lubricants for extended drain intervals.
Operational tolerance:
The lubricant is claimed to cope with specific operational environment needs. Some common environments include dry, wet, cold, hot, fire risk, high load, high or low speed, chemical compatibility, atmospheric compatibility, pressure or vacuum and various combinations. The usual thermal characteristics is outlined with SAE viscosity given for 100°C, like SAE 30, SAE 40. For low temperature viscosity the SAE xxW mark is used. Both markings can be combined together to form a SAE 0W-60 for example. Viscosity index (VI) marks viscosity change with temperature, with higher VI numbers being more temperature stable.
Economy:
The marketer offers a lubricant at a lower cost than rivals either in the same grade or a similar one that will fill the purpose for lesser price. (Stationary installations with short drain intervals.) Alternative may be offering a more expensive lubricant and promise return in lower wear, specific fuel consumption or longer drain intervals. (Expensive machinery, un-affordable downtimes.)
Environment friendly:
The lubricant is said to be environmentally friendly. Typically this is supported by qualifying statements or conformance to generally accepted approvals. Several organizations, typically government sponsored, exist globally to qualify and approve such lubricants by evaluating their potential for environmental harm. Typically, the lubricant manufacturer is allowed to indicate such approval by showing some special mark. Examples include the German “Blue Angel”, European “Daisy” Eco label, Global Eco-Label “GEN mark”, Nordic, “White Swan”, Japanese “Earth friendly mark”; USA “Green Seal”, Canadian “Environmental Choice”, Chinese “Huan”, Singapore “Green Label” and the French “NF Environment mark”.
Composition:
The marketer claims novel composition of the lubricant which improves some tangible performance over its rivals. Typically the technology is protected via formal patents or other intellectual property protection mechanism to prevent rivals from copying. Lot of claims in this area are simple marketing buzzwords, since most of them are related to a manufacturer specific process naming (which achieves similar results than other ones) but the competition is prohibited from using a trademark.
Quality:
The marketer claims broad superior quality of its lubricant with no factual evidence. The quality is “proven” by references to famous brand, sporting figure, racing team, some professional endorsement or some similar subjective claim. All motor oil labels wear mark similar to "of outstanding quality" or "quality additives", the actual comparative evidence is always lacking.
[edit] Disposal and environmental issues
It is estimated that 40% of all lubricants are released into the environment. Disposal: Recycling, burning, landfill and discharge into water may achieve disposal of used lubricant. There are typically strict regulations in most countries regarding disposal in landfill and discharge into water as even small amount of lubricant can contaminate a large amount of water. Most regulations permit a threshold level of lubricant that may be present in waste streams and companies spend hundreds of millions of dollars annually in treating their waste waters to get to acceptable levels. Burning the lubricant as fuel, typically to generate electricity, is also governed by regulations mainly on account of the relatively high level of additives present. Burning generates both airborne pollutants and ash rich in toxic materials, mainly heavy metal compounds. Thus lubricant burning takes place in specialized facilities that have incorporated special scrubbers to remove airborne pollutants and have access to landfill sites with permits to handle the toxic ash. Unfortunately, most lubricant that ends up directly in the environment is due to general public discharging it onto the ground, into drains and directly into landfills as trash. Other direct contamination sources include runoff from roadways, accidental spillages, natural or man-made disasters and pipeline leakages. Improvement in filtration technologies and processes has now made recycling a viable option (with rising price of base stock and crude oil). Typically various filtration systems remove particulates, additives and oxidation products and recover the base oil. The oil may get refined during the process. This base oil is then treated much the same as virgin base oil however there is considerable reluctance to use recycled oils as they are generally considered inferior. Basestock fractionally vacuum distilled from used lubricants has superior properties to all natural oils, but cost effectiveness depends on many factors. Used lubricant may also be used as refinery feedstock to become part of crude oil. Again there is considerable reluctance to this use as the additives, soot and wear metals will seriously poison/deactivate the critical catalysts in the process. Cost prohibits carrying out both filtration (soot, additives removal) and re-refining (distilling, isomerisation, hydrocrack, etc.) however the primary hindrance to recycling still remains the collection of fluids as refineries need continuous supply in amounts measured in cisterns, rail tanks. Occasionally, unused lubricant requires disposal. The best course of action in such situations is to return it to the manufacturer where it can be processed as a part of fresh batches. Environment: Lubricants both fresh and used can cause considerable damage to the environment mainly due to their high potential of serious water pollution. Further the additives typically contained in lubricant can be toxic to flora and fauna. In used fluids the oxidation products can be toxic as well. Lubricant persistence in the environment largely depends upon the base fluid, however if very toxic additives are used they may negatively affect the persistence. Lanolin lubricants are non-toxic making them the environmental alternative which is safe for both users and the environment.
[edit] Societies and industry bodies
API
American Petroleum Institute
STLE
Society of Tribologists and Lubrication Engineers
NLGI
National Lubricating Grease institute
SAE
Society of Automotive Engineers
ILMA
Independent lubricant manufacturer association
European Automobile Manufacturers Association
ACEA
Japanese Automotive Standards Organization
JASO
[edit] Major publications
Peer reviewed
Tribology Transactions
Journal of Synthetic Lubricants
Trade periodicals
Tribology and Lubrication Technology
Lubes n’ Greases
Compoundings
Chemical Market Review
Machinery lubrication
[edit] References
This article or section includes a list of references or external links, but its sources remain unclear because it lacks in-text citations.
You can improve this article by introducing more precise citations.
[1] API 1509, Engine Oil Licensing and Certification System, 15th Edition, 2002. Appendix E, API Base Oil Interchangeability Guidelines for Passenger Car Motor Oils and Diesel Engine Oils (revised)
[2] Boughton and Horvath, 2003, Environmental Assessment of Used Oil Management Methods, Environmental Science and Technology, V38(2) http://pubs.acs.org/cgi-bin/article.cgi/esthag/2004/38/i02/pdf/es034236p.pdf
[3] I.A. Inman. Compacted Oxide Layer Formation under Conditions of Limited Debris Retention at the Wear Interface during High Temperature Sliding Wear of Superalloys, Ph.D. Thesis (2003), Northumbria University, ISBN 1-58112-321-3 (3)http://mysite.wanadoo-members.co.uk/high_temp_wear/mythesis.html
[4] Mercedes-Benz oil recommendations, extracted from factory manuals and personal research (4)http://www.whnet.com/4x4/oil.html
[5] Measuring reserve alkalinity and evaluation of wear dependence (5)http://www.practicingoilanalysis.com/article_detail.asp?articleid=354
[6] Testing used oil quality, list of possoble measurements (6)http://www.practicingoilanalysis.com/article_detail.asp?articleid=873&relatedbookgroup=OilAnalysis
Most topics discussed above can be found in this 700-page long book: [7] Lubricant Additives: Chemistry and Applications, Leslie R. Rudnick, CRC Press. (7) http://books.google.sk/books?id=cwWgbmL5fyIC&printsec=frontcover&hl=en
[edit] See also
Castor oil
WD-40
Retrieved from "http://en.wikipedia.org/wiki/Lubricant"
Categories: Petroleum products | Lubricants
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This page was last modified on 9 June 2008, at 11:46.
All text is available under the terms of the GNU Free Documentation License. (See Copyrights for details.)
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FREQUENTLY ASKED QUESTIONS AND MYTHS
Not long ago, Plant Engineering printed a comprehensive article entitled
“Separating fact from fiction – Some ‘Straight Talk’ About 31 Common Lubrication Myths”
Written By ERIK R. FLEISCHER, Mobil Oil Corp., Fairfax, VA, it’s reproduced with permission from PLANT ENGINEERING (c) Technical Publishing Co.
MYTHS DIE HARD. Myths about industrial lubricants and lubrication are no exception. Most plant engineers know the ins and outs of machine lubrication, but, with industrial technology taking giant strides forward and lubrication technology keeping pace, it is not surprising that some engineers still retain a misconception or two. A group of field lubrication engineers, asked to share some of the more common engineers’ tales they heard, listed 31 recurrent myths, and then gave the real story behind each point. Click on any item to discover the true facts.
Myth No. 1: Oil is oil.
Myth No. 2: Pennsylvania crude oil makes the best lubricants.
Myth No. 3: Oil never wears out.
Myth No. 4: Old oil is the primary cause of lubricant-related equipment breakdowns.
Myth No. 5: To be able to select the right oil, you need to know only the physical specifications.
Myth No. 6: Viscosity determines the lubricity, or "oiliness," of an oil.
Myth No. 7: Oils of the same SAE or ISO numbers are interchangeable.
Myth No. 8: An increase in viscosity always indicates an increase in harmful insolubles.
Myth No. 9: Neutralization number measures inherent acidity of an oil.
Myth No. 10: Ash content measures abrasive constituents in an oil.
Myth No. 11: The oil’s Conradson carbon residue (CCR) rating should be known.
Myth No. 12: High specific gravity in an oil indicates poor oxidation resistance.
Myth No. 13: Pour point is the lowest temperature at which a pump will pick up an oil and move it through the system.
Myth No. 14: The performance of a hydraulic oil can be determined by its Turbine Oxidation Stability Test (TOST) value.
Myth No. 15: An oil’s only job is to lubricate.
Myth No. 16: If a little oil or grease is good, a lot is better.
Myth No. 17: The cleaner the oil is, the better the oil is.
Myth No. 18: Hydraulic oil isn’t a good lubricant.
Myth No. 19: Fire-resistant hydraulic oils don’t burn.
Myth No. 20: Quality of a grease can be evaluated by smelling, feeling, or tasting it.
Myth No. 21: Molybdenum disulfide (moly) is an extreme pressure (EP) agent in grease.
Myth No. 22: Grease color has a lot to do with grease quality.
Myth No. 23: A water-resistant grease completely repels water.
Myth No. 24: Dropping point determines the usable temperature range of a grease.
Myth No. 25: The higher the dropping point is, the better the grease is.
Myth No. 26: Machine manufacturers’ warranties usually require the use of particular lubricants.
Myth No. 27: Anyone can do the job of lubrication.
Myth No. 28: Lubrication is a costly headache.
Myth No. 29: The cost of lubricants is the highest of all lubrication costs.
Myth No. 30: A lot of money can be saved by conserving fuel, but conserving lubricants isn’t worth the effort.
Myth No. 31: When it comes to lubrication, nothing is new.
Myth No. 1: Oil is oil.
Some characteristics differ obviously between oils -- for example, viscosity. But other differences are not so obvious. There are hundreds of industrial lubricants, each formulated for specific applications, and each contains additives specially blended for those applications. Using the wrong lubricant is a major cause of lubricantrelated machine breakdowns. Using the right lubricant can help improve machine efficiency and extend component life.
(top)
Myth No. 2: Pennsylvania crude oil makes the best lubricants.
When Pennsylvania crude oil is refined, it readily yields a lubricant base stock that has relatively high resistance to oxidation and a high viscosity index (that is, its viscosity changes little over a wide temperature range). This feature was important when separating lubricant stocks from other crude oils was difficult, but for several decades oil companies have known how to get equally good lube base stocks from many different crude oils. And additives are much more important in today’s lubricants, and lube makers have learned how to adjust for variations in base stocks by modifying the additive package.
(top)
Myth No. 3: Oil never wears out.
Oil does wear out. The primary enemy of oil life is heat. At operating temperatures of 150º F and higher, oil begins to oxidize and thicken. Sooner or later, depending on oil quality and operating temperature, the oil will leave a trail of sludge and varnish throughout the machine. To prevent sludge and varnish, change the oil every 6 months in machines that operate at high temperatures, and every year in others. Some oil suppliers will take regular oil samples from critical industrial machines, run them through a battery of tests, and provide a report on oil condition. Such reports can pinpoint the right change intervals.
(top)
Myth No. 4: Old oil is the primary cause of lubricant-related equipment breakdowns.
The two most prevalent causes of lubricant-related breakdowns are: (1) use of the wrong lubricant, and (2) high concentrations of contaminants, especially dirt and metalwear particles that bombard machine components and cause premature wear and breakdowns. Again, monitor the condition of the oil. Testing can identify metalwear particles and warn of impending breakdowns.
(top)
Myth No. 5: To be able to select the right oil, you need to know only the physical specifications.
Physical specifications such as color, flash point, and gravity allow oil companies to manufacture lubricants to exacting standards. These characteristics tell very little about the lubricant’s intended applications, how it will perform, or the benefits provided by its additives.
The additives, primarily, improve performance and longevity. They reduce the pour point, and broaden the temperature range over which satisfactory viscosity is maintained. They inhibit foam formation, control oxidation and its harmful effects, prevent formation of varnish and sludge deposits, and reduce friction wear. But additives distort the results of conventional tests so that they have no meaning.
(top)
Myth No. 6: Viscosity determines the lubricity, or "oiliness," of an oil.
Heavier oils do form thicker lubricating films, but in today’s oils, additives also provide lubricity. Addition of fatty materials increases lubricity without necessarily increasing viscosity. Sulfate and metallic lubricity additives have no significant effect on viscosity.
(top)
Myth No. 7: Oils of the same SAE or ISO numbers are interchangeable.
SAE and ISO numbers are intended only as guidelines in selecting the proper viscosity. They tell nothing about other characteristics. A hydraulic oil and a motor oil with the same SAE number, for example, may have the same viscosity, but they cannot be used interchangeably.
(top)
Myth No. 8: An increase in viscosity always indicates an increase in harmful insolubles.
Detergent/dispersant additives can keep a substantial volume of insolubles in fine, uniform particles distributed throughout the body of oil so they will not form sludge or harmful deposits; viscosity increases but no harm is done. Eventually, however, the oil can carry no more of the potentially harmful insolubles. Viscosity tests indicate when that point (the "condemning limit") has been reached.
(top)
Myth No. 9: Neutralization number measures inherent acidity of an oil.
This number is rarely indicative of inherent acidity. Metallic additives increase the neutralization number in most oils. An increased neutralization number of an oil in service may mean that the oil is becoming increasingly corrosive, though contaminants and non-corrosive products of deterioration can also be the cause.
(top)
Myth No. 10: Ash content measures abrasive constituents In an oil.
Metallic additives may form ash that is not abrasive. Ash content does not reveal much about an oil. Abrasive constituents may be detected by forcing the oil through a fine (5 micron) filter disc and viewing the residue with a magnifying glass. The quantity of such constituents can be measured in the lab by spectrophotometry.
(top)
Myth No. 11: The oil’s Conradson carbon residue (CCR) rating should be known.
This test was developed to measure carbon residue in steam-cylinder lubricants. The procedure measures the residue after readily consumed components have been cooked off. In modern lubrication applications, oil is not cooked off. Carbonaceous deposits result, instead, from oil deterioration or contamination, and the CCR rating has little meaning.
(top)
Myth No. 12: High specific gravity in an oil indicates poor oxidation resistance.
Some high-specific-gravity (low API gravity) petroleum base stocks are less stable than lighter base stocks. Consequently, a high specific gravity has sometimes been interpreted as an indication that an oil is more subject to oxidation and other chemical deterioration. Improved refinery practices and additives can enhance oil stability. Specific gravity no longer tells anything about an oil’s performance or longevity.
(top)
Myth No. 13: Pour point is the lowest temperature at which a pump will pick up an oil and move it through the system.
Pour point tells only at what temperature the lubricant will be most viscous just short of solidification. It is determined by a carefully controlled laboratory test. In the test the head making the oil flow is about ¼ in. Under operating conditions, however, the head can be much higher or lower.
(top)
Myth No. 14: The performance of a hydraulic oil can best be determined by its Turbine Oxidation Stability Test (TOST) value.
The Turbine Oxidation Stability Test was devised when oil-additive technology was in its infancy, to measure the effectiveness of oxidation inhibitors in turbine oils. More meaningful tests have since come into prominence.
(top)
Myth No. 15: An oil’s only job is to lubricate.
In many applications, oil must also flush away dirt and wear particles and carry them to the machine’s filters. Oil also dissipates heat. Both oil and grease may help seal bearings to prevent the entry of contaminants.
(top)
Myth No. 16: If a little oil or grease is good, a lot is better.
Applying too much grease can rupture seals and thus allow contaminants to enter the machine. In an electric motor bearing, the grease can also penetrate the motor windings and cause the motor to burn out. Excessive grease in a bearing can also generate heat because fluid resistance is greater, contributing to a costly bearing failure.
Excessive oil can also generate heat because of increased fluid resistance; this heat shortens oil life. Overflowing reservoirs -- sometimes noticeable only after the machine stops and all oil has returned to the reservoir -- can contaminate the process and create unsafe work conditions. Overfilling splash systems can rupture seals.
(top)
Myth No. 17: The cleaner the oil is, the better the oil is.
In some cases, a dirty oil is satisfactory. Internal combustion engines, for example, create large amounts of unburned carbon and other materials that are carried in suspension in the oil until they can be deposited in the filter or the oil can be changed. Here, a dirty oil is probably doing its job. But in hydraulic systems in numerical control machines, even minute amounts of contaminants are intolerable because they quickly clog the servovalves. In short, for some applications the oil should look dirty, and for others, it must be clean. Monitoring oil condition is always advisable.
(top)
Myth No. 18: Hydraulic oil isn’t a good lubricant.
Although many people believe that hydraulic oil is in a class of its own, it is still an oil. In addition to providing a means of transmitting energy, it lubricates hydraulic pumps, bearings, cylinders, and other system components. It must be of high quality because hydraulic systems demand a lot from an oil -- long oil life, pump protection, oxidation resistance, anti-wear properties, and more.
(top)
Myth No. 19: Fire-resistant hydraulic oils don’t burn.
Fire-resistant hydraulic oils will burn as long as a flame is present. When the flame is removed, however, the oil will stop burning. A regular mineral oil, once ignited, continues to burn until smothered or drastically cooled. And a fire-resistant hydraulic oil will usually be more difficult to ignite than a petroleum oil is.
(top)
Myth No. 20: Quality of a grease can be evaluated by smelling, feeling, or tasting it.
A generation ago, many specialized greases were manufactured for particular applications. One may have been tacky, and another smooth and soft; some tasted good, and some didn’t. People who worked with many different greases were soon able to distinguish among them simply by feeling or smelling them or even tasting them.
Today’s greases are able to handle a variety of applications. By and large, they are soft, buttery, and short-fibered, and they are very hard to tell apart. They all taste equally bad, and some contain constituents that, if ingested, could be hazardous to health.
(top)
Myth No. 21: Molybdenum disulfide (moly) is an extreme pressure (EP) agent in grease.
Many people believe that only a grease containing moly should be used for EP applications. But moly is a solid lubricant, not an EP agent. An EP agent reacts with the lubricated surface to form a film, and moly acts as the lubricant.
(top)
Myth No. 22: Grease color has a lot to do with grease quality.
The color of a grease has nothing to do with quality. A dull, brownish-gray grease can be just as effective as a sparking red grease. Color is used only as a control in lubricant manufacturing or when a plant desires a specific color.
(top)
Myth No. 23: A water-resistant grease completely repels water.
Water almost always gets into greases during use. Water (usually from 20 to 100 percent of the grease’s volume, depending on the type of soap thickeners) combines with the grease without diluting it. Only after water has been absorbed does the grease repel water. A good, water-resistant grease will absorb water without losing its consistency.
Certain greases, such as sodium greases, absorb water and have no water resistance. The more water a grease absorbs, the softer it becomes. It eventually becomes fluid and washes away.
(top)
Myth No. 24: Dropping point determines the usable temperature range of a grease.
Dropping point is the temperature at which a grease will release a drop of oil. The usable temperature range is usually 100 to 150º F below the dropping point. (Lubrication frequency must be increased drastically as the operating temperature approaches the dropping point.)
(top)
Myth No. 25: The higher the dropping point is, the better the grease is.
Dropping point has nothing to do with the quality of a grease. Greases with higher dropping points are made for higher temperature applications.
(top)
Myth No. 26: Machine manufacturer’s warranties usually require the use of particular lubricants.
Most warranties cover only defects in materials and workmanship. Only a few specify that certain lubricants must be used. It is wise to check with the manufacturer before making a substitution, especially during the warranty period.
(top)
Myth No. 27: Anyone can do the job of lubrication.
In addition to being careful and thorough in following a machine’s lubrication chart, a good oiler knows the machines he works with and will look and listen for problems. He has been trained to check for excessive heat, unusual machine noise, and any abrupt changes in color or odor.
(top)
Myth No. 28: Lubrication is a costly headache.
Lubrication, when compared to the cost of downtime, is not costly. In plant after plant, machine breakdowns can be traced to half-hearted or unsystematic lubrication practices. When these same plants have tightened their lubrication practices, they have seen downtime rates plummet, production increase, and overall operations run more smoothly.
(top)
Myth No. 29: The cost of lubricants is the highest of all lubrication costs.
The ratio between the cost of the lubricants and the cost of applying the lubricants is usually about 1:5. That is, it costs five times as much to apply the lubricants (lubricator, supervisor, storage, handling, and dispensing manhours, and equipment) as it does to purchase the lubricants. In some plants, this ratio is much higher.
(top)
Myth No. 30: A lot of money can be saved by conserving fuel, but conserving lubricants isn’t worth the effort.
By using lubricants best suited to the machines and operating conditions, practicing efficient machine maintenance, filtering or reclaiming lubricants, and, when appropriate, lengthening drain intervals, a plant can reduce lubricant consumption dramatically. Often, thousands of dollars can be saved. Consider these two examples:
A manufacturer of metal products reduced its lubricant costs $33,000 a year by switching to premium, long-life lubricants that do not have to be changed frequently.
A plastic products plant cut hydraulic oil consumption in half when it began reclaiming contaminated hydraulic oil. In addition, oil condition was improved several hundred percent, thereby reducing oil-related downtime, lost production, and machine maintenance costs.
(top)
Myth No. 31: When it comes to lubrication, nothing is new.
Industrial machines have been getting more powerful and more complicated, and industrial lubrication has had to keep in step with technology. For example, synthetic oils have been developed to meet the simultaneous demands of high-power machines and energy conservation. Today’s lubricants offer superior performance and, because they last longer, lower application costs.
Forgetting all these myths, and selecting lubricants on the basis of performance and using them as long as they are doing their job safely, will help hold down the rising cost of maintenance.
(top)
--------------------------------------------------------------------------------
Superior Petroleum Products, Inc., 865 N. Superior Dr., Crown Point, IN 46307 P. 219.663.0330 -- P. 708.868.6710 -- Fax 219.662.3443
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“Separating fact from fiction – Some ‘Straight Talk’ About 31 Common Lubrication Myths”
Written By ERIK R. FLEISCHER, Mobil Oil Corp., Fairfax, VA, it’s reproduced with permission from PLANT ENGINEERING (c) Technical Publishing Co.
MYTHS DIE HARD. Myths about industrial lubricants and lubrication are no exception. Most plant engineers know the ins and outs of machine lubrication, but, with industrial technology taking giant strides forward and lubrication technology keeping pace, it is not surprising that some engineers still retain a misconception or two. A group of field lubrication engineers, asked to share some of the more common engineers’ tales they heard, listed 31 recurrent myths, and then gave the real story behind each point. Click on any item to discover the true facts.
Myth No. 1: Oil is oil.
Myth No. 2: Pennsylvania crude oil makes the best lubricants.
Myth No. 3: Oil never wears out.
Myth No. 4: Old oil is the primary cause of lubricant-related equipment breakdowns.
Myth No. 5: To be able to select the right oil, you need to know only the physical specifications.
Myth No. 6: Viscosity determines the lubricity, or "oiliness," of an oil.
Myth No. 7: Oils of the same SAE or ISO numbers are interchangeable.
Myth No. 8: An increase in viscosity always indicates an increase in harmful insolubles.
Myth No. 9: Neutralization number measures inherent acidity of an oil.
Myth No. 10: Ash content measures abrasive constituents in an oil.
Myth No. 11: The oil’s Conradson carbon residue (CCR) rating should be known.
Myth No. 12: High specific gravity in an oil indicates poor oxidation resistance.
Myth No. 13: Pour point is the lowest temperature at which a pump will pick up an oil and move it through the system.
Myth No. 14: The performance of a hydraulic oil can be determined by its Turbine Oxidation Stability Test (TOST) value.
Myth No. 15: An oil’s only job is to lubricate.
Myth No. 16: If a little oil or grease is good, a lot is better.
Myth No. 17: The cleaner the oil is, the better the oil is.
Myth No. 18: Hydraulic oil isn’t a good lubricant.
Myth No. 19: Fire-resistant hydraulic oils don’t burn.
Myth No. 20: Quality of a grease can be evaluated by smelling, feeling, or tasting it.
Myth No. 21: Molybdenum disulfide (moly) is an extreme pressure (EP) agent in grease.
Myth No. 22: Grease color has a lot to do with grease quality.
Myth No. 23: A water-resistant grease completely repels water.
Myth No. 24: Dropping point determines the usable temperature range of a grease.
Myth No. 25: The higher the dropping point is, the better the grease is.
Myth No. 26: Machine manufacturers’ warranties usually require the use of particular lubricants.
Myth No. 27: Anyone can do the job of lubrication.
Myth No. 28: Lubrication is a costly headache.
Myth No. 29: The cost of lubricants is the highest of all lubrication costs.
Myth No. 30: A lot of money can be saved by conserving fuel, but conserving lubricants isn’t worth the effort.
Myth No. 31: When it comes to lubrication, nothing is new.
Myth No. 1: Oil is oil.
Some characteristics differ obviously between oils -- for example, viscosity. But other differences are not so obvious. There are hundreds of industrial lubricants, each formulated for specific applications, and each contains additives specially blended for those applications. Using the wrong lubricant is a major cause of lubricantrelated machine breakdowns. Using the right lubricant can help improve machine efficiency and extend component life.
(top)
Myth No. 2: Pennsylvania crude oil makes the best lubricants.
When Pennsylvania crude oil is refined, it readily yields a lubricant base stock that has relatively high resistance to oxidation and a high viscosity index (that is, its viscosity changes little over a wide temperature range). This feature was important when separating lubricant stocks from other crude oils was difficult, but for several decades oil companies have known how to get equally good lube base stocks from many different crude oils. And additives are much more important in today’s lubricants, and lube makers have learned how to adjust for variations in base stocks by modifying the additive package.
(top)
Myth No. 3: Oil never wears out.
Oil does wear out. The primary enemy of oil life is heat. At operating temperatures of 150º F and higher, oil begins to oxidize and thicken. Sooner or later, depending on oil quality and operating temperature, the oil will leave a trail of sludge and varnish throughout the machine. To prevent sludge and varnish, change the oil every 6 months in machines that operate at high temperatures, and every year in others. Some oil suppliers will take regular oil samples from critical industrial machines, run them through a battery of tests, and provide a report on oil condition. Such reports can pinpoint the right change intervals.
(top)
Myth No. 4: Old oil is the primary cause of lubricant-related equipment breakdowns.
The two most prevalent causes of lubricant-related breakdowns are: (1) use of the wrong lubricant, and (2) high concentrations of contaminants, especially dirt and metalwear particles that bombard machine components and cause premature wear and breakdowns. Again, monitor the condition of the oil. Testing can identify metalwear particles and warn of impending breakdowns.
(top)
Myth No. 5: To be able to select the right oil, you need to know only the physical specifications.
Physical specifications such as color, flash point, and gravity allow oil companies to manufacture lubricants to exacting standards. These characteristics tell very little about the lubricant’s intended applications, how it will perform, or the benefits provided by its additives.
The additives, primarily, improve performance and longevity. They reduce the pour point, and broaden the temperature range over which satisfactory viscosity is maintained. They inhibit foam formation, control oxidation and its harmful effects, prevent formation of varnish and sludge deposits, and reduce friction wear. But additives distort the results of conventional tests so that they have no meaning.
(top)
Myth No. 6: Viscosity determines the lubricity, or "oiliness," of an oil.
Heavier oils do form thicker lubricating films, but in today’s oils, additives also provide lubricity. Addition of fatty materials increases lubricity without necessarily increasing viscosity. Sulfate and metallic lubricity additives have no significant effect on viscosity.
(top)
Myth No. 7: Oils of the same SAE or ISO numbers are interchangeable.
SAE and ISO numbers are intended only as guidelines in selecting the proper viscosity. They tell nothing about other characteristics. A hydraulic oil and a motor oil with the same SAE number, for example, may have the same viscosity, but they cannot be used interchangeably.
(top)
Myth No. 8: An increase in viscosity always indicates an increase in harmful insolubles.
Detergent/dispersant additives can keep a substantial volume of insolubles in fine, uniform particles distributed throughout the body of oil so they will not form sludge or harmful deposits; viscosity increases but no harm is done. Eventually, however, the oil can carry no more of the potentially harmful insolubles. Viscosity tests indicate when that point (the "condemning limit") has been reached.
(top)
Myth No. 9: Neutralization number measures inherent acidity of an oil.
This number is rarely indicative of inherent acidity. Metallic additives increase the neutralization number in most oils. An increased neutralization number of an oil in service may mean that the oil is becoming increasingly corrosive, though contaminants and non-corrosive products of deterioration can also be the cause.
(top)
Myth No. 10: Ash content measures abrasive constituents In an oil.
Metallic additives may form ash that is not abrasive. Ash content does not reveal much about an oil. Abrasive constituents may be detected by forcing the oil through a fine (5 micron) filter disc and viewing the residue with a magnifying glass. The quantity of such constituents can be measured in the lab by spectrophotometry.
(top)
Myth No. 11: The oil’s Conradson carbon residue (CCR) rating should be known.
This test was developed to measure carbon residue in steam-cylinder lubricants. The procedure measures the residue after readily consumed components have been cooked off. In modern lubrication applications, oil is not cooked off. Carbonaceous deposits result, instead, from oil deterioration or contamination, and the CCR rating has little meaning.
(top)
Myth No. 12: High specific gravity in an oil indicates poor oxidation resistance.
Some high-specific-gravity (low API gravity) petroleum base stocks are less stable than lighter base stocks. Consequently, a high specific gravity has sometimes been interpreted as an indication that an oil is more subject to oxidation and other chemical deterioration. Improved refinery practices and additives can enhance oil stability. Specific gravity no longer tells anything about an oil’s performance or longevity.
(top)
Myth No. 13: Pour point is the lowest temperature at which a pump will pick up an oil and move it through the system.
Pour point tells only at what temperature the lubricant will be most viscous just short of solidification. It is determined by a carefully controlled laboratory test. In the test the head making the oil flow is about ¼ in. Under operating conditions, however, the head can be much higher or lower.
(top)
Myth No. 14: The performance of a hydraulic oil can best be determined by its Turbine Oxidation Stability Test (TOST) value.
The Turbine Oxidation Stability Test was devised when oil-additive technology was in its infancy, to measure the effectiveness of oxidation inhibitors in turbine oils. More meaningful tests have since come into prominence.
(top)
Myth No. 15: An oil’s only job is to lubricate.
In many applications, oil must also flush away dirt and wear particles and carry them to the machine’s filters. Oil also dissipates heat. Both oil and grease may help seal bearings to prevent the entry of contaminants.
(top)
Myth No. 16: If a little oil or grease is good, a lot is better.
Applying too much grease can rupture seals and thus allow contaminants to enter the machine. In an electric motor bearing, the grease can also penetrate the motor windings and cause the motor to burn out. Excessive grease in a bearing can also generate heat because fluid resistance is greater, contributing to a costly bearing failure.
Excessive oil can also generate heat because of increased fluid resistance; this heat shortens oil life. Overflowing reservoirs -- sometimes noticeable only after the machine stops and all oil has returned to the reservoir -- can contaminate the process and create unsafe work conditions. Overfilling splash systems can rupture seals.
(top)
Myth No. 17: The cleaner the oil is, the better the oil is.
In some cases, a dirty oil is satisfactory. Internal combustion engines, for example, create large amounts of unburned carbon and other materials that are carried in suspension in the oil until they can be deposited in the filter or the oil can be changed. Here, a dirty oil is probably doing its job. But in hydraulic systems in numerical control machines, even minute amounts of contaminants are intolerable because they quickly clog the servovalves. In short, for some applications the oil should look dirty, and for others, it must be clean. Monitoring oil condition is always advisable.
(top)
Myth No. 18: Hydraulic oil isn’t a good lubricant.
Although many people believe that hydraulic oil is in a class of its own, it is still an oil. In addition to providing a means of transmitting energy, it lubricates hydraulic pumps, bearings, cylinders, and other system components. It must be of high quality because hydraulic systems demand a lot from an oil -- long oil life, pump protection, oxidation resistance, anti-wear properties, and more.
(top)
Myth No. 19: Fire-resistant hydraulic oils don’t burn.
Fire-resistant hydraulic oils will burn as long as a flame is present. When the flame is removed, however, the oil will stop burning. A regular mineral oil, once ignited, continues to burn until smothered or drastically cooled. And a fire-resistant hydraulic oil will usually be more difficult to ignite than a petroleum oil is.
(top)
Myth No. 20: Quality of a grease can be evaluated by smelling, feeling, or tasting it.
A generation ago, many specialized greases were manufactured for particular applications. One may have been tacky, and another smooth and soft; some tasted good, and some didn’t. People who worked with many different greases were soon able to distinguish among them simply by feeling or smelling them or even tasting them.
Today’s greases are able to handle a variety of applications. By and large, they are soft, buttery, and short-fibered, and they are very hard to tell apart. They all taste equally bad, and some contain constituents that, if ingested, could be hazardous to health.
(top)
Myth No. 21: Molybdenum disulfide (moly) is an extreme pressure (EP) agent in grease.
Many people believe that only a grease containing moly should be used for EP applications. But moly is a solid lubricant, not an EP agent. An EP agent reacts with the lubricated surface to form a film, and moly acts as the lubricant.
(top)
Myth No. 22: Grease color has a lot to do with grease quality.
The color of a grease has nothing to do with quality. A dull, brownish-gray grease can be just as effective as a sparking red grease. Color is used only as a control in lubricant manufacturing or when a plant desires a specific color.
(top)
Myth No. 23: A water-resistant grease completely repels water.
Water almost always gets into greases during use. Water (usually from 20 to 100 percent of the grease’s volume, depending on the type of soap thickeners) combines with the grease without diluting it. Only after water has been absorbed does the grease repel water. A good, water-resistant grease will absorb water without losing its consistency.
Certain greases, such as sodium greases, absorb water and have no water resistance. The more water a grease absorbs, the softer it becomes. It eventually becomes fluid and washes away.
(top)
Myth No. 24: Dropping point determines the usable temperature range of a grease.
Dropping point is the temperature at which a grease will release a drop of oil. The usable temperature range is usually 100 to 150º F below the dropping point. (Lubrication frequency must be increased drastically as the operating temperature approaches the dropping point.)
(top)
Myth No. 25: The higher the dropping point is, the better the grease is.
Dropping point has nothing to do with the quality of a grease. Greases with higher dropping points are made for higher temperature applications.
(top)
Myth No. 26: Machine manufacturer’s warranties usually require the use of particular lubricants.
Most warranties cover only defects in materials and workmanship. Only a few specify that certain lubricants must be used. It is wise to check with the manufacturer before making a substitution, especially during the warranty period.
(top)
Myth No. 27: Anyone can do the job of lubrication.
In addition to being careful and thorough in following a machine’s lubrication chart, a good oiler knows the machines he works with and will look and listen for problems. He has been trained to check for excessive heat, unusual machine noise, and any abrupt changes in color or odor.
(top)
Myth No. 28: Lubrication is a costly headache.
Lubrication, when compared to the cost of downtime, is not costly. In plant after plant, machine breakdowns can be traced to half-hearted or unsystematic lubrication practices. When these same plants have tightened their lubrication practices, they have seen downtime rates plummet, production increase, and overall operations run more smoothly.
(top)
Myth No. 29: The cost of lubricants is the highest of all lubrication costs.
The ratio between the cost of the lubricants and the cost of applying the lubricants is usually about 1:5. That is, it costs five times as much to apply the lubricants (lubricator, supervisor, storage, handling, and dispensing manhours, and equipment) as it does to purchase the lubricants. In some plants, this ratio is much higher.
(top)
Myth No. 30: A lot of money can be saved by conserving fuel, but conserving lubricants isn’t worth the effort.
By using lubricants best suited to the machines and operating conditions, practicing efficient machine maintenance, filtering or reclaiming lubricants, and, when appropriate, lengthening drain intervals, a plant can reduce lubricant consumption dramatically. Often, thousands of dollars can be saved. Consider these two examples:
A manufacturer of metal products reduced its lubricant costs $33,000 a year by switching to premium, long-life lubricants that do not have to be changed frequently.
A plastic products plant cut hydraulic oil consumption in half when it began reclaiming contaminated hydraulic oil. In addition, oil condition was improved several hundred percent, thereby reducing oil-related downtime, lost production, and machine maintenance costs.
(top)
Myth No. 31: When it comes to lubrication, nothing is new.
Industrial machines have been getting more powerful and more complicated, and industrial lubrication has had to keep in step with technology. For example, synthetic oils have been developed to meet the simultaneous demands of high-power machines and energy conservation. Today’s lubricants offer superior performance and, because they last longer, lower application costs.
Forgetting all these myths, and selecting lubricants on the basis of performance and using them as long as they are doing their job safely, will help hold down the rising cost of maintenance.
(top)
--------------------------------------------------------------------------------
Superior Petroleum Products, Inc., 865 N. Superior Dr., Crown Point, IN 46307 P. 219.663.0330 -- P. 708.868.6710 -- Fax 219.662.3443
[Home] [About Us] [Case Studies] [FAQs] [Highlights] [Industry Links] [Job Opps] [Locate Us] [MSDS Info] [Product Info] [Programs] [Terminology] [What's New]
HOW LUBRICANTS ARE MADE
Background
Since the Roman era, many liquids, including water, have been used as lubricants to minimize the friction, heat, and wear between mechanical parts in contact with each other. Today, lubricating oil, or lube oil, is the most commonly used lubricant because of its wide range of possible applications. The two basic categories of lube oil are mineral and synthetic. Mineral oils are refined from naturally occurring petroleum, or crude oil. Synthetic oils are manufactured polyalphaolefins, which are hydrocarbon-based polyglycols or ester oils.
Although there are many types of lube oils to choose from, mineral oils are the most commonly used because the supply of crude oil has rendered them inexpensive; moreover, a large body of data on their properties and use already exists. Another advantage of mineral-based lube oils is that they can be produced in a wide range of viscosities—viscosity refers to the substance's resistance to flow—for diverse applications. They range from low-viscosity oils, which consist of hydrogen-carbon chains with molecular weights of around 200 atomic mass units (amu), to highly viscous lubricants with molecular weights as high as 1000 amu. Mineral-based oils with different viscosities can even be blended together to improve their performance in a given application. The common 1OW-30 motor oil, for example, is a blend of low viscous oil (for easy starting at low temperatures) and highly viscous oil (for better motor protection at normal running temperatures).
First used in the aerospace industry, synthetic lubricants are usually formulated for a specific application to which mineral oils are ill-suited. For example, synthetics are used where extremely high operating temperatures are encountered or where the lube oil must be fire resistant. This article will focus on mineral-based lube oil.
Raw Materials
Lube oils are just one of many fractions, or components, that can be derived from raw petroleum, which emerges from an oil well as a yellow-to-black, flammable, liquid mixture of thousands of hydrocarbons (organic compounds containing only carbon and hydrogen atoms, these occur in all fossil fuels). Petroleum deposits were formed by the decomposition of tiny plants and animals that lived about 400 million years ago. Due to climatic and geographical changes occurring at that time in the Earth's history, the breakdown of these organisms varied from region to region.
Because of the different rates at which organic material decomposed in various places, the nature and percentage of the resulting hydrocarbons vary widely. Consequently, so do the physical and chemical characteristics of the crude oils extracted from different sites. For example, while California crude has a specific gravity of 0.92 grams/milliliter, the lighter Pennsylvania crude has a specific gravity of 0.81 grams/milliliter. (Specific gravity, which refers to the ratio of a substance's weight to that of an equal volume of water, is an important aspect of crude oil.) Overall, the specific gravity of crudes ranges between 0.80 and 0.97 grams/milliliter.
Depending on the application, chemicals called additives may be mixed with the refined oil to give it desired physical properties. Common additives include metals such as lead or metal sulphide, which enhance lube oil's ability to prevent galling and scoring when metal surfaces come in contact under extremely high pressures. High-molecular weight polymerics are another common additive: they improve viscosity, counteracting the tendency of oils to thin at high temperatures. Nitrosomines are employed as antioxidants and corrosion inhibitors because they neutralize acids and form protective films on metal surfaces.
The Manufacturing Process
Lube oil is extracted from crude oil, which undergoes a preliminary purification process (sedimentation) before it is pumped into fractionating towers. A typical high-efficiency fractionating tower, 25 to 35 feet (7.6 to 10.6 meters) in diameter and up to 400 feet (122 meters) tall, is constructed of high grade steels to resist the corrosive compounds present in crude oils; inside, it is fitted with an ascending series of condensate collecting trays. Within a tower, the thousands of hydrocarbons in crude oil are separated from each other by a process called fractional distillation. As the vapors rise up through the tower, the various fractions cool, condense, and return to liquid form at different rates determined by their respective boiling points (the lower the boiling point of the fraction, the higher it rises before condensing). Natural gas reaches its boiling point first, followed by gasoline, kerosene, fuel oil, lubricants, and tars.
Sedimentation
1 The crude oil is transported from the oil well to the refinery by pipeline or tanker ship. At the refinery, the oil undergoes sedimentation to remove any water and solid contaminants, such as sand and rock, that maybe suspended in it. During this process, the crude is pumped into large holding tanks, where the water and oil are allowed to separate and the contaminants settle out of the oil.
Fractionating
2 Next, the crude oil is heated to about 700 degrees Fahrenheit (371 degrees Celsius). At this temperature it breaks down into a mixture of hot vapor and liquid that is then pumped into the bottom of the first of two fractionating towers. Here, the hot hydrocarbon vapors float upward. As they cool, they condense and are collected in different trays installed at different levels in the tower. In this tower, normal atmospheric pressure is maintained continuously, and about 80 percent of the crude oil vaporizes.
3 The remaining 20 percent of the oil is then reheated and pumped into a second tower, wherein vacuum pressure lowers the residual oil's boiling point so that it can be made to vaporize at a lower temperature. The heavier compounds with higher boiling points, such as tar and the inorganic compounds, remain behind for further processing.
Filtering and solvent extraction
4 After further processing to remove unwanted compounds, the lube oil that has been collected in the two fractionating towers is passed through several ultrafine filters, which remove remaining impurities. Aromatics, one such contaminant, contain six-carbon rings that would affect the lube oil's viscosity if they weren't removed in a process called solvent extraction. Solvent extraction is possible because aromatics are more soluble in the solvent than the lube oil fraction is. When the lube oil is treated with the solvent, the aromatics dissolve; later, after the solvent has been removed, the aromatics can be recovered from it.
Additives, inspection, and packaging
5 Finally, the oil is mixed with additives to give it the desired physical properties (such as the ability to withstand low temperatures). At this point, the lube oil is subjected to a variety of quality control tests that assess its viscosity, specific gravity, color, flash, and fire points. Oil that meets quality standards is then packaged for sale and distribution.
Quality Control
Most applications of lube oils require that they be nonresinous, pale-colored, odorless, and oxidation-resistant. Over a dozen physical and chemical tests are used to classify and determine the grade of lubricating oils. Common physical tests include measurements for viscosity, specific gravity, and color, while typical chemical tests include those for flash and fire points.
Of all the properties, viscosity, a lube oil's resistance to flow at specific temperatures and pressures, is probably the single most important one. The application and operating temperature range are key factors in determining the proper viscosity for an oil. For example, if the oil is too viscous, it offers too much resistance to the metal parts moving against each other. On the other hand, if it not viscous enough, it will be squeezed out from between the mating surfaces and will not be able to lubricate them sufficiently. The Saybolt Standard Universal Viscometer is the standard instrument for determining viscosity of petroleum lubricants between 70 and 210 degrees Fahrenheit (21 and 99 degrees Celsius). Viscosity is measured in the Say bolt Universal second, which is the time in seconds required for 50 milliliters of oil to empty out of a Saybolt viscometer cup through a calibrated tube orifice at a given temperature.
The specific gravity of an oil depends on the refining method and the types of additives present, such as lead, which gives the lube oil the ability to resist extreme mating surface pressure and cold temperatures. The lube oil's color indicates the uniformity of a particular grade or brand. The oil's flash and fire points vary with the crude oil's origin. The flash point is the temperature to which an oil has to be heated until sufficient flammable vapor is driven off so that it will flash when brought into contact with a flame. The fire point is the higher temperature at which the oil vapor will continue to burn when ignited.
Common engine oils are classified by viscosity and performance according to specifications established by the Society of Automotive Engineers (SAE). Performance factors include wear prevention, oil sludge deposit formation, and oil thickening.
The Future
The future of mineral-based lubricating oil is limited, because the natural supplies of petroleum are both finite and non-renewable. Experts estimate the total recoverable light to medium petroleum reserves at 1.6 trillion barrels, of which a third has been used. Thus, synthetic-based oils will probably be increasingly important as natural reserves dwindle. This is true not only for lubricating oil but also for the other products that result from petroleum refining.
Since the Roman era, many liquids, including water, have been used as lubricants to minimize the friction, heat, and wear between mechanical parts in contact with each other. Today, lubricating oil, or lube oil, is the most commonly used lubricant because of its wide range of possible applications. The two basic categories of lube oil are mineral and synthetic. Mineral oils are refined from naturally occurring petroleum, or crude oil. Synthetic oils are manufactured polyalphaolefins, which are hydrocarbon-based polyglycols or ester oils.
Although there are many types of lube oils to choose from, mineral oils are the most commonly used because the supply of crude oil has rendered them inexpensive; moreover, a large body of data on their properties and use already exists. Another advantage of mineral-based lube oils is that they can be produced in a wide range of viscosities—viscosity refers to the substance's resistance to flow—for diverse applications. They range from low-viscosity oils, which consist of hydrogen-carbon chains with molecular weights of around 200 atomic mass units (amu), to highly viscous lubricants with molecular weights as high as 1000 amu. Mineral-based oils with different viscosities can even be blended together to improve their performance in a given application. The common 1OW-30 motor oil, for example, is a blend of low viscous oil (for easy starting at low temperatures) and highly viscous oil (for better motor protection at normal running temperatures).
First used in the aerospace industry, synthetic lubricants are usually formulated for a specific application to which mineral oils are ill-suited. For example, synthetics are used where extremely high operating temperatures are encountered or where the lube oil must be fire resistant. This article will focus on mineral-based lube oil.
Raw Materials
Lube oils are just one of many fractions, or components, that can be derived from raw petroleum, which emerges from an oil well as a yellow-to-black, flammable, liquid mixture of thousands of hydrocarbons (organic compounds containing only carbon and hydrogen atoms, these occur in all fossil fuels). Petroleum deposits were formed by the decomposition of tiny plants and animals that lived about 400 million years ago. Due to climatic and geographical changes occurring at that time in the Earth's history, the breakdown of these organisms varied from region to region.
Because of the different rates at which organic material decomposed in various places, the nature and percentage of the resulting hydrocarbons vary widely. Consequently, so do the physical and chemical characteristics of the crude oils extracted from different sites. For example, while California crude has a specific gravity of 0.92 grams/milliliter, the lighter Pennsylvania crude has a specific gravity of 0.81 grams/milliliter. (Specific gravity, which refers to the ratio of a substance's weight to that of an equal volume of water, is an important aspect of crude oil.) Overall, the specific gravity of crudes ranges between 0.80 and 0.97 grams/milliliter.
Depending on the application, chemicals called additives may be mixed with the refined oil to give it desired physical properties. Common additives include metals such as lead or metal sulphide, which enhance lube oil's ability to prevent galling and scoring when metal surfaces come in contact under extremely high pressures. High-molecular weight polymerics are another common additive: they improve viscosity, counteracting the tendency of oils to thin at high temperatures. Nitrosomines are employed as antioxidants and corrosion inhibitors because they neutralize acids and form protective films on metal surfaces.
The Manufacturing Process
Lube oil is extracted from crude oil, which undergoes a preliminary purification process (sedimentation) before it is pumped into fractionating towers. A typical high-efficiency fractionating tower, 25 to 35 feet (7.6 to 10.6 meters) in diameter and up to 400 feet (122 meters) tall, is constructed of high grade steels to resist the corrosive compounds present in crude oils; inside, it is fitted with an ascending series of condensate collecting trays. Within a tower, the thousands of hydrocarbons in crude oil are separated from each other by a process called fractional distillation. As the vapors rise up through the tower, the various fractions cool, condense, and return to liquid form at different rates determined by their respective boiling points (the lower the boiling point of the fraction, the higher it rises before condensing). Natural gas reaches its boiling point first, followed by gasoline, kerosene, fuel oil, lubricants, and tars.
Sedimentation
1 The crude oil is transported from the oil well to the refinery by pipeline or tanker ship. At the refinery, the oil undergoes sedimentation to remove any water and solid contaminants, such as sand and rock, that maybe suspended in it. During this process, the crude is pumped into large holding tanks, where the water and oil are allowed to separate and the contaminants settle out of the oil.
Fractionating
2 Next, the crude oil is heated to about 700 degrees Fahrenheit (371 degrees Celsius). At this temperature it breaks down into a mixture of hot vapor and liquid that is then pumped into the bottom of the first of two fractionating towers. Here, the hot hydrocarbon vapors float upward. As they cool, they condense and are collected in different trays installed at different levels in the tower. In this tower, normal atmospheric pressure is maintained continuously, and about 80 percent of the crude oil vaporizes.
3 The remaining 20 percent of the oil is then reheated and pumped into a second tower, wherein vacuum pressure lowers the residual oil's boiling point so that it can be made to vaporize at a lower temperature. The heavier compounds with higher boiling points, such as tar and the inorganic compounds, remain behind for further processing.
Filtering and solvent extraction
4 After further processing to remove unwanted compounds, the lube oil that has been collected in the two fractionating towers is passed through several ultrafine filters, which remove remaining impurities. Aromatics, one such contaminant, contain six-carbon rings that would affect the lube oil's viscosity if they weren't removed in a process called solvent extraction. Solvent extraction is possible because aromatics are more soluble in the solvent than the lube oil fraction is. When the lube oil is treated with the solvent, the aromatics dissolve; later, after the solvent has been removed, the aromatics can be recovered from it.
Additives, inspection, and packaging
5 Finally, the oil is mixed with additives to give it the desired physical properties (such as the ability to withstand low temperatures). At this point, the lube oil is subjected to a variety of quality control tests that assess its viscosity, specific gravity, color, flash, and fire points. Oil that meets quality standards is then packaged for sale and distribution.
Quality Control
Most applications of lube oils require that they be nonresinous, pale-colored, odorless, and oxidation-resistant. Over a dozen physical and chemical tests are used to classify and determine the grade of lubricating oils. Common physical tests include measurements for viscosity, specific gravity, and color, while typical chemical tests include those for flash and fire points.
Of all the properties, viscosity, a lube oil's resistance to flow at specific temperatures and pressures, is probably the single most important one. The application and operating temperature range are key factors in determining the proper viscosity for an oil. For example, if the oil is too viscous, it offers too much resistance to the metal parts moving against each other. On the other hand, if it not viscous enough, it will be squeezed out from between the mating surfaces and will not be able to lubricate them sufficiently. The Saybolt Standard Universal Viscometer is the standard instrument for determining viscosity of petroleum lubricants between 70 and 210 degrees Fahrenheit (21 and 99 degrees Celsius). Viscosity is measured in the Say bolt Universal second, which is the time in seconds required for 50 milliliters of oil to empty out of a Saybolt viscometer cup through a calibrated tube orifice at a given temperature.
The specific gravity of an oil depends on the refining method and the types of additives present, such as lead, which gives the lube oil the ability to resist extreme mating surface pressure and cold temperatures. The lube oil's color indicates the uniformity of a particular grade or brand. The oil's flash and fire points vary with the crude oil's origin. The flash point is the temperature to which an oil has to be heated until sufficient flammable vapor is driven off so that it will flash when brought into contact with a flame. The fire point is the higher temperature at which the oil vapor will continue to burn when ignited.
Common engine oils are classified by viscosity and performance according to specifications established by the Society of Automotive Engineers (SAE). Performance factors include wear prevention, oil sludge deposit formation, and oil thickening.
The Future
The future of mineral-based lubricating oil is limited, because the natural supplies of petroleum are both finite and non-renewable. Experts estimate the total recoverable light to medium petroleum reserves at 1.6 trillion barrels, of which a third has been used. Thus, synthetic-based oils will probably be increasingly important as natural reserves dwindle. This is true not only for lubricating oil but also for the other products that result from petroleum refining.
HOW TO CHECK YOUR OIL
How to check your oil ?
Remember to check your oil about every 1000 km. Make it a habit before every long journey.
The optimal oil level means :
you increase your engine's efficiency and cut fuel consumption.
you reduce premature wear of engine components.
you inhibit the formation of deposits and limit the development of corrosion.
you reduce harmful emissions into the atmosphere.
Choosing the right oil is important for the performance and the life of your engine.
Your oil consumption depends on :
your type of vehicle.
your style of driving.
the mechanical condition of your engine.
the weather condition If your oil consumption is more than 1 litre of oil per 1000 km, you should contact your garage .
How to do ?
Check your oil on level ground. Wait at least 5 minutes after switching off the engine.
Remove the dipstick
Wipe it. Replace and wait a few seconds before removing it again
Check the level with reference to the MIN and MAX marks. You should add oil if the level is below the MAX mark.
Add the oil a little at a time
Recheck the level and repeat the operation until it reaches the MAX mark. But don't go above it ! Replace the dipstick.
Recheck your oil level about every 1000 km. And have a good journey.
Remember to check your oil about every 1000 km. Make it a habit before every long journey.
The optimal oil level means :
you increase your engine's efficiency and cut fuel consumption.
you reduce premature wear of engine components.
you inhibit the formation of deposits and limit the development of corrosion.
you reduce harmful emissions into the atmosphere.
Choosing the right oil is important for the performance and the life of your engine.
Your oil consumption depends on :
your type of vehicle.
your style of driving.
the mechanical condition of your engine.
the weather condition If your oil consumption is more than 1 litre of oil per 1000 km, you should contact your garage .
How to do ?
Check your oil on level ground. Wait at least 5 minutes after switching off the engine.
Remove the dipstick
Wipe it. Replace and wait a few seconds before removing it again
Check the level with reference to the MIN and MAX marks. You should add oil if the level is below the MAX mark.
Add the oil a little at a time
Recheck the level and repeat the operation until it reaches the MAX mark. But don't go above it ! Replace the dipstick.
Recheck your oil level about every 1000 km. And have a good journey.
Lubrication Oil Change (A rough guide)
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| Written by: Thomas Yoon |
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| In our previous issue, we discuss about the properties of Today, we want to find out as to when to replace the One of the most important functions of lubricating oil is to When do you know that the oil needs to be changed? Below is a Due to the oxidation of the oil when exposed to heat and oxygen, In large diesel engines, fuel oil from dripping injectors or Water can also find its way into the lubricating oil from leaks The total base number is especially needed for the cylinder liner With large diesel engine installations, the lubricating oils are The presence of these particles interferes with the lubrication of The contents of this page are part of a page from my e-book Until next time... "A Picture Tells a Thousand Words" "For Busy People Luxury Furnishing Impress Customers" |
MOTOR OIL GUIDE
| API Symbol | Use & Definition | ||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| SG (obsolete) (1989 Gasoline Engine Warranty Maintenance Service) | Service typical of gasoline engines in passenger cars, vans and light trucks beginning with the 1989 model year operating under manufacturer's recommended maintenance procedures. Category SG quality oils include the performance properties of API Service Category CC. (Certain manufacturers of gasoline engines require oils also meeting API Service Category CID). Oils developed for this service provide improved control of engine deposits, oil oxidation and engine wear relative to oils developed for previous categories. These oils also provide protection against rust and corrosion. Oils meeting API Service Category SG may be used where API Service Categories SF, SE, SF/CC or SE/CC are recommended. | ||||||||||||||||
| SH (1993 Gasoline Engine Warranty Maintenance Service) | Service typical of gasoline engines in present and earlier passenger cars, vans and light trucks operating under vehicle manufacturer recommended maintenance procedures. Engine oils developed for this category provide performance exceeding the minimum performance requirements for API SG, which it is intended to replace, in the areas of deposit control, oil oxidation, wear, rust and corrosion. Engine oils meeting the API SH designation have been tested according to the Chemical Manufacturers Association (CMA) Product Approval Code of Practice, may utilize the API Base Oil Interchange and Viscosity Grade Engine Testing Guidelines and may be used where API Service Category SG and earlier categories have been recommended. | ||||||||||||||||
| SJ (1997 Gasoline Engine Warranty Maintenance Service) | API Service Category SJ was adopted for use in describing engine oils available in 1996. These oils are for use in service typical of gasoline engines in current and earlier passenger car, sport utility vehicle, van, and light truck operations under vehicle manufacturers' recommended maintenance procedures. Engine oils that meet the API Service Category SJ designation may be used where API Service Category SH and earlier categories have been recommended. Engine oils that meet the API Service Category SJ designation have been tested in accordance with the CMA Code, may use the API Base Oil Interchangeability Guidelines and the API Guidelines for SAE Viscosity- Grade Engine Testing. Engine oils that meet these requirements may display API Service Category SJ in the upper portion of the API Service Symbol. | ||||||||||||||||
| CA (obsolete) (Light Duty Diesel Engine Service) | Service typical of diesel engines operated in mild to moderate duty with high quality fuels and occasionally has Included gasoline engines in mild service. Oils designed for this service provide protection from bearing corrosion and from ring belt deposits in some naturally aspirated diesel engines when using fuels of such quality that they impose no unusual requirements for wear and deposit protection. They were widely used in the late 1940's and 1950's but should not be used in any engine unless specifically recommended by the equipment manufacturer. | ||||||||||||||||
| CB (obsolete) (Moderate Duty Diesel Engine Service) | Service typical of diesel engines operated in mild to moderate duty, but with lower quality fuels which necessitate more protection from wear and deposits. Occasionally has included gasoline engines in mild service. Oils designed for this service were introduced in 1949. Such oils provide necessary protection from bearing corrosion and from high temperature deposits in normally aspirated diesel engines with higher sulfur fuels. | ||||||||||||||||
| CC (obsolete) (Moderate Duty Diesel and Gasoline Engine Service) | Service typical of lightly supercharged these I engines operated in moderate to severe duty and has included certain heavy duty gasoline engines. Oils designed for this service were introduced in 1961 and used in many trucks and In industrial and construction equipment and farm tractors. These oils provide protection from high temperature deposits in lightly supercharged diesels and also from rust, corrosion, and low temperature deposits in gasoline engines.
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Wednesday, February 11, 2009
How To know The Right Motor Oil For Your Car
Is oil really the lifeblood of an engine? That's a long-popular analogy, but it's really not an accurate description. Blood carries nutrients to cells, but it's air that carries fuel--the "nutrition"--for an engine. However, without oil to lubricate and cool moving parts, keep them clean and help to seal the pistons in the cylinders, the engine would run for only a matter of seconds--then sieze. So, yes, oil is important.
Oil is so important that we want no less than the best the engine can get--for a good low price, of course. Now, what if you could custom-blend the oil so it had exactly the characteristics you believe that your vehicle needs for the type of driving you do?
Sounds pretty neat, and we were given the opportunity to do just that at the Valvoline lab in Lexington, Ky. When we were finished, we had an oil we thought would be just right for upcoming summer weather in short-trip driving around the New York City area.
That was our one shot at playing lubricant scientist, but the experience produced only enough oil for a top-up. So at the next oil change, we'll have to pick from an off-the-shelf assortment--like everyone else. But we think we'll do a better job of selection now, thanks to a short course in
engine oil blending from Valvoline Technical Director Thomas Smith. Here's what we learned.
ViscosityViscosity (a fluid's resistance to flow) is rated at 0° F (represented by the number preceding the "W" [for Winter]) and at 212° F (represented by the second number in the viscosity designation). So 10W-30 oil has less viscosity when cold and hot than does 20W-50. Motor oil thins as it heats and thickens as it cools. So, with the right additives to help it resist thinning too much, an oil can be rated for one viscosity when cold, another when hot. The more resistant it is to thinning, the higher the second number (10W-40 versus 10W-30, for example) and that's good. Within reason, thicker oil generally seals better and maintains a better film of lubrication between moving parts.
At the low-temperature end, oil has to be resistant to thickening so that it flows more easily to all the moving parts in your engine. Also, if the oil is too thick the engine requires more energy to turn the crankshaft, which is partly submerged in a bath of oil. Excessive thickness can make it harder to start the engine, which reduces fuel economy. A 5W oil is typically what's recommended for winter use. However, synthetic oils can be formulated to flow even more easily when cold, so they are able to pass tests that meet the 0W rating.
Once the engine is running, the oil heats up. The second number in the viscosity rating--the "40" in 10W-40, for example--tells you that the oil will stay thicker at high temperatures than one with a lower second number--the "30" in 10W-30, for example. What's really important is that you use the oil viscosity your car's owner's manual recommends.Why So Many Oils?Look on the shelves in auto parts stores and you'll see oils labeled for all kinds of specific purposes: high-tech engines, new cars, higher-mileage vehicles, heavy-duty/off-road SUVs. In addition, you'll see a wide selection of viscosities. If you read your owner's manual, you'll know what the car manufacturer recommends for a brand-new vehicle. The manual may include a reference to
Energy Conserving oils, which simply means that the oil has passed a lab test against a reference oil. It's no guarantee of better fuel economy, but most of the leading brands have at least some viscosities that are so labeled. Let's take a look at the different types.
Premium Conventional Oil. This is the standard new-car oil. All leading brands have one for service level SL, available in several viscosities. The carmakers usually specify a 5W-20 or 5W-30 oil, particularly for lower temperatures, with a 10W-30 oil as optional, particularly for higher ambient temperatures. These three ratings cover just about every light-duty vehicle on the road. Even more important, though, is changing the oil and filter regularly. A 4000 miles/4 months interval is good practice. The absolute minimum is twice a year. If your car has an electronic oil-change indicator on the instrument cluster, don't exceed its warning.
Full Synthetic Oil. The oils made for high-tech engines, whether in a Chevy Corvette or Mercedes-Benz, are full synthetics. If these oils pass stringent special tests (indicated by their labeling), it means they have superior, longer-lasting performance in all the critical areas, from viscosity index to protection against deposits. They flow better at low temperatures and maintain peak lubricity at high temperatures. So why shouldn't everyone use them? Answer: These oils are expensive and not every engine needs them. In fact, there may be some features that your car's engine needs that the synthetics don't have. Again, follow your owner's manual.
Synthetic Blend Oil. These have a dose of synthetic oil mixed with organic oil, and overall are formulated to provide protection for somewhat heavier loads and high temperatures. This generally means they're less volatile, so they evaporate far less, which reduces oil loss (and increases fuel economy). They're popular with drivers of pickups/SUVs who want the high-load protection. And they're a lot less expensive than full synthetics, maybe just pennies more than a premium conventional oil.
Higher Mileage Oil. Today's vehicles last longer, and if you like the idea of paying off the car and running the mileage well into six figures, you have another oil choice, those formulated for higher-mileage vehicles. Almost two-thirds of the vehicles on the road have more than 75,000 miles on the odometer. So the oil refiners have identified this as an area of customer interest, and have new oils they're recommending for these vehicles.
When your car or light truck/SUV is somewhat older and has considerably more mileage, you may notice a few oil stains on the garage floor. It's about this time that you need to add a quart more often than when the vehicle was new. Crankshaft seals may have hardened and lost their flexibility, so they leak (particularly at low temperatures) and may crack. The higher-mileage oils are formulated with seal conditioners that flow into the pores of the seals to restore their shape and increase their flexibility. In most cases, rubber seals are designed to swell just enough to stop leaks. But the oil refiners pick their "reswelling" ingredients carefully. Valvoline showed us the performance data of one good seal conditioner that swelled most seal materials, but actually reduced swelling of one type that tended to swell excessively from the ingredients found in some other engine oils.
You also may have noticed some loss of performance and engine smoothness as a result of engine wear on your higher-mileage vehicle. These higher-mileage oils also have somewhat higher viscosities. (Even if the numbers on the container don't indicate it, there's a fairly wide range for each viscosity rating and the higher-mileage oils sit at the top of each range.) They also may have more viscosity-index improvers in them. The result? They seal piston-to-cylinder clearances better, and won't squeeze out as readily from the larger engine bearing clearances. They also may have a higher dose of antiwear additives to try to slow the wear process.
If you have an older vehicle, all of these features may mean more to you than what you might get from a full synthetic, and at a fraction the price.
Beyond that, there's plenty more to the oil story. Read on.
These beakers contain three different viscosity-index improvers. The two on the left are crystalline, the one on the right a solid, rubbery material cut from large blocks. We chose the solid stuff for our custom blend, and it made up almost 10 percent (by weight) of our oil.
Once we had all the ingredients in a beaker, it was put on this heater/mixer that raises the oil temperature to 130° F. At this temperature, the solid viscosity-index improver dissolves into the oil. You can't see it in the photo, but a metal "swizzler" in the bottom of the beaker is being spun magnetically by the machine to thoroughly mix all the ingredients.
Oil is so important that we want no less than the best the engine can get--for a good low price, of course. Now, what if you could custom-blend the oil so it had exactly the characteristics you believe that your vehicle needs for the type of driving you do?
Sounds pretty neat, and we were given the opportunity to do just that at the Valvoline lab in Lexington, Ky. When we were finished, we had an oil we thought would be just right for upcoming summer weather in short-trip driving around the New York City area.
That was our one shot at playing lubricant scientist, but the experience produced only enough oil for a top-up. So at the next oil change, we'll have to pick from an off-the-shelf assortment--like everyone else. But we think we'll do a better job of selection now, thanks to a short course in
engine oil blending from Valvoline Technical Director Thomas Smith. Here's what we learned.
ViscosityViscosity (a fluid's resistance to flow) is rated at 0° F (represented by the number preceding the "W" [for Winter]) and at 212° F (represented by the second number in the viscosity designation). So 10W-30 oil has less viscosity when cold and hot than does 20W-50. Motor oil thins as it heats and thickens as it cools. So, with the right additives to help it resist thinning too much, an oil can be rated for one viscosity when cold, another when hot. The more resistant it is to thinning, the higher the second number (10W-40 versus 10W-30, for example) and that's good. Within reason, thicker oil generally seals better and maintains a better film of lubrication between moving parts.
At the low-temperature end, oil has to be resistant to thickening so that it flows more easily to all the moving parts in your engine. Also, if the oil is too thick the engine requires more energy to turn the crankshaft, which is partly submerged in a bath of oil. Excessive thickness can make it harder to start the engine, which reduces fuel economy. A 5W oil is typically what's recommended for winter use. However, synthetic oils can be formulated to flow even more easily when cold, so they are able to pass tests that meet the 0W rating.
Once the engine is running, the oil heats up. The second number in the viscosity rating--the "40" in 10W-40, for example--tells you that the oil will stay thicker at high temperatures than one with a lower second number--the "30" in 10W-30, for example. What's really important is that you use the oil viscosity your car's owner's manual recommends.Why So Many Oils?Look on the shelves in auto parts stores and you'll see oils labeled for all kinds of specific purposes: high-tech engines, new cars, higher-mileage vehicles, heavy-duty/off-road SUVs. In addition, you'll see a wide selection of viscosities. If you read your owner's manual, you'll know what the car manufacturer recommends for a brand-new vehicle. The manual may include a reference to
Energy Conserving oils, which simply means that the oil has passed a lab test against a reference oil. It's no guarantee of better fuel economy, but most of the leading brands have at least some viscosities that are so labeled. Let's take a look at the different types.
Premium Conventional Oil. This is the standard new-car oil. All leading brands have one for service level SL, available in several viscosities. The carmakers usually specify a 5W-20 or 5W-30 oil, particularly for lower temperatures, with a 10W-30 oil as optional, particularly for higher ambient temperatures. These three ratings cover just about every light-duty vehicle on the road. Even more important, though, is changing the oil and filter regularly. A 4000 miles/4 months interval is good practice. The absolute minimum is twice a year. If your car has an electronic oil-change indicator on the instrument cluster, don't exceed its warning.
Full Synthetic Oil. The oils made for high-tech engines, whether in a Chevy Corvette or Mercedes-Benz, are full synthetics. If these oils pass stringent special tests (indicated by their labeling), it means they have superior, longer-lasting performance in all the critical areas, from viscosity index to protection against deposits. They flow better at low temperatures and maintain peak lubricity at high temperatures. So why shouldn't everyone use them? Answer: These oils are expensive and not every engine needs them. In fact, there may be some features that your car's engine needs that the synthetics don't have. Again, follow your owner's manual.
Synthetic Blend Oil. These have a dose of synthetic oil mixed with organic oil, and overall are formulated to provide protection for somewhat heavier loads and high temperatures. This generally means they're less volatile, so they evaporate far less, which reduces oil loss (and increases fuel economy). They're popular with drivers of pickups/SUVs who want the high-load protection. And they're a lot less expensive than full synthetics, maybe just pennies more than a premium conventional oil.
Higher Mileage Oil. Today's vehicles last longer, and if you like the idea of paying off the car and running the mileage well into six figures, you have another oil choice, those formulated for higher-mileage vehicles. Almost two-thirds of the vehicles on the road have more than 75,000 miles on the odometer. So the oil refiners have identified this as an area of customer interest, and have new oils they're recommending for these vehicles.
When your car or light truck/SUV is somewhat older and has considerably more mileage, you may notice a few oil stains on the garage floor. It's about this time that you need to add a quart more often than when the vehicle was new. Crankshaft seals may have hardened and lost their flexibility, so they leak (particularly at low temperatures) and may crack. The higher-mileage oils are formulated with seal conditioners that flow into the pores of the seals to restore their shape and increase their flexibility. In most cases, rubber seals are designed to swell just enough to stop leaks. But the oil refiners pick their "reswelling" ingredients carefully. Valvoline showed us the performance data of one good seal conditioner that swelled most seal materials, but actually reduced swelling of one type that tended to swell excessively from the ingredients found in some other engine oils.
You also may have noticed some loss of performance and engine smoothness as a result of engine wear on your higher-mileage vehicle. These higher-mileage oils also have somewhat higher viscosities. (Even if the numbers on the container don't indicate it, there's a fairly wide range for each viscosity rating and the higher-mileage oils sit at the top of each range.) They also may have more viscosity-index improvers in them. The result? They seal piston-to-cylinder clearances better, and won't squeeze out as readily from the larger engine bearing clearances. They also may have a higher dose of antiwear additives to try to slow the wear process.
If you have an older vehicle, all of these features may mean more to you than what you might get from a full synthetic, and at a fraction the price.
Beyond that, there's plenty more to the oil story. Read on.
These beakers contain three different viscosity-index improvers. The two on the left are crystalline, the one on the right a solid, rubbery material cut from large blocks. We chose the solid stuff for our custom blend, and it made up almost 10 percent (by weight) of our oil.
Once we had all the ingredients in a beaker, it was put on this heater/mixer that raises the oil temperature to 130° F. At this temperature, the solid viscosity-index improver dissolves into the oil. You can't see it in the photo, but a metal "swizzler" in the bottom of the beaker is being spun magnetically by the machine to thoroughly mix all the ingredients.
CLASSIFICATION OF MOTOR OIL
One of the most important things you can do for your car is to get regular oil changes. Personally I recommend every 3000-4000 miles, with an oil change after the first 1000 miles you own your car. Another thing to consider when you are doing this (especially if you are performing this task yourself) is what kind of oil you are using for your car. This can be difficult to figure out, especially if you’re a new car owner, so let’s take a look at the different types of oils you can put in your car, and why oils are used.
What is Oil used for?
Regardless of the type of oil you put in your car/vehicle, it is used as a lubricant for an internal combustion engine. Every engine has parts that move very rapidly, and often come in contact with each other. This causes a buildup of friction. Oil is used to lessen the friction between parts, as the constant rubbing and grinding of parts against each other is very detrimental to an engine.
Another important function of oil is that it prevents oxidation (or rusting) of engine parts. By forming a protective film over parts of your engine, the exposure of the parts to oxygen remains minimal, and thus the effect of oxidation is less on your engine.
Finally, oil also works to reduce the amount of heat generated by the engine, another contributing factor to engine wear.
Source: Wikipedia
Now that we’ve looked at the use of oil, let’s take a look at the different types of oil you can use in your car.
Conventional Oil
Conventional oil is the most basic, simple type of vehicle oil. It is a byproduct of the crude oil refining process. Made with a petroleum hydrocarbon base, conventional oil is cheaper than other types of oil. However, due to it’s less complex nature than other forms, it has a higher tendency to wear and has less lasting effects than other types of oil.
Synthetic Oil
Synthetic oil costs more than conventional motor oil, and a main reason for this is that it costs more to make. Developed from chemicals called PAO, or polyalphaolefins, synthetic oils are much cleaner than conventional oils. Synthetic oils are able to flow under most temperature conditions, and are much more stable as well.
There are several advantages to using synthetic oils over conventional oils. These include:
Better low and high temperature viscocity performance.
Less evaporative loss.
Resistance to oxidation, thermal breakdown, and oil sludge.
Improved fuel economy in certain configurations
However, there are also disadvanages to synthetics as well, which include:
Less desirable for break-in periods, where more friction is desired for engine wear.
Much higher initial costs.
Potential decomposition issues
Synthetic Blends
Synthetic blends are essentially a combination of conventional and synthetic oils. The main reasoning for developing this type of motor oil is to try to reduce the cost of synthetic oil. To make synthetic blends, additives are added to conventional oils to help their viscosity over a higher temperature range, and helping it burn cleaner. While the costs are still higher than conventional blends, this is the happy medium for people who are looking towards synthetics, but are worried about the cost.
In the end, it is really up to your manufacturer or yourself what type of oil you use to lubricate your engine. The factors to take into consideration are:
Use
Cost
Viscocity
Manufacturer Recommendation
Age of the Car
There are other things about motor oil which I will examine in future posts, such as the different grades of oil, and the different designations for types of oil. All of these are very important in your choice of oil selection as well!
Do you have any other tips for the types of oils that are available?
What is Oil used for?
Regardless of the type of oil you put in your car/vehicle, it is used as a lubricant for an internal combustion engine. Every engine has parts that move very rapidly, and often come in contact with each other. This causes a buildup of friction. Oil is used to lessen the friction between parts, as the constant rubbing and grinding of parts against each other is very detrimental to an engine.
Another important function of oil is that it prevents oxidation (or rusting) of engine parts. By forming a protective film over parts of your engine, the exposure of the parts to oxygen remains minimal, and thus the effect of oxidation is less on your engine.
Finally, oil also works to reduce the amount of heat generated by the engine, another contributing factor to engine wear.
Source: Wikipedia
Now that we’ve looked at the use of oil, let’s take a look at the different types of oil you can use in your car.
Conventional Oil
Conventional oil is the most basic, simple type of vehicle oil. It is a byproduct of the crude oil refining process. Made with a petroleum hydrocarbon base, conventional oil is cheaper than other types of oil. However, due to it’s less complex nature than other forms, it has a higher tendency to wear and has less lasting effects than other types of oil.
Synthetic Oil
Synthetic oil costs more than conventional motor oil, and a main reason for this is that it costs more to make. Developed from chemicals called PAO, or polyalphaolefins, synthetic oils are much cleaner than conventional oils. Synthetic oils are able to flow under most temperature conditions, and are much more stable as well.
There are several advantages to using synthetic oils over conventional oils. These include:
Better low and high temperature viscocity performance.
Less evaporative loss.
Resistance to oxidation, thermal breakdown, and oil sludge.
Improved fuel economy in certain configurations
However, there are also disadvanages to synthetics as well, which include:
Less desirable for break-in periods, where more friction is desired for engine wear.
Much higher initial costs.
Potential decomposition issues
Synthetic Blends
Synthetic blends are essentially a combination of conventional and synthetic oils. The main reasoning for developing this type of motor oil is to try to reduce the cost of synthetic oil. To make synthetic blends, additives are added to conventional oils to help their viscosity over a higher temperature range, and helping it burn cleaner. While the costs are still higher than conventional blends, this is the happy medium for people who are looking towards synthetics, but are worried about the cost.
In the end, it is really up to your manufacturer or yourself what type of oil you use to lubricate your engine. The factors to take into consideration are:
Use
Cost
Viscocity
Manufacturer Recommendation
Age of the Car
There are other things about motor oil which I will examine in future posts, such as the different grades of oil, and the different designations for types of oil. All of these are very important in your choice of oil selection as well!
Do you have any other tips for the types of oils that are available?
How Your Motives Influence Motor Oil Selection - Have You Heard About the New GF-4 Motor Oils?
Shahidul Alam
When it comes to automobiles, people have sharply different motives and objectives. This is reflected not only in the cars they own but also in the way they drive, the fuel they purchase, routine maintenance and general upkeep. Therefore, a good starting point in customizing motor oil selection and lubrication practices for automobiles is to get a better handle on car owners’ objectives and how they relate to lubrication. Perhaps you will recognize yourself in the list that follows.
Manipulating Engine Life Expectancy For many people, the only thing they care about engine failure is that it doesn’t occur while they own the car. These are often the same people who buy only new cars and sell them after just a few years. Others buy new cars too but hold on to them for many years, even decades. They take great care of them by nurturing the car with painstaking effort and detail. Conversely, those who buy used cars know that engine reliability and life expectancy are less certain due to the possible lack of maintenance vigilance by the previous owner.
Most automobile engines have a life expectancy of 150,000 to 500,000 miles. It is due to the wide range that many see special opportunity - perhaps you see it as well. The specific life of a particular engine is largely influenced by its wear rate, that is, the amount of metal that is worn away from frictional surfaces per highway mile, per year, per gallon of fuel, etc. This wear rate in turn is influenced by such things as driving patterns, climate, engine design, environmental contamination and lubrication. A few of these things are in the realm of car-owner control, but many are not.
Let’s take as an example the car owner who buys a new vehicle for getting around town - someone who plans to sell it before it reaches 100,000 miles. He or she will generally have few issues or concerns with respect to motor oils and filters. Nearly all motor oils that bear the American Petroleum Institute (API) marks and have a viscosity recommended by the owner’s manual will achieve such a modest goal. So too, there is little need to spend extra money for filters, engine treatments or more-accelerated oil change frequency.
However, if the above description doesn’t fit you because of where you drive and how you drive or because you plan to own your car long after it becomes a classic, then read on. As stated, an engine wears at a certain rate - sometimes slow, sometimes fast. The rate at which this wear occurs can indeed be influenced by lubrication in many ways. In certain exceptional cases, wear can be nearly held in check. Nurture your oil and you nurture your engine. After all, what comes in more regular contact with the engine’s critical frictional surfaces than the lubricant that bathes them?
When it comes to automobiles, people have sharply different motives and objectives. This is reflected not only in the cars they own but also in the way they drive, the fuel they purchase, routine maintenance and general upkeep. Therefore, a good starting point in customizing motor oil selection and lubrication practices for automobiles is to get a better handle on car owners’ objectives and how they relate to lubrication. Perhaps you will recognize yourself in the list that follows.
Manipulating Engine Life Expectancy For many people, the only thing they care about engine failure is that it doesn’t occur while they own the car. These are often the same people who buy only new cars and sell them after just a few years. Others buy new cars too but hold on to them for many years, even decades. They take great care of them by nurturing the car with painstaking effort and detail. Conversely, those who buy used cars know that engine reliability and life expectancy are less certain due to the possible lack of maintenance vigilance by the previous owner.
Most automobile engines have a life expectancy of 150,000 to 500,000 miles. It is due to the wide range that many see special opportunity - perhaps you see it as well. The specific life of a particular engine is largely influenced by its wear rate, that is, the amount of metal that is worn away from frictional surfaces per highway mile, per year, per gallon of fuel, etc. This wear rate in turn is influenced by such things as driving patterns, climate, engine design, environmental contamination and lubrication. A few of these things are in the realm of car-owner control, but many are not.
Let’s take as an example the car owner who buys a new vehicle for getting around town - someone who plans to sell it before it reaches 100,000 miles. He or she will generally have few issues or concerns with respect to motor oils and filters. Nearly all motor oils that bear the American Petroleum Institute (API) marks and have a viscosity recommended by the owner’s manual will achieve such a modest goal. So too, there is little need to spend extra money for filters, engine treatments or more-accelerated oil change frequency.
However, if the above description doesn’t fit you because of where you drive and how you drive or because you plan to own your car long after it becomes a classic, then read on. As stated, an engine wears at a certain rate - sometimes slow, sometimes fast. The rate at which this wear occurs can indeed be influenced by lubrication in many ways. In certain exceptional cases, wear can be nearly held in check. Nurture your oil and you nurture your engine. After all, what comes in more regular contact with the engine’s critical frictional surfaces than the lubricant that bathes them?
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