AMSOIL Synthetic Lubricants

The Problem With Conventional Petroleum Oil - Resisting Foaming

As oil is splashed around the engine by the rapidly moving engine parts, foaming can occur. Unfortunately, foam is a poor lubricant and a poorer heat exchanger. Therefore, foaming must be kept to a minimum.

Because of the rapidly moving parts in an engine, oil is constantly being mixed with air. This produces foam which is a lot of air bubbles which may or may not readily collapse. These air bubbles normally rise to the surface and break, but water and other contaminants slow this process.

Foam is not a good conductor of heat, and will impair the cooling of the engine parts. Also, foam does not have the ability to carry much of a load, this results in excessive engine wear.

Foam or entrained air bubbles in the oil will under some conditions implode and cause severe pitting of the affected surfaces.

Foam depressant additives are used in the manufacture of automotive lubricants, to reduce the amount of foaming.

The Issues with Petroleum Oils:

Conventional Petroleum Oils do foam fairly easily and especially if they are contaminated. Unfortunately most people never see the amount of foam that sometimes is formed in the crankcase.

Very few Conventional Petroleum oil formulations actually contain the proper amount of anti-foam additives and many do not have any at all.

Vehicle owners with SUV’s on which the front differential is seldom used have many times experienced such severe foaming that the oil leaks out of the breather tubes. This usually happens on vehicles that are seldom operated in the 4x4 mode, and the front differential oil is both oxidized and has absorbed some water.

Foaming can occur at speeds that are too low or too high, as well as when the oil viscosity is either too high or too low. This is also one reason why multi-grade Petroleum oils are used in modern engines.

The Problem With Conventional Petroleum Oil - Sealing the Combustion Chamber

The piston rings and cylinder walls may look smooth to the naked eye, but they are microscopically rough.

The surfaces of the piston rings, ring grooves, and cylinder walls are not completely smooth. This would become evident under a microscope as small hills and valleys. For this reason, the rings can never prevent high combustion and compression pressures from escaping into the low pressure area of the crankcase. This would result in a reduction of engine power and efficiency

In order to better seal the combustion chamber during the compression and power strokes, a thin film of motor oil must fill in all the little discontinuities. Obviously, it does this in addition to lubricating the contact points between the rings and the cylinder walls.

Motor oil fills in the hills and valleys and greatly improves the seal. Because the oil film is only about 0.001 inches or 0.025 mm thick, it cannot compensate for excessive wear of the rings, ring grooves, or cylinder walls. In a new or rebuilt engine, oil consumption will be relatively high until these surfaces have been smoothed out enough to allow the oil to form a good seal.

The Problem with Petroleum Oil:

Conventional Petroleum Oils do a fairly good job of properly sealing both the pre-ignition compressed gases as well as the high temperature and high-pressure gases burning power stroke burn. The correct viscosity at the operating temperature is however extremely important. The quality of the "seal" is adversely affected both at speeds that are too low or too high, as well as when the oil viscosity is either tool high or too low. This is also one reason why multi-grade Petroleum oils are used in modern engines.

What do you know about Gasoline? - the "A Primer on Gasoline Prices"

Need some help trying to make sense out of today's soaring fuel prices?

Here's some help for you.  It won't reduce the price you pay at the pump, but it will make you a smarter consumer, and better able to comprehend why the prices are continuing to rise.

A publication by the U.S. Energy Information Administration entitled "A Primer on Gasoline Prices" is packed full of helpful information for vehicle owners.

Did you know that gasoline, one of the main products refined from crude oil, accounts for just about 17 percent of the energy consumed in the United States. The primary use for gasoline is in automobiles and light trucks. Gasoline also fuels boats, recreational vehicles, and various farm and other equipment.

While gasoline is produced year-round, extra volumes are made in time for the summer driving season. Gasoline is delivered from oil refineries mainly through pipelines to a massive distribution chain serving 168,987 retail gasoline stations throughout the United States.

There are three main grades of gasoline: regular, mid-grade, and premium. Each grade has a different octane level. Price levels vary by grade, but the price differential between grades is generally constant.

This publication also explains what we are paying for in a gallon of regular grade gas, factors Behind the Increase in gasoline prices, why gasoline prices fluctuate and why gasoline prices differ according to region.

Readers of this blog already know that wpecial synthetic base stock blends and advanced additive packages found only in AMSOIL Series 2000 synthetic motor oils provide up to two times the wear protection of other motor oils.AMSOIL Series 2000 synthetic motor oils reduce friction for quicker engine response, increased horsepower and improved fuel efficiency.  In today's environment where soaring fuel prices are a fact of life, I cannot imagine why anyone would NOT be running quality synthetics in their equipment.

But it's not just about improved mileage either.  The molecular uniformity and purity of synthetic oils allows them to protect and lubricate engines better and more efficiently than conventional oils in all operating conditions. Synthetics lubricate and protect quickly in cold temperatures, maintain a dependable lubricating film in normal operating temperatures and shield moving parts from damage and wear during high-stress, high-temperature operations. AMSOIL synthetic motor oils exceed the most demanding world-wide performance standards and meet warranty requirements for all domestic and imported motor vehicle engines.

An Age Old Problem - How to Keep the Engine Cool?

Because only about 60 percent of the engine cooling is handled by the radiator and coolant, the other 40 percent (more in an air-cooled engine) must be taken care of by the engine oil. The combustion process takes place at about 2000°F to 3000°F, which can heat pistons and valves to 1000°F in extreme cases. In pistons, much of this heat travels down the connecting rods and affects the bearings. Since tin and lead, two common bearing materials, soften drastically around 350°F and melt at 450°F and 620°F (respectively), it is important for the oil to transfer excess heat away from the bearings as quickly as possible. In valves, the long, thin valve stem is more easily stretched when hot as the valve spring pulls the valve tight against the seat. Too much stretch, and valve clearances disappear and valves and seats burn.

There are ways of helping the oil keep its cool without resorting to chemistry. Increasing sump capacity increases the length of time the oil gets to cool off before being thrust into the breech again, and the more oil there is the more BTUs it takes to heat it up and keep it hot. Adding an oil cooler allows the oil to more readily lose heat, and can add to the volume of oil in the engine.

Incidentally, installing a high-volume oil pump to cure high oil temperatures actually exacerbates the problem in most engines. A high-volume pump takes more horsepower to run (creating heat), and it over-pressurizes oil passages, which can lead to greater oil consumption as the oil is squirted or flung onto the cylinder walls or past seals.

The Issue with Petroleum Oils:

Conventional Petroleum Oils do not conduct heat too well, and actually most of the increase in oil temperature can be attributed to internal friction in the oil itself as the bulk oil temperature will rise rapidly with engine speed much faster than with engine load.

Typical Motor Oil running temperature is about 20°F higher than the coolant temperature. It is however possible to have oil sump temperature in excess of 300°F even when the coolant is in 220°F to 240°F range. In many Air-cooled engines and especially the very small ones used in generators and lawn equipment it is not unusual to see oil temperatures approaching 400°F.

Conventional Petroleum oil deteriorates rapidly at temperatures over 260°F and at 320°F its useful life is only about two hours !

Up, Up and Away - Diesel Prices Soaring

If you think there's no end in sight, you may be correct.

According to the latest from the Energy Information Administration of the U.S. Department of Energy, we're going to see some bumpy road ahead, from a perspective of prices.

For example, here's an illustration from this weeks published price trends tables for on-road diesel.  At the risk of telling you something you already know - OUCH!

Everyone is looking for solutions, in order to keep their equipment on the road.

Check out the 8.2% fuel savings article, for information on ways that you can too.

I posted an earlier article which provided a fuel cost savings calculator, so you can figure out what an 8.2% savings could mean to you.

Good Luck !

Burning Cleanly - Why do Synthetics do Better than Conventional Oils

The oil is called upon to lubricate such tricky areas as the cylinder walls and the valve guides and stems, which means that some oil is going to enter the combustion chamber and be burned along with the fuel. If it leaves a residue, piston rings can become stuck, dropping compression and overall engine efficiency.

If the oil leaves metallic deposits when it burns, they can clog the electrode on the spark plug and cause misfiring, which will also drop engine efficiency and accelerate the formation of sludge materials. If the oil leaves behind crystalline or abrasive residue when it burns, cylinder walls and bearing surfaces will be slowly but surely machined away as the sharp-edged crystals circulate through the motor.

Of course, a build-up of black carbon on the head of the piston and on the combustion chamber attracts and absorbs heat to a far greater extent than does a clean metal surface. This extra heat can cause detonation, place a higher demand on the engine's cooling system, and hasten oil break-down.   

The Problem with Petroleum Oils:

Conventional Petroleum Oils that are pure do not cause too many deposits, as they burn relatively cleanly in the combustion process. However modern Petroleum oils like the latest API SM category do contain many chemical additives which will form deposits in engines with high oil consumption.

This is one reason why manufacturers now finally pay attention to oil consumption and why latest engine designs consume "almost" no oil in normal operation.

A Practical Application

Two-cycle engines are simple and have no lubricant distribution system to speak of. In pre-mix engines, oil is added to the fuel, and in injector systems, oil is added to the fuel and air at a rate appropriate to conditions as the fuel and air enter the engine. In either case, the oil is simply mixed with the fuel to lubricate the engine parts.

The reason two-cycle engines work so hard is simple: every stroke is a power stroke. In a four-stroke engine, the piston rises and is driven down by combustion (a power stroke), but the next time the piston rises it simply pushed out exhaust gasses. In two-cycle engines, exhaust gas is driven out by the incoming oil-fuel mixture as the piston forces the mixture into the combustion chamber - on each and every stroke. These factors combine to place tremendous demands on lubricants.

• Must Burn, and burn cleanly
  Since the oil is mixed with the fuel, it must also be burned with the fuel, and burned cleanly. If you've seen the tell-tale blue smoke coming from an outboard boat motor or motorcycle, you've seen a case where oil isn't burning cleanly - environmental regulations, concern for the environment and just plain common sense make that kind of scene unacceptable.
  
  A more subtle danger when oil doesn't burn cleanly is what happens to the engine itself. Deposits in a hard-working two-cycle engine can cause scuffing and ultimately engine failure. Even exhaust outlets can become plugged, and when that happens, engine efficiency drops and wear increases.

• Must Resist volatility
  Two-cycle engines run hot. But while the oil must burn cleanly at combustion temperatures, it must not burn at the hot temperatures found outside the combustion chamber. If an oil is not highly resistant to this volatile evaporation, deposits can begin to form and cause engine damage.

• Must Lubricate
  Two-cycle oils must lubricate effectively under these severe conditions. Failure to lubricate properly can quickly result in excessive wear and finally engine failure.

• Must Assist in cooling
  Two-cycle engines are either air-cooled (hotter) or water-cooled (cooler). In either case, the lubricant must take on a major portion of the cooling duties.

The Problem with Conventional Oil

Conventional petroleum lubricants use bright stock, a heavy cut of petroleum, to add lubricity and anti-scuffing properties. Unfortunately, bright stock doesn't burn cleanly. In addition, petroleum basestocks are more prone than synthetics to volatile evaporation, and when they volatize, they tend to form hard carbon deposits that cause extreme engine damage.

To solve the contamination problems caused by dirty-burning bright stock, conventional two-cycle oil manufacturers use solvents to keep engine parts clean.

When using low-grade solvents, however, there may be drawbacks to this approach. Low-grade solvents help with dispersency, but they can hurt film strength and ultimately detract from lubrication performance, and manufacturers that treat two-cycle oil as a commodity are likely to use bargain-basement solvents instead of more costly ones that perform better.

To meet pumpability, mix ratio and low-temperature fluidity requirements, AMSOIL 2-Cycle Injector Oil uses only high grade solvents, which lead to its superior performance. However, as we'll see, solvents are unnecessary in a high quality pre-mix oil.

Finally, to deal with hotter temperatures, conventional two-cycle oils used in air-cooled applications must employ metal-containing (ash) additives to overcome the weaknesses in their basestocks. Since ashed additive packages can cause fouling problems, these companies then formulate a separate oil for cooler water-cooled applications.

What Role Does Oil Play in Keeping Engine Parts Clean?

In every internal combustion engine, there are contaminants developed as by-products of the combustion process. These are in addition to other contaminants such as dirt that gets in during frequent oil changes, sand and metal particles that come out of the block, etc.

 

Clearly, it is in your best interest to use quality filters that trap contaminants down to a small number of microns.  But there is an important role that the oil plays as well.

 

The oil filter is designed to catch the large contaminants, but containing the smaller particles is the job of oil additives that serve as collectors of -- and storage areas for -- anything too small for the oil filter to handle.

High-quality synthetic oils are formulated with high-performance additives effectively withstand such contaminants, allowing equipment owners and operators to safely extend drain intervals.  AMSOIL Synthetic Motor Oils are known for their ability to safely hold contaminants in suspension, while their superior ability to reduce friction and wear keeps engines in top condition.

Issues with Petroleum Oils:

Conventional Petroleum Oils that are pure do not provide any protection against contaminants, these would be API SA oils, which are not suitable for modern engine applications.

However modern Petroleum oils like the latest API SM category do contain detergents and other chemical additives to "keep contaminants in suspension". The theory is that when the Petroleum oil is changed frequently these contaminants will drain out at each oil change.

This is the main reason why extended oil drain service is not recommended with any Conventional Petroleum lubricant.

How Do Conventional Petroleum Oils Minimize Friction?

When there is full-film lubrication between all metal parts, the internal friction of the oil becomes a factor in engine operation. If the oil is too thick, it will resist the efforts of the metal to move relative to the oil, and create drag on the parts. If it is too thin, the metal will force its way through the oil film and create boundary lubrication. The thickness of the oil must therefore be balanced to provide the best compromise between these two extremes.

Webster defines friction as the "rubbing of one body against another," and as "resistance to relative motion between two bodies in contact." Friction can be beneficial. As we overcome this resistance to motion between two objects in contact, heat is generated. This heat is what warms our hands or starts a fire. Friction is also the principle behind the braking systems we find on our automobiles. In fact, once we were able to get a car moving there would be nothing to stop it without friction except the effects of gravity or other objects.

However, friction can also be our enemy. The heat generated as the result of friction can cause damage. Because contact is required to generate friction, wear in the areas of contact can occur. This can lead to material failures, overheating and the formation of wear deposits.

Although there are many ways to reduce friction, the most common way is through the use of a fluid or a semi-fluid material. The key characteristic of such materials is that they are not readily compressible. Fluid and semi-fluid materials allow us to minimize component contact or eliminate contact altogether. These fluids are commonly referred to as lubricants.

Oil that has high VISCOSITY INDEX (VI) is preferable to oil with a low VI.

The viscosity (thickness) of an oil is affected by temperature changes during use. As the oil’s temperature increases, its viscosity will decrease along with its load carrying ability. The degree of change that occurs with temperature is determined by using ASTM test methodology D-2270. Referred to as the oil’s Viscosity Index, the methodology compares the viscosity change that occurs between 100° C (212° F) and 40° C (104° F). The higher the viscosity index, the less the oil’s viscosity changes with changes in temperature. While a greater viscosity index number is desirable, it does not represent that oil’s high temperature viscosity or its load carrying ability. Shearing forces within the engine, and particularly the transmission, can significantly reduce an oil’s viscosity. Therefore, oils with a lower viscosity index but higher shear stability (discussed below) can, in fact, have a higher viscosity at operating temperature than one with a higher viscosity index and lower shear stability.  Thus Oil with High VI does not thin out as much at high temperatures, and does not thicken as much as low temperatures, therefore its flow characteristics are much better over a wide temperature range.

It is important to note that the viscosity of the oil changes as it becomes contaminated. Dirt, oxidation and sludge will increase the viscosity of the oil while fuel dilution will reduce the viscosity.

The Issue with Petroleum Oil

Petroleum Oils range in Viscosity Index from very poor (VI = 0) for Naphthenic California Crude, to relatively good (VI = 100) for Pennsylvania Parafininc Crude.

Typical base stock that is used for lubricants is near the VI 100 range, and to improve it further Viscosity Index Improvers are used. These polymers however are not shear stable and loose their effectiveness in service.

This effect is called the Viscosity break down, and is one reason why frequent oil changes are recommended for Conventional Petroleum Oil.

THE EVOLUTION OF SYNTHETIC OILS

As time goes on, the lubrication needs of equipment continue to change. As equipment becomes more sophisticated, the demands placed upon the required lubricants become more severe. What may have been a preferred lubricant in the past is likely to be totally unacceptable today. The automotive industry is an excellent example of how demands on equipment have changed. The engines used in today’s cars require significantly more from a motor oil than they did only a few years ago. For improved fuel economy, most cars are now using lighter oils. Yet the same cars have engines that put out more power per cubic inch of displacement than ever before. To achieve this power level, designers are adding turbo chargers which expose the oils to higher temperatures and greater stress. Requirements for cleaner exhaust emissions have contributed to higher levels of contaminants in the oil and also increased the oil’s operating temperature. By reducing the aerodynamic drag of new vehicles, designers have also minimized the amount of air that flows over engines and drive trains, and caused operating temperatures to increase still further. Even with all of these changes, designers are still requiring lubricants to last longer than they ever did before. The demand for synthetic lubricants has never been higher.

HOW ARE SYNTHETIC OILS DIFFERENT?

Although the engineering of each synthetic base stock varies depending on the particular stock, synthetics are generally made through a reaction process. This reaction process significantly improves the consistency of the stock and its molecular uniformity. Mineral stocks, on the other hand, are obtained through a process of distillation. Distillation slightly limits the molecular diversity that may exist within the stock, but does not completely eliminate nonessential molecular structures.

This is important because unnecessary molecular structures produce variations in the stock’s performance. The ideal lubricant’s chemical composition is one in which the molecular construction is identical throughout, such as in a synthetic base stock. Because of the way synthetic stocks are produced, they are molecularly uniform and contain significantly less undesirable materials than a mineral base stock. Molecular uniformity also affects the properties that each type of lubricant possesses.

The properties of mineral oils tend to vary due to inconsistencies in the crude from which they are obtained. The properties and performance features of synthetics, on the other hand, are very predictable.

Once again, this is due to their molecular uniformity.

AMSOIL synthetic lubricants are formulated to take advantage of the superior properties of synthetic base stocks. They provide excellent lubrication and wear protection and have been designed to resist the chemical breakdown processes that limit the service life of conventional mineral-based oils.

How the AMSOIL Oil Analyzer Program Works..

Ever thought about having an Oil Analysis program for your equipment?  It's a great idea and can save you big bucks, and give you a "early warning" system to alert you to issues that may be starting to occur in your expensive equipment.

Oil Analysis doesn’t have to be complicated or time consuming. By following Oil Analyzer’s easy process, you will receive your analysis report in no time and have the peace of mind knowing the condition of your equipment and the lubricating fluid.  Here' how the program starts.

• You Purchase Your Oil Anslysis Kit
• Analysis performed by Oil Analyzers
• Reporting of Results & Registration

Purchase  Your Kit

To begin using the Oil Analyzer program, you must first Purchase a Kit to receive all of the necessary equipment, along with instructions on how to sample your oil. Everything you need is included!*
*An oil pump is a helpful tool for drawing oil samples where a petcock or sampling port is not available or difficult to access.”. If this is your first time performing an oil sample you may purchase your pump through our online web store.

Analysis

Oil Analyzers tailors the tests performed to the type of machinery tested. This ensures that you will receive the most comprehensive analysis possible. For a list of tests performed select appropriate click the appropriate sample type below:

                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                               

EQUIPMENT TYPE	RECOMMENDED SAMPLING FREQUENCY
MOTOR VEHICLES
Diesel Engines	100 - 500 hours, 3500    - 20,000 miles
Gasoline Engines	50 - 200 hours, 2000 -    7500 miles
Transmissions	30,000 - 100,000 miles
Gears, Differentials, Final Drives	30,000 - 100,000 miles
INDUSTRIAL	Normal Use                      Intermittent Use
Hydraulics	750 hours or    monthly            --        Quarterly
Gas Turbines	750 hours or    monthly            --        Quarterly
Steam Turbines	1500 hours or    bimonthly     --        Quarterly
Air or Gas Compressors	750 hours or    monthly            --        Quarterly
Refrigeration compressors	Quarterly
Natural Gas Engines	750 hours or monthly
Gears and Bearings	500 hours or bimonthly    Quarterly

             

Reporting  & Registration

Once your sample has been received, testing will begin. The average time it takes to complete an analysis is between 24-72 hours. From there, you will be mailed the test results.
At Oil Analyzers we understand that everyone works on a different schedule. That is why we are happy to provide multiple reporting alternatives to ensure that you receive your results in the way that is most convenient to you. Click the reporting option(s) below that best fit your needs.

Follow-up Analysis Provide a "Picture" of the Pattern of "Health" of your Equipment

Besides the initial analysis, a periodic routine involving Oil Analysis can help track the presence of harmful elements in your oil.  Some of the items and sources Oil Analysis will identify are:

There are three groups or categories for substances in your oil.

1. Wear metals
2. Additives
3. Contaminants

Sometimes a particular substance found in an oil can belong to all three categories, so if by oil analysis you find a particular substance in the oil you have to determine if it is a substance you 'should' find in the oil or if it is a substance that if found is an indication of a problem.

Iron- Iron is a wear metal. Iron cylinders, piston rings, camshafts, crankshafts, gears, rocker arms, valve bridges, cam follower rollers, etc. Abnormal numbers here could be the result of break in or something is pending failure, as well as an excessive reading.

Chromium- Chromium is a wear metal as well as a contaminant. Piston ring faces (chrome type), shafts, rings, etc. It can also come from chromate which is a cooling system additive. Obviously if you have a cooling system additive in your oil, there is a leak somewhere.

Lead- This can be all three, a wear metal, additive and contaminant. It can come from Babbit overlay and alloy matrix of connecting rod and crankshaft main bearings. It is/was also found in leaded gasolines.

Copper- Copper is a wear metal and an additive. Found in Slipper (wrist pin) bushings, connecting rod and crankshaft bearings, cam follower roller bushings, rocker arm clevis bushings, thrust washers or can be a lechate from gaskets/sealant, oil coolers and radiators. It is also an oil anti-oxidant additive and is often found alloyed with lead, tin and/or aluminum.

Tin- A wear metal.  Piston plate coatings, babbit overlay of connecting rod and crankshaft main bearings.

Aluminum- Wear metal. Bushings, housings, some plain bearings, pistons, turbo charger compressor wheels, blower, camshaft intermediate bearings and crankshaft thrust bearings and commonly alloyed with copper, tin and or lead.

Nickel- Wear metal.  Valve stems, valve guides, ring inserts on pistons, cylinder coatings.

Silver- Wear metal. Bearing cages such as anti-friction roller bearings, silver solder, turbo charger bearings and wrist pin bushings. Most commonly found in EMD diesel engines.

Silicon- Additive substance and can be a contaminant. Leachate from silicone gaskets and sealants. Is also an anti-foam addidive, and can be in the form of silica from airborne dust and sand. You have to be careful with Silicon since it is often an oil additive. If you know it to be an oil additive you need to know what the baseline number is for the oil to determine if is a contaminant. In other words, if your oil has a Silicon content of say 25 parts per million (ppm) and your oil analysis says your oil contains 30 ppm, then you know you getting silicon in your oil from another source other than what is in the oil itself as an additive part.

Sodium- Both and additive and a contaminant. It is a coolant additive and a lube oil additive. This is often an indication of a contamination by either a coolant leak or environmental source such as road salt or ocean spray.

What Is The Correlation Between Particle Size And Engine Wear?

Everyone understands that superior filtration is key to preventing engine wear.

But do you understand the degree to which "superior" filtration is distinguished from "ordinary" filtration?  This difference is often underestimated.

Removal of contaminants ranging in size from 2 to 22 microns (μ) is key to ensuring maximum filtration protection.  A recent AMSOIL technical bulletin is now available Download TSB_oil_filter_particle_size.pdf that provides the details that help to better understand why the investment in superior filtration pays off for equipment owners.