Allprocars's Blog

January 6, 2017

The Truth About Synthetics: Way More Than Just Extra HP!

Johnny Hunkins – Author; Hotrod.com

 

<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/2006-dodge-charger-oil-dyno-test-660×440.jpg” class=”wp-post-image wp-post-image” alt=”2006 Dodge Charger Oil Dyno Test 660×440″ itemprop=”contentUrl” />

Oil is sorted in one of the five API base oil groups. Groups I, II, and III base oils are mineral oils that have been distilled and refined from a barrel of crude. Even after the refining, the hydrocarbon’s molecular structural arrangement and sizing remain inconsistent, and the base oils contain organic compounds most notably, oxygen, sulfur, nitrogen, and certain metals. The varying shapes and sizes of molecules result in irregular lubrication surfaces, and these irregularities generate friction within the base oil, increasing engine power consumption and reducing performance. The remaining compounds in the base oil can lead to oxidation, acid development, and the creation of sludge, especially in high-temperature usages. Mineral oils have a viscosity index (VI) ranging from 80-120 depending upon its base oil group. The VI is an indicator of an oil’s tendency to reduce flow with a rising temperature; higher numbers, associated with smaller changes in viscosity with temperatures, are desirable.

Groups IV and V base oils are synthetic oils developed via a process known as synthesizing. These synthetic oils have uniform-sized hydrocarbon molecules, and the base oils are free from contaminates and impurities resulting in a base oil that is consistent and durable. Synthetics have a VI in excess of 150. Group IV base oils are Poly-Alpha-Olefins (PAOs), and they have a wider temperature range compared to mineral based oils. PAOs work great in extreme cold conditions and high-heat usages. Group V base oils are classified as all other oils (esters), which includes silicone, polyaklylene glycol (PAG), polyol esters, etc. A common use of Group V base oils is to add the esters to another base oil. The addition of the esters improves the properties of the existing PAO base oil.

PAOs formulated with esters tend to be the most popular for automotive applications. PAOs have an extremely high VI, high thermal oxidative stability (resistance to oxidation), low volatility (less oil loss at high temperature), excellent low-temperature viscosities, consistent base oil stock, excellent pour points, and have excellent hydrolytic stability (resist water) when compared to mineral oil. PAOs have some disadvantages, which include a limited ability to dissolve oil additives (solvency), a small chance to shrink seals, and higher consumer costs. To offset the disadvantages, adding diesters to PAOs increases the oil’s solubility. Specific esters, called seal swell agents (SSAs) blended into the oil remove any chances of shrinking seals. SSAs are seal conditioners that clean the seal, and the PAOs lubricate the cleaned seal. Lastly, the higher costs of PAOs is offset by the extended service intervals of synthetic oils.

To improve the VI of an oil, enhancers called VI Improvers are added. The VI Improvers are long-chain molecules that can be fragmented by mechanical shearing, which in time results in a lower oil viscosity. Shearing occurs in high-stress areas such as the oil pump, crankshaft area, camshaft area, piston rings, etc. The oil (hydrodynamic film) can be briefly squeezed from between the two metal surfaces splitting the long-chain molecules into shorter, lower weight molecules. The shorter molecules offer less resistance to flow. Shearing can also contribute to deposits, causing sticking rings, increased consumption of oil, and increased engine wear. Synthetic oils often have the best VI Improvers and use less VI Improvers than mineral oils. Less VI Improvers help the oil maintain the higher-grade number (5W-20) for a longer interval. These VI Improvers maintain an oil film strength 5 to 10 times greater than mineral oils.

As mentioned earlier, one main advantage of synthetics is its robust boundary layer, which allows it to cling heartily to engine components when the engine is off. With vintage and high-performance automobiles, this can often be for lengthy periods of time. This protective boundary layer reduces the metal-to-metal contact during the critical seconds after engine startup. The excellent oiliness (a lower coefficient of friction of one oil compared to another fluid of the same viscosity) of synthetic oils reduces engine wear during the initial, critical engine startup. Mineral oils lack such a robust boundary layer, as the oil drains quickly to the oil pan when the engine is off. Nevertheless, the synthetic oil boundary layer affords an enthusiast the necessary piece of mind when their vehicle is started after an extended dormancy. By some estimates, initial start-up and running in the first seconds accounts for as much as 90 percent of all engine wear.

 

Let’s look at this in detail. The largest contributor to the superior shear load protection of synthetics is the uniformity of the molecules. In traditional mineral oils, the lube stock is refined from crude oil, such that all the molecules in the base stock have similar weights—they were sorted (i.e. “refined”) by virtue of their boiling point. Structurally, however, these molecules can be quite different in shape and in length. The degree to which molecules are chemically similar is more a function of luck, and the geology of where the base stock originated.

By way of explanation, all base mineral oil stocks have a distillation curve that represents the average distribution of molecular weight, with the fat part of the curve—the oil’s rated weight—being at the center of a Gaussian distribution (bell curve). Chemically, the compounds in such a diverse base stock will have different properties and shear strengths. In use, the smaller molecules at the bottom of the distillation curve will have a higher volatility and evaporate quickly, causing the oil stock to thicken over time. Longer chain molecules at the top of the distillation curve are mechanically weak and will break under severe pressure, reducing the effectiveness of the boundary lubrication layer. Since synthetic molecules are practically identical in length, structure, and shape, the Gaussian distribution of their weight is tight, so there is no practical variation in the strength or chemical property of constituent molecules. As such, this optimized oil stock shall protect far better, and for far longer than mineral-based oil stocks.

We contacted AMSOIL for a full array of synthetic oils for the engine, transmission, and rear end to test in our late-model Dodge. Our test vehicle would be a ’06 5.7L Charger that had been using a 5W-20 oil, Mopar ATF+4, and Mopar 75W-140 (all mineral based oils). AMSOIL’s Signature Series 5W-20 motor oil and matching EA synthetic media oil filter provide up to a 25,000-mile, 700-hour, or one-year service interval. The ATF chosen was AMSOIL’s Signature Series Multi-Vehicle Synthetic, and the gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive.

With the AMSOIL products installed, the Charger burned five tanks of fuel to establish an estimate of fuel mileage. Our fuel mileage with the AMSOIL product increased by 0.9 mpg. The Charger was strapped to the Pennsylvania College of Technology’s Mustang dyno, and the performance numbers were up as well. Peak torque was up 2.6 lb-ft and peak horsepower was up 4.4 hp. While we could not test component wear, AMSOIL and independent studies have shown the use of synthetics reduce wear and provide cleaner components leading to greater longevity of bearings, pistons, rings, clutches, bands, gears, etc.

So why not try synthetic oils in your Mopar? The initial cost is offset by extended service intervals and increased longevity of the engine components due to the uniform molecule structure, low-temperature pour points, superior stability of viscosity, better shear properties, and superior boundary layer protection. Protracted service intervals mean less disposal of waste oil, benefitting the environment. Finally, putting synthetics in your Mopar will benefit your wallet with better fuel economy, and you will have a few extra ponies under your right foot as a byproduct.

In spite of the immediate short-term benefit, the biggest advantage is in synthetic’s ability to significantly prolong the life expectancy of critical wear components where metal-on-metal contact is greatest. If you plan on keeping your machine on the road for years well beyond the warranty period, a synthetic like AMSOIL will keep bearings, rings, bores, lifters, cam lobes, valve guides, bands, clutches, and pumps running like new well past normal rebuild intervals, and that means money in your pocket.

Got a vintage Mopar with flat-tappet lifters? The needs of older engines are significantly different than late-model engines with rollerized lifters. To take a look at specific synthetic lubes compatible with flat tappets, click here:

Story link: http://www.hotrod.com/articles/synthetic-oil-for-hot-rods/

Mineral oils (left) are refined crude oil lubricants that have varying molecular shapes and sizes resulting in irregular lubricant surfaces. These irregularities produce friction inside the oil, which increases power requirements and reduces efficiency. Synthetic oils (right) have molecular shapes and sizes that are identical, reducing the internal friction in the oil. The reduced friction benefits the engine on cold startup, increases fuel economy, and can improve engine torque and horsepower output.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/synthetic-oil-molecules-vs-mineral.jpg” alt=”Mineral oils (left) are refined crude oil lubricants that have varying molecular shapes and sizes resulting in irregular lubricant surfaces. These irregularities produce friction inside the oil, which increases power requirements and reduces efficiency. Synthetic oils (right) have molecular shapes and sizes that are identical, reducing the internal friction in the oil. The reduced friction benefits the engine on cold startup, increases fuel economy, and can improve engine torque and horsepower output.” width=”1375″ height=”419″ class=”size-full wp-image-740265″>
Mineral oils (left) are refined crude oil lubricants that have varying molecular shapes and sizes resulting in irregular lubricant surfaces. These irregularities produce friction inside the oil, which increases power requirements and reduces efficiency. Synthetic oils (right) have molecular shapes and sizes that are identical, reducing the internal friction in the oil. The reduced friction benefits the engine on cold startup, increases fuel economy, and can improve engine torque and horsepower output.

critical seconds after engine startup (right).

Synthetic oils have a wider temperature range of operation than do mineral oils. The pour point of a Polyalphaolefin (PAO) oil is outstanding, and this allows the oil to move to engine parts much quicker than mineral oil at low temperatures. Synthetic oils do have some extreme cold and hot concerns, but the limitations are well beyond the temperatures where mineral oils have already failed.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/viscosity-range-synthetic-vs-mineral.jpg” alt=”Synthetic oils have a wider temperature range of operation than do mineral oils. The pour point of a Polyalphaolefin (PAO) oil is outstanding, and this allows the oil to move to engine parts much quicker than mineral oil at low temperatures. Synthetic oils do have some extreme cold and hot concerns, but the limitations are well beyond the temperatures where mineral oils have already failed.” width=”823″ height=”465″ class=”size-full wp-image-740266″>
Synthetic oils have a wider temperature range of operation than do mineral oils. The pour point of a Polyalphaolefin (PAO) oil is outstanding, and this allows the oil to move to engine parts much quicker than mineral oil at low temperatures. Synthetic oils do have some extreme cold and hot concerns, but the limitations are well beyond the temperatures where mineral oils have already failed.
This chart provides information about how mineral oil and synthetic oils compare. In most cases, synthetic oils outperform mineral oils. If the synthetic oils are not the best in a category, they are tied with the mineral oils, but the blending of certain Esters to PAOs extends the time between service intervals of the synthetic oil, thus outperforming all mineral oils.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/oil-properties-graded.jpg” alt=”This chart provides information about how mineral oil and synthetic oils compare. In most cases, synthetic oils outperform mineral oils. If the synthetic oils are not the best in a category, they are tied with the mineral oils, but the blending of certain Esters to PAOs extends the time between service intervals of the synthetic oil, thus outperforming all mineral oils.” width=”2929″ height=”1464″ class=”size-full wp-image-740275″>
This chart provides information about how mineral oil and synthetic oils compare. In most cases, synthetic oils outperform mineral oils. If the synthetic oils are not the best in a category, they are tied with the mineral oils, but the blending of certain Esters to PAOs extends the time between service intervals of the synthetic oil, thus outperforming all mineral oils.

outperforming all mineral oils.

After all the lubricants were replaced with AMSOIL fluids, the 5.7L Charger was strapped to the Pennsylvania College of Technology’s Mustang chassis dyno. The peak rear wheel numbers were up. Torque was up 2.6 lb-ft, and the horsepower was up 4.4 hp. The fuel economy increased by almost one mpg, and best of all, the AMSOIL products will provide greater longevity for the bearings, pistons, gears, clutches, bands, and gears. The AMSOIL products are far superior to mineral oils in nearly every quantifiable category.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/chassis-dyno-results-synthetic-oil-testing.jpg” alt=”After all the lubricants were replaced with AMSOIL fluids, the 5.7L Charger was strapped to the Pennsylvania College of Technology’s Mustang chassis dyno. The peak rear wheel numbers were up. Torque was up 2.6 lb-ft, and the horsepower was up 4.4 hp. The fuel economy increased by almost one mpg, and best of all, the AMSOIL products will provide greater longevity for the bearings, pistons, gears, clutches, bands, and gears. The AMSOIL products are far superior to mineral oils in nearly every quantifiable category.” width=”881″ height=”570″ class=”size-full wp-image-740273″>
After all the lubricants were replaced with AMSOIL fluids, the 5.7L Charger was strapped to the Pennsylvania College of Technology’s Mustang chassis dyno. The peak rear wheel numbers were up. Torque was up 2.6 lb-ft, and the horsepower was up 4.4 hp. The fuel economy increased by almost one mpg, and best of all, the AMSOIL products will provide greater longevity for the bearings, pistons, gears, clutches, bands, and gears. The AMSOIL products are far superior to mineral oils in nearly every quantifiable category.
Seven quarts of AMSOIL’s Signature Series 5W-20 motor oil was poured into the Hemi. The AMSOIL extends the service intervals to 25,000 miles, 700 hours, or one calendar year. A matching AMSOIL EA synthetic media oil filter replaced the factory filter.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/ammsoil-synthetic-crankcase-pour.jpg” alt=”Seven quarts of AMSOIL’s Signature Series 5W-20 motor oil was poured into the Hemi. The AMSOIL extends the service intervals to 25,000 miles, 700 hours, or one calendar year. A matching AMSOIL EA synthetic media oil filter replaced the factory filter.” width=”1360″ height=”2038″ class=”size-full wp-image-740270″>
Seven quarts of AMSOIL’s Signature Series 5W-20 motor oil was poured into the Hemi. The AMSOIL extends the service intervals to 25,000 miles, 700 hours, or one calendar year. A matching AMSOIL EA synthetic media oil filter replaced the factory filter.
Prior to filling the transmission, a new factory filter and pan gasket were installed. Five quarts of AMSOIL’s Signature Series ATF was tipped into the NAG1 transmission. The transmission was warmed up and a small amount of additional fluid was added. To accurately measure the required amount of fluid, a specialty tool and scan tool that provides the transmission temperature information are required.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/amsoil-synthetic-atf-pouring.jpg” alt=”Prior to filling the transmission, a new factory filter and pan gasket were installed. Five quarts of AMSOIL’s Signature Series ATF was tipped into the NAG1 transmission. The transmission was warmed up and a small amount of additional fluid was added. To accurately measure the required amount of fluid, a specialty tool and scan tool that provides the transmission temperature information are required.” width=”2040″ height=”1360″ class=”size-full wp-image-740272″>
Prior to filling the transmission, a new factory filter and pan gasket were installed. Five quarts of AMSOIL’s Signature Series ATF was tipped into the NAG1 transmission. The transmission was warmed up and a small amount of additional fluid was added. To accurately measure the required amount of fluid, a specialty tool and scan tool that provides the transmission temperature information are required.
The gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive. A 14mm hex socket is required to remove the fill plug (always remove the fill plug first) and then the drain plug. The filling of the differential housing required some finagling to get the quart container and fill hose next to the fill hole. If clearance is not available, the use of a pressurized filler container will push the oil into the housing.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/amsoil-gear-lube-pouring.jpg” alt=”The gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive. A 14mm hex socket is required to remove the fill plug (always remove the fill plug first) and then the drain plug. The filling of the differential housing required some finagling to get the quart container and fill hose next to the fill hole. If clearance is not available, the use of a pressurized filler container will push the oil into the housing.” width=”2040″ height=”1360″ class=”size-full wp-image-740271″>
The gear oil selected was AMSOIL’s Severe Gear 75W-140 and a 4-ounce tube of AMSOIL Slip Lock additive. A 14mm hex socket is required to remove the fill plug (always remove the fill plug first) and then the drain plug. The filling of the differential housing required some finagling to get the quart container and fill hose next to the fill hole. If clearance is not available, the use of a pressurized filler container will push the oil into the housing.
The 2006 Police Charger has a DiabloSport Diablo tune and Performance Distributors SOS coils with Autolite plugs. The engine has less than 35,000 miles on it, and the transmission has accumulated only 20,000 miles since it was replaced. The 2.82:1 rear gears are the 87,000-mile original gears.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/2006-dodge-charger-chassis-dyno.jpg” alt=”The 2006 Police Charger has a DiabloSport Diablo tune and Performance Distributors SOS coils with Autolite plugs. The engine has less than 35,000 miles on it, and the transmission has accumulated only 20,000 miles since it was replaced. The 2.82:1 rear gears are the 87,000-mile original gears.” width=”2040″ height=”1360″ class=”size-full wp-image-740268″>
The 2006 Police Charger has a DiabloSport Diablo tune and Performance Distributors SOS coils with Autolite plugs. The engine has less than 35,000 miles on it, and the transmission has accumulated only 20,000 miles since it was replaced. The 2.82:1 rear gears are the 87,000-mile original gears.
To properly fill the NAG1 transmission, a Chrysler WiTech scan tool (top left) was connected to the under-dash DLC and attached to a laptop. The WiTech software provides several different data lists of information. With a warmed-up transmission, the transmission fluid temperature must be observed while the transmission selector is in Drive or Reverse. With the temperature noted, Chrysler specialty part number 9336a—a factory dipstick with 10mm increment measurements—must be used to measure the oil level. Based upon the millimeter reading on the dipstick and the temperature of the fluid, the fluid level must be adjusted accordingly. A service manual (or online source) will provide the temperature/fluid level chart for proper filling.<img src=”http://st.hotrod.com/uploads/sites/21/2017/01/dell-laptop-witech-tcm-view.jpg” alt=”To properly fill the NAG1 transmission, a Chrysler WiTech scan tool (top left) was connected to the under-dash DLC and attached to a laptop. The WiTech software provides several different data lists of information. With a warmed-up transmission, the transmission fluid temperature must be observed while the transmission selector is in Drive or Reverse. With the temperature noted, Chrysler specialty part number 9336a—a factory dipstick with 10mm increment measurements—must be used to measure the oil level. Based upon the millimeter reading on the dipstick and the temperature of the fluid, the fluid level must be adjusted accordingly. A service manual (or online source) will provide the temperature/fluid level chart for proper filling.” width=”2039″ height=”1360″ class=”size-full wp-image-740261″>
To properly fill the NAG1 transmission, a Chrysler WiTech scan tool (top left) was connected to the under-dash DLC and attached to a laptop. The WiTech software provides several different data lists of information. With a warmed-up transmission, the transmission fluid temperature must be observed while the transmission selector is in Drive or Reverse. With the temperature noted, Chrysler specialty part number 9336a—a factory dipstick with 10mm increment measurements—must be used to measure the oil level. Based upon the millimeter reading on the dipstick and the temperature of the fluid, the fluid level must be adjusted accordingly. A service manual (or online source) will provide the temperature/fluid level chart for proper filling.

I hope you find this article interesting as it tells all about Oils and their classifications and Synthetics vs Petroleum.  There is lots of skepticism about Synthetic Lubricants but they have been around since 1972 for use in America.  For more information about AMSOIL Products go to http://www.amsoil.com or http://www.The1stSyntheticoil.com. Should you desire to purchase products you can call 1-800-777-7094 and tell the operator you have been talking with ZO 9792.
Advertisements

August 23, 2016

DIESEL vs GAS ENGINES: WHAT’S THE DIFFERENCE

Diesel Truck - differences between gas and diesel enginesThis is the story about the differences between diesel and gasoline engines: Diesel engines burn diesel fuel and gasoline engines burn gasoline.

The end.

Short and sweet, eh?

Actually, there’s quite a bit more to the story.

Different ways of igniting the fuel
Outside of differences in the fuel used, the most notable difference between diesel and gas engines is the way each ignites the fuel.

Diesel engines compress air in the combustion chamber until the temperature of the air increases enough to ignite the fuel (sprayed into the combustion chamber by the injector). Gasoline engines, on the other hand, use spark plugs that ignite a mixture of fuel and air at just the right time. In the engineering world, we describe the methods of ignition as compression ignition and spark ignition.

So, is that enough, or are you interested in more? If so, keep reading.

Diesels = more durable construction
Diesels are low-rpm, high-torque engines built to last much longer, in general, than gasoline engines. Engineers typically use bigger, heavier and stronger components since diesels are largely designed to work – and work hard.

It’s not uncommon to get 300,000 miles out of the diesel engine in a turbo diesel pickup and 1 million miles out of a diesel engine in an over-the-road truck. Impressive, but even more so when you consider those trucks are pulling or hauling heavy loads.

Modern diesel engines in turbo diesel pickups are typically rated at 400-plus hp and 900 ft. lb. of torque. An over-the-road truck engine can make more than 600 hp and 2,000-plus ft. lb. of torque. Those are huge numbers when compared to the typical big-block gasoline engine’s 400 hp and 500 ft. lb. of torque. True, horsepower is similar, but diesel engines excel at producing torque. And if we know anything about pulling and hauling, torque rules.

Turbos and direct injection
So we’ve established that the diesel engine is a big, bad, powerful long-lasting engine. But here are a couple more technologies that set diesels apart from gasoline engines.

All diesel engines are equipped with a turbocharger and direct fuel injection.

Yeah, I know; you’re saying, “But wait…there are turbocharged, direct-injected gasoline engines out there, too.”

You are correct, but they’ve only entered the scene over the past couple years. The turbocharger jamming more air into the cylinder and the injectors spraying fuel directly into the combustion chamber help accomplish a lot of things.

• Increased power
• Reduced emissions
• Better fuel economy
• Easy-to-control injection timing

Now you see why the gasoline-engine world is copying the diesel-engine world.

Right about now you’re asking, “Gee whiz, if diesel engines are so great, why aren’t we all driving diesel-powered vehicles?”

The answer is history and economy of scale.

Gasoline engines in general are much quieter, and most Americans enjoy listening to the radio in their vehicle without having to turn it up to blaring levels to drown out engine noise. Diesel engines have come a long way with recent technology to make them quieter. But it’s not likely they will ever be as quiet as gasoline engines.

Many people also still associate diesels with the sooty, smelly engines of years past. Thanks to modern exhaust treatment devices and the introduction of low-sulfur diesel fuel, today’s production diesels are much cleaner.

Additionally, we are moving to smaller vehicles for improved fuel economy. It’s hard to take a large diesel engine and shrink it to fit today’s small vehicles. Yes, some auto manufacturers are playing in this realm, but small diesel vehicles are few and far between compared to their gasoline counterparts. Can you image trying to put a diesel engine into a Mercedes Smart Car? The engine would consume the car and you’d have to ride on the roof. A convertible of sorts, I guess.

That covers the basics. If you’re interested in more information, search “diesel vs gasoline” online.

Happy reading.

For more information about AMSOIL Diesel Products and other products from the #1 Synthetic Oil Company in American go to http://www.amsoil.com or http://www.The1stSyntheticoil.com.  Prices you see will be Retail prices but you can purchase and save 25% off Retail.  Call 1-800-777-7094 should you desire to purchase and tell the operator you have been working with ZO 9792.

AMSOIL VS Royal Purple and Mobil 1 Extended Performance: Deposit Protection

   Andy Arendt|Aug 15, 2016 

AMSOIL VS ROYAL PURPLE and Mobil 1 280 Z

In 1985 I worked with my father to replace the heads and make other repairs needed to put a 1972 Fiat Sport Spider back on the road. The experience taught me why, in many circles, FIAT stands for, “Fix It Again Tony.” At 17, when I eventually got to drive the car, I experienced firsthand the pride and excitement enthusiasts have in their personalized statements of horsepower and style. I also found out why enthusiasts pay so much attention to every detail about their vehicle, including the level of protection motor oil delivers.

Turbocharger demands on motor oil

Advancements in automotive technology have since driven advancements in motor oil chemistry and have complicated the process of evaluating oil. Due in large part to the ability to offer power and fuel economy, turbochargers have become one of – if not the most – widely used advancements in performance technology. The following are just a sample of turbocharged 2016 makes and models:

  • Volkswagen GTI
  • Buick Regal
  • Subaru WRX
  • Ford Fiesta
  • BMW 3 Series
  • Ford Mustang EcoBoost
  • Ford F-150 EcoBoost

When exposed to increased heat, motor oils can form deposits, reducing efficiency and contributing to poor overall performance. Given the

Turbo Glows Red Hot
Turbo glowing red-hot.

number of vehicles on the road now equipped with turbochargers and other performance-enhancing technologies that increase heat, such as direct injection and variable valve timing , deposit control has taken on increased importance.

AMSOIL goes head-to-head with Royal Purple and Mobil 1

Among auto enthusiasts, three brands often dominate the conversation about motor oil protection: AMSOIL, Royal Purple and Mobil 1. Each has a history of providing solid protection. Yet, wherever enthusiasts gather, be it in online forums or car shows, when the topic of serious motor oil protection is discussed the debate often turns to which brand offers more protection. Recently, AMSOIL enlisted an independent, third-party lab to compare the three brands in an industry-standard test that focuses on protecting turbochargers.

Independent test measures turbo deposits

The TEOST 33C test is an American Society for Testing and Materials (ASTM) bench test that simulates turbocharger operating conditions and, according to the ASTM, the test method “is designed to predict the high temperature deposit forming tendencies of an engine oil.” To meet the API SN Resource Conserving and ILSAC GF-5 motor oil specifications that are often recommended by vehicle manufacturers, a 5W-30 motor oil must limit total deposit formation to 30 mg or less.

The following graph shows the test results from the independent, third-party lab. This industry-standard test shows AMSOIL Signature Series 5W-30 Synthetic Motor Oil prevents deposits 4X better than Mobil1® Extended Performance and 3.6X better than Royal Purple®.

Turbo Protection AMSOIL Vs Royal Purple & Mobil 1

The results show AMSOIL Signature Series 5W-30 held deposits to well under the 30 mg limit recommended by vehicle manufacturers. Test results represent the formulations as they were available to consumers in April 2016. Formulations were coded to eliminate bias during testing, and samples were tested in random order. An appropriate number of trials of each oil were run to produce results at or above the 95 percent confidence level when compared to AMSOIL Signature Series 5W-30 Synthetic Motor Oil.

Hopefully this information adds a few more data points to the discussion when enthusiasts and people that care about what they drive compare notes on three of the leading brands that offer serious protection for the cars and trucks they take pride and passion in.

For more information about AMSOIL Products go to http://www.amsoil.com or http://www.The1stSyntheticoil.com.  Should you desire to purchase products you can call 1-800-777-7094 and tell the operator you have been working with ZO 9792.

June 22, 2011

AMSOIL SYNTHETIC GEAR LUBE OUTPERFORMS VALVOLINE GEAR LUBE

Overview

AMSOIL submitted its 75W-90 Synthetic Gear Lube (FGR) and Valvoline 75W-90 Gear Lube to an independent laboratory for quality comparison tests. The gear lubes were tested according to ASTM testing procedures in several critical performance areas, including oxidation resistance, viscosity retention and cold temperature fluidity. Oxidation resistance was measured using the L-60-1 Thermal Oxidation Stability Test, viscosity retention was measured using the KRL Shear Stability Test and cold temperature fluidity was measured using the Brookfield Viscosity Test. Additional load carrying, wear, extreme pressure and scoring protection tests were performed exclusively on AMSOIL 75W-90 Synthetic Gear Lube using the L-37 High Torque Axle Test and the L-42 High Speed Axle Test.

L-60-1 Thermal Oxidation Stability Test

-Test Conditions

The L-60-1 Thermal Oxidation Stability Test measures a lubricant’s rate of deterioration under severe oxidation conditions. A measured sample of test lubricant is placed in a special gear case with two spur gears and a copper catalyst strip. The gears are driven at 1,725 rpm at 163°C for a 50-hour duration, while air is bubbled through the sample.

Viscosity increase, deposits not soluble in pentane or toluene, carbon varnish and sludge deposits are measured upon test completion. Test specifications are listed below.

L-60-1 Thermal Oxidation Stability Test Specifications

  API GL-5 API MT-1/SAE J-2360/MIL-PRF-2105E/Mack GO-J Mack GO-J+
Test Conditions 50 hours @ 163°C 50 hours @ 163°C 100 hours @ 163°C
% Viscosity Rise 100 Max 100 Max 100 Max
% Pentane Insolubles 3 Max 3 Max 3 Max
% Toluene Insolubles 2 Max 2 Max 2 Max
Carbon Varnish Rating Not Required 7.5 Min 7.5 Min
Sludge Rating Not Required 9.4 Min 9.4 Min

L-60-1 Thermal Oxidation Stability Test Results

  AMSOIL Synthetic 75W-90 Valvoline 75W-90 Valvoline 75W-90
Test Conditions 100 hours @ 163°C 50 hours @ 163°C 100 hours @ 163°C
% Viscosity Rise 25.17 17.50 38.50
% Pentane Insolubles 0.20 0.87 1.17
% Toluene Insolubles 0.13 1.11 0.99
Carbon Varnish Rating 8.0 7.2 5.9
Sludge Rating 9.5 9.4 9.4

-Test Results

Because AMSOIL 75W-90 Synthetic Gear Lube is a premium lubricant designed for extended drain service, the test was allowed to continue for 100 straight hours, double the standard test length. The Valvoline 75W-90 was run at both the standard 50-hour test length and the double 100-hour test length. Test results indicate AMSOIL 75W-90 Synthetic Gear Lube outperformed Valvoline at both test lengths.

Even at double the standard test length, AMSOIL 75W-90 scored almost four times better than industry test specifications in the area of viscosity increase, while also greatly exceeding specifications in all areas of the test.

KRL Shear Stability Test

-Test Conditions

It is essential that high-quality gear lubes resist shear to ensure adequate oil film thickness and protection against friction and wear. The KRL Shear Stability Test is used to determine the mechanical shear stability of lubricants containing polymer. Mandatory under the SAE J-306 gear oil standard, the KRL Shear Stability Test makes use of a taper roller bearing in order to shear the test fluid and determine the permanent drop in viscosity caused by the mechanical stress under practical conditions. Under the specifications of SAE J- 306, the measured viscosity at 100°C (212°F) of an SAE 90 gear oil must exceed 13.5 cSt after 20 hours of testing.

-Test Results

AMSOIL 75W-90 Synthetic Gear Lube easily exceeded SAE J-306 specifications following the 20-hour test length and was allowed to continue for a total of 192 straight hours, almost 10 times longer than the standard test length. Even after this extended test, AMSOIL 75W-90 lost only 0.40 percent of its original viscosity, making it 99.6 percent shear stable.

Valvoline 75W-90 Gear Lube, on the other hand, failed the test during the initial 20-hour testing period, losing 14 percent of its original viscosity.

Bookfield Viscosity Test

-Test Conditions

The Brookfield Viscosity Test (ASTM 0-2983) is used to determine the internal fluid-friction of a lubricant during cold temperature operation. The lubricant sample is chilled in a -40°C (-40° F) air bath for 16 hours, and a Brookfield viscometer determines the torque required to shear the lubricant. The lower the cold temperature viscosity (measured in centipoise), the better the cold temperature protection. ASTM specifications dictate that 75W-90 gear oils measure less than 150,000 cP at test completion.

-Test Results

AMSOIL 75W-90 Synthetic Gear Lube easily passed the Brookfield Viscosity Test, measuring 88,000 cP at test completion, 42 percent less than test limits. The superior cold temperature properties of AMSOIL 75W-90 Synthetic Gear Lube ensure quicker oil flow, enhanced component protection and improved fuel efficiency.

Many conventional lubricants fail to pass the Brookfield Viscosity Test due to the paraffinic (wax) content in their base oils. Valvoline Gear Lube passed the test at 130,000 cP, only 13 percent lower than test limits.

1-37 High Torque Axle Test

-Test Conditions

The L-37 High Torque Axle Test is used to evaluate a gear lubricant’s load-carrying, wear and extreme pressure characteristics in hypoid gears operating under both high-speed/low-torque and low-speed/high-torque conditions. A Dana Model 60 hypoid gear axle is used with either coated or uncoated drive gear and pinion to drive two dynamometers from an eight-cylinder, 5.7-liter gasoline engine. With the axle filled with the test lubricant, the high-speed/low-torque test is performed for 100 minutes, with the gears visually assessed afterwards. Next, the low-speed/high-torque test is run for 24 hours, followed by a thorough inspection of the gears. Performance relative to API GL-5 and MIL-PRF-2105E specifications is assessed based on tooth surface rippling, ridging, pitting and wear, deposits and discoloration.

-Test Results

Testing on AMSOIL 75W-90 Synthetic Gear Oil was conducted using uncoated gear and pinion. The AMSOIL lubricant passed on all counts and showed little to no rippling, ridging, pitting or deposits, indicating that AMSOIL 75W-90 provides superior protection and performance under extreme pressure conditions.

L-42 High Speed Axle Test

-Test Conditions

The L-42 High Speed Axle Test evaluates the antiscoring characteristics of a gear lubricant operating under high-speed and shock-loading conditions. A Spicer Model 44-1 hypoid gear axle is driven by a 5.7 liter, V8 gasoline engine with a four-speed truck transmission and two high-inertia dynamometers and hard accelerated to 100 mph. The axle is periodically shock-loaded through a dynamometer to simulate high shock-loading conditions. The axle is accelerated through the gears to 1,050 r/min and decelerated to 530 r/min. This cycle is repeated five times, followed by 10 shock loadings. In order to meet API GL-5 and MIL-PRF-2105E gear oil specifications, scoring must be equal to or better than gears tested with a reference oil.

-Test Results

AMSOIL 75W-90 Synthetic Gear Oil easily passed the L-42 High Speed Axle Test, receiving a significantly better rating than the reference oil and leaving little to no scoring on the ring and pinion.

For further information about AMSOIL Products go to www.The1stSyntheticoil.com.  Should you desire to purchase at cost or become an AMSOIL Dealer contact an AMSOIL Operator at 1-800-777-7094 and give them ZO 9792 as the reference when ordering products.

 

NOACK VOLATILITY TESTS ARE CRITICAL MEASUREMENTS OF MOTOR OIL QUALITY

Product Tested: 10W-30 Motor Oil (ATM)

Overview

AMSOIL was the first motor oil company in North America to use the NOACK volatility test to measure motor oil quality and performance. Although competing motor oil companies initially paid no attention to NOACK results, the test has since become a critical measurement tool throughout the industry.

Originally developed and used in Europe, the NOACK volatility test determines how much weight an oil loses through volatilization. The more a motor oil vaporizes, the thicker and heavier it becomes, contributing to poor circulation, reduced fuel economy and increased oil consumption, wear and emissions. During the test, the subject oil is heated to 150°C for a specified period, causing the lighter oil molecules to boil off. The results are reported in the percentage, by weight, of the oil that evaporates. The lower the number, the better the oil resists volatilization.

Testing

Because they are made from impure, irregular molecules, conventional motor oils are more susceptible to the effects of heat.  The small, light molecules in conventional oil tend to evaporate (volatilize) as the oil is heated, leaving large, heavy molecules behind and leading to oil consumption and an increase in the oil’s viscosity.  If those large, heavy molecules are chemically unstable, they may also break down and form deposits on component surfaces, further inhibiting the release of heat into the oil stream.

Because their formulations minimize the quantity of impure, irregular molecules, synthetic motor oils are generally more resistant to volatilization, allowing them to perform better than conventional oils in the NOACK volatility test. However, due to varying qualities of base stocks and additives, not all synthetic motor oils perform the same in the NOACK test.

Modern engine designs generate more heat than ever, accentuating the importance of the NOACK volatility test for determining an oil’s ability to provide an adequate level of protection and performance. More horsepower, turbo chargers and aerodynamic styling have created extremely hot environments that receive less cooling from outside air, and high heat leads to oil oxidation, deposits and thickening in conventional oils.

Because AMSOIL synthetic lubricants contain only uniform molecules, they are much more resistant to thermal and oxidative breakdown. AMSOIL synthetic motor oils help keep components free of damaging varnish, deposits and sludge.

To qualify for the current API SM motor oil specification, gasoline motor oils cannot experience a weight loss of more than 15 percent in the NOACK test. AMSOIL synthetic motor oils were exceeding modern requirements over 20 years ago, while many current motor oils still have a hard time meeting this minimal requirement, increasing wear, fuel consumption and emissions.

As seen in the graph, AMSOIL 10W-30 Synthetic Motor Oil (ATM) easily falls below the maximum 15 percent volatilization rate dictated by the API SM motor oil specification.

For further information about AMSOIL Products go to www.The1stSyntheticoil.com.  Should you desire to purchase at cost or become an AMSOIL Dealer contact an AMSOIL Operator at 1-800-777-7094 and give them ZO 9792 as the reference when ordering products.

 

June 11, 2011

AMSOIL Disperses Heat Like No Other Lubricant

For those who don’t seem to understand what AMSOIL is all about and how it will save time and money, you should check out this Video which shows what happened to the Torque Converter on Scott Douglas’ OffRoad Truck.   Click on this addy and it will take you to AMSOIL’s Information Video’s.  http://www.amsoil.com/video/AMSOIL_Information_Series_Videos.aspx

Should you desire more information about AMSOIL products then check them out at: www.The1stSyntheticoil.com.  Should you desire to purchase AMSOIL Transmission Fluid or other products you can call 1-800-777-7094 and tell them ZO 9792 referred you to AMSOIL.

March 20, 2011

PERFORMANCE AND COST SAVINGS WITH AMSOIL HYDRAULIC OILS

Hydraulic oils are very important to the performance of  heavy equipment, farm tractors and golf course greens mowers.  Petroleum oils cause a lot of pressure build up in hydraulic systems in all these various kinds of equipment because of extreme heat.  Not so using the AMSOIL Hydraulic Oil because just like other AMSOIL lubricants heat is not a factor.  BUT the VERY IMPORTANT factors about AMSOIL’s Synthetic Hydraulic Oils is the fluids ARE BIODEGRADABLE.  

Have you been playing golf and come to a green on the course and see a brown line or streak across the surface of the putting green.  The CAUSE is petroleum hydraulic oil leaks and the nice green lush grass has been burnt.  No so using AMSOIL, so save yourself downtime, maintenance costs and keep your equipment running cool and clean with AMSOIL Hydraulic oils.

For more information on AMSOIL products, www.amsoil.com or go to www.The1stSyntheticoil.com or www.lubedealer.com/southeasternlubricants.  Should you desire to order products you can call 1-800-777-7094 and use ZO 9792.

January 13, 2011

MUSCLE MUSTANGS AND FAST FORDS MAGAZINE FEATURES THE NEW AMSOIL MUSTANG

After making its official debut at the 2010 SEMA Show as a feature vehicle in the Source Interlink booth, the 2011 MM&FF/AMSOIL Mustang is now ready for its close-up. Built in just two months time, Source Interlink pulled out all the stops in creating the head-turning end result. Completely modified from the inside out, the Mustang GT brings big horsepower and bigger presence. The attention to detail throughout the build is impeccable, including the hand painted logos, colors and ‘real fire’ effects featured on the vehicle.

Upcoming publicity for the AMSOIL Mustang includes an article featuring the build in the March issue of Muscle Mustangs & Fast Fords magazine, followed by a cover story in the April 2011 issue. AMSOIL is installed throughout, making this ride capable of handling all the power and performance modifications that have been added to it. Be sure to pick up the March issue first when it hits newsstands January 25th, and get all the details on what went into the making of this striking 2011 Mustang GT.

For further information about AMSOIL products used with this Mustang check out www.The1stSyntheticoil.com and/or www.lubedealer.com/southeasternlubricants.   Should you desire to improve the peformance of your vehicles by ordering AMSOIL products, use ZO 9792 when talking to an AMSOIL operator at 1-800-777-7094.

December 30, 2010

AMSOIL DOMINATOR COOLANT BOOST REDUCES ENGINE WARM UP TIME

AMSOIL Dominator® Coolant Boost is designed to reduce corrosion and significantly enhance heat transfer in cooling systems. One of the overlooked benefits of better heat transfer is much quicker engine warm-up in winter conditions, which is noticed when the vehicle’s defroster works much sooner.
To understand how Dominator Coolant Boost reduces engine warm-up times in cold weather, it is imperative to understand the fundamentals of an engine’s cooling system and how Coolant Boost’s proprietary tiered surfactant technology works. The same tiered surfactant technology that aids in reducing engine operating temperatures also decreases engine warm-up times.
Check it out at the following addy:  http://bit.ly/esMvEz  For further information go to www.The1stSyntheticoil.com and click on additives.   Should you desire to purchase use ZO 9792 when talking to an operator at AMSOIL.

December 28, 2010

SOME LUBES PERFORM BETTER THAN OTHERS: It’s All In The Mix

Lubes and Additives: It’s All in the Mix

by Ed Newman
AMSOIL Director of Advertising
This article appeared in National Oil & Lube News, December 2010

When I order a fancy cake from the bakery, I usually don’t think too much about what the cake is made of. My only real concern is that the person I’m getting that cake for appreciates it. The function of the cake is usually to be tasty, though on some occasions it’s only real functions are to be edible and look nice.

So it is with motor oil. Not the edible part or looking nice. What I mean is that most people really don’t give a second’s thought to what the ingredients are in motor oil. They just want it to be doing what it’s supposed to do, and few motorists really know for sure what even that is. But since we’re in the oil industry, it’s probably worth knowing something about, just in case you do have customers who want to know.

As most of us are aware, engines and their lubricants have become increasingly sophisticated since the days of your grandfather’s Oldsmobile.  In the early days of automotive lubrication, motor oil was just plain base oil. When wax modifier was added to the base oil in the 1930s to address the problems created by wax residue, the motor oil additive market was born. Today, motor oils contain a wide variety of additives designed to improve their protection and performance capabilities.  Motor oil additives serve three essential functions: protecting metal surfaces, expanding the lubricant’s application range and extending the lubricant’s life.
 
Surface Protection Additives
Surface protection additives effectively address issues related to metal surfaces:

  • Anti-wear agents protect against friction, wear, scoring and seizure.
  • Corrosion and rust inhibitors protect internal metal parts against corrosion and rust.
  • Detergents keep surfaces free of deposits.
  • Dispersants prevent insoluble contaminants from agglomerating by keeping them dispersed in the lubricant.  (I really like that word agglomerating. Even as you say it you can picture globs of material agglomerating.)
  • Friction modifiers alter the oil’s coefficient of friction.

Performance Additives
A second group of additives works to improve how the lubricant performs.

  • Pour point depressants (used in petroleum lubricants) modify wax crystal formation and enable oils to flow at lower temperatures.
  • Seal swell agents help swell elastomeric seals by causing a chemical reaction in the elastomer.
  • Viscosity modifiers help reduce the rate of viscosity change when temperatures rise or drop.

Protective Additives
A third group of additives work to extend the service life of the lubricant:

  • Anti-foamants reduce surface tension and speed the collapse of foam.
  • Anti-oxidants reduce the oxidation rate by decomposing peroxides and terminating free-radical reactions.
  • Metal deactivators reduce the catalytic effect of metals on the oxidation rate, further slowing oxidation.

Formulating a modern lubricant is more than just throwing ingredients together though. My son has been working in some fancy restaurants the past half dozen years and it has been interesting watching him put together a fancy meal while staying with us briefly this fall. It’s not only a matter of having the right ingredients, but combining them at the right times and temperatures. There are reasons why master chefs favor certain ingredients over others, and why some people with a wonderful recipe end up with leftovers fit only for Rover.

It’s helpful to understand that additive chemistries can themselves have disadvantages as well as advantages. The usage of various additives involves tradeoffs. Here are just some examples of negative side effects additive may possess.

  • Detergents and anti-wear additives can promote deposit formation in high temperature areas.
  • Detergents and dispersants can promote foaming and minimize the effectiveness of anti-foaming additives.
  • Certain additives can cause corrosion when exposed to high temperature.
  • Too much anti-foaming additive will in itself result in foaming.

Bottom Line
Motor oil has a lot of stuff in it these days. It’s not just a haphazard concoction of chemicals all thrown together. Some of the compounds in motor oil are designed to interact with what’s going on inside an engine. But many compounds are selected so that they will not interfere with their designated functions. That is to say, formulators are chemists who must carefully consider the ways these various chemistries interact with each other, not just the context they individually work in.

In short, there are reasons some lubricants perform better than others. It’s all in the mix.  For further information check out http://www.amsoil.com Should you desire to purchase AMSOIL products tell the operator to use ZO 9792.

Next Page »

Create a free website or blog at WordPress.com.