University of Amsoil 180(1)

8/6/2019 University of Amsoil 180(1)

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Table of ContentsLubricaon Basics

Lubricants and Their History .................................................................................................. .. 5Understanding Fricon ............................................................................................................ 5How Lubricants Work ........................................................................................................... .... 6The Seven Funcons of Lubricaon ......................................................................................... 6The Three Types of Fluid Lubricaon ....................................................................................... 7Three Mechanical Needs for Lubricaon ............................................................................... 11Gears ......................................................................................................................... ............. 12

Cylinders ..................................................................................................................... ........... 13Dening The Right Principle ............................................................................................... 13

The Composion of LubricantsBase Oil Properes ................................................................................................................. 19Base Oil Categories .......................................................................................................... ..... 20Base Oil Characteriscs by Group .......................................................................................... 21Mineral Oil Properes ............................................................................................................ 21Dening Synthecs ................................................................................................................ 22

The Physical Properes of LubricantsUnderstanding Viscosity ....................................................................................................... . 29Viscosity Classicaon ........................................................................................................... 31Understanding Pour Points .................................................................................................... 34Understanding Shear Stability ............................................................................................... 36Understanding Water Resistance ........................................................................................... 39Understanding Electrical Resistance ...................................................................................... 41Understanding Volality ........................................................................................................ 41Understanding Flash and Fire Points...................................................................................... 43

The Chemical Properes of AddivesThe Chemical Properes of Addives .................................................................................... 49Resisng Oxidaon ................................................................................................................ 49Resisng Extreme Pressure .................................................................................................... 52Resisng Wear ...................................................................................................................... . 53Resisng Rust and Corrosion ................................................................................................. 56

Decreasing Foam ............................................................................................................... ..... 58Managing Water ................................................................................................................ .... 59Keeping Lubricaon Systems Clean........................................................................................ 60Total Base Number ............................................................................................................. .... 61Elastomer Compability ......................................................................................................... 62

Secon 5: The Storage and Handling of LubricantsProper Storage and Handling of Lubricants: The Three Cs ................................................ 67Lubricant Shelf-Life .......................................................................................................... ...... 67Lubricant Storage ............................................................................................................. ...... 68Contaminaon Control .......................................................................................................... 69Clarify & Containment ......................................................................................................... .. 70Safety & Handling ............................................................................................................. ..... 70

AMSOIL Product Shelf-Life Recommendaons ...................................................................... 71Proper Storage Guideline Summary....................................................................................... 71Appendix

Base Oil Categories Chart ..................................................................................................... .. 72NOACK Volality Graph (ASTM D-5800) ................................................................................ 73Thin-Film Oxygen Uptake Test Graph (ASTM D-4742) ............................................................ 74Four-Ball Wear Graph (ASTM D-4172) ................................................................................... 75Total Base Number Graph (ASTM D-2896) ............................................................................. 76


4/180ubrication Fundamentals: Lubrication Basics

Lubrication Fundamentals: Section 1Lubrication Basics

Introduction

The following course is an introducon to lubricang uids and theprinciples of lubricaon. It is ideal for those who service mechanicalequipment and those markeng lubricants.

Secon 1 discusses the dierent funcons of lubricants. Types oflubricaon, lubricaon failure modes and the mechanical needs thatlubricants fulll.

Section Objectives

Aer studying Secon 1, you should understand and be able to explain thefollowing terms and concepts:

1. The primary purpose of a lubricant2. The negave eects of fricon in mechanical equipment3. The seven funcons of a lubricant

4. The four types ofuid lubricaon5. The three mechanical needs for lubricants6. The four lubricaon failure mechanisms7. The Right Principle8. The four methods for recommending AMSOIL products

Section Keywords

The following keywords will be explained in this secon. Pay parcularaenon to their meanings as these concepts will serve as building blocksfor future lessons.

AddivesAn-wear AddivesBoundary LubricaonDetergentsDispersantsElastohydrodynamic LubricaonFilm StrengthFriconHydrodynamic LubricaonLubricantLubricityMixed Film LubricaonR&O FluidsSolvencyThe Right PrincipleTribology


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where it must be overcome in order to operate eciently.

Another example of posive fricon is in the use ofknots, such as in a shoelace or the knots of a marinetether. Fricon keeps knots in place, allowing people

to walk without tripping over their laces and prevenngboaters from losing their boats to the moving current.

The fricon that occurs in motors is an example ofharmful fricon because of the excess heat produced and the

physical wearing down of components.

The most common substance used to reduce fricon is a uid or semi-uidmaterial. The uid materials maintain a layer of separaon, prevenngcomponents from coming in contact with one another. Separaon ismaintained because the uid resists compression; even at only a fewmillionths of an inch, a uid can eliminate contact in many instances. Theinherent ability of oil to maintain component separaon is called lubricity.Lubricity, somemes referred to as lm strength, is the lubricants capacityfor reducing fricon. Lubricity is not the same across all uids; it can varydramacally from one uid to another.

In todays lubricants, base stocks are primarily comprised of crude oil.Chemical compounds called addives are added to the base stock toprovide specic properes to the uid. Oen, these addives are used tofurther minimize fricon or wear beyond the capabilies of the base oil.These addives oer protecon when the lubricang uid cannot maintaincomponent separaon. They may also address concerns beyond thecapabilies of the uid itself. For example, these compounds might clean,protect or control how contaminants like water and other foreign objectsact in a lubricant.

How Lubricants WorkWhile fricon and wear reducon are a lubricants primary funcons, italso serves other important funcons. To beer understand specicallyhow lubricants work, one needs to understand why they are used, whatkinds of lubricaon exist and what specic applicaons require lubricaon.

The Seven Functions o Lubrication

A lubricant must sasfy all of the following seven funcons.

Minimize FrictionLubricants reduce contact between components, minimizing fricon andwear.

CleanLubricants maintain internal cleanliness by suspending contaminantswithin the uid or by prevenng the contaminants from adhering tocomponents. Base oils possess a varying degree of solvency that assists inmaintaining internal cleanliness. Solvency is the ability of a uid to dissolvea solid, liquid or gas. While the solvency of the oil is important, detergentsand dispersants play a key roll. Detergents are addives that preventcontaminants from adhering to components, especially hot componentssuch as pistons or piston rings. Dispersants are addives that keep

How LubricantsWork

The SevenFunctions ofLubrication


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wedging lm acon, this principle allows large loads to be supported bythe uid. It works much like a car re hydroplaning on a wet road surface:

the uid accumulates in front of the surface (res) faster than it can bepushed or channeled away.

During reciprocang moon, where the speeds of the relave surfaceseventually reach zero as the direcon changes, the wedging of thelubricant is necessary to maintain hydrodynamic lubricaon.

Some factors, such as load increases, can prevent hydrodynamiclubricaon by decreasing the oil lm thickness, allowing metal-to-metalcontact to occur.

Elastohydrodynamic Lubrication (EHD or EHL)Elastohydrodynamic lubricaon is a form of full-lm lubricaon and occurswhen the lubricant reacts to the pressure or load and resists compression,funconing as if it were harder than the metal surface it supports. Thispressure acts upon the metal surface, causing it to deform and creang

Figure 1.1Hydrodynamic lubrication

Figure 1.2Elastohydrodynamic lubrication


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ubrication Fundamentals: Lubrication Basics

Boundary LubricationNo surface is truly smooth, even when polished to a mirror nish. Theirregularies, or asperies, on every surface may be so small that theyare only visible under a microscope. When two highly polished surfacesmeet, only some of these asperies on the surfaces touch, but whenforce is applied at right angles to the surfaces (called a normal load), thenumber of contact points increases. Boundary lubricaon is a form ofthin-lm lubricaon and occurs when a lubricants lm becomes too thinto prevent contact between surfaces and contact between the surfaces

asperies occurs. Excessive loading, high speeds or a change in the uidscharacteriscs can result in boundary lubricaon.

Boundary lubricaon oen occurs during the start up and shut down ofequipment. In these cases, chemical compounds enhance the properes ofthe lubricang uid to reduce fricon and provide wear protecon.

Mixed-Film LubricationMixed-lm lubricaon is considered a form of thin-lm lubricaon,although it is actually a combinaon of hydrodynamic and boundarylubricaon. In mixed-lm lubricaon, only occasional asperity contactoccurs.

Solid-Film LubricationSolid-lm lubricaon is used in applicaons that are dicult to lubricatewith oils and greases. To manage these dicult applicaons, solid- ordry-lm lubricaon is applied where the solid or dry material aaches tothe surface to reduce roughness. Solid-lm lubricants ll in the valleys andpeaks of a rough surface to prevent metal-to-metal contact. A commonform of solid-lm lubricaon is Teon coang.

The Four Wear Mechanisms

Abrasive WearAbrasive wear starts with parcles that originate as contaminantsfrom outside the engine, such as wearing components or soot. Thesecontaminants grind and scrape metal surfaces of the engine, causingabrasive wear. Most abrasive wear contaminants can be removed by agood oil ltering system.

Corrosive WearCorrosive wear, somemes referred to as chemical wear, results fromchemical aack or rubbing acon on a metal surface. Cylinder-wall wear isa good example of wear from a combinaon of metal-surface rubbing andchemical corrosion.

The Four WearMechanisms

Figure 1.5Boundary lubrication


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Gears

Gears are used to transfer power and/or moon from the powersource to the applicaon. They are also used to change the direcon,speed or rotaonal force (torque) of that moon. Gears come in manyconguraons that have dierent lubricaon requirements dependingon their intended applicaon. Gears are most oen lubricated with oils;however, thin greases (a mixture of oil and a thickener) may also be used.

Spur, Helical and Herringbone GearsSpur, Helical and Herringbone gears are typically lubricated using what arecommonly referred to as rust and oxidaon (R&O) oils. R&Ouids are baseoils with rust and oxidaon inhibitors. Depending on the applicaon, a mildEP addive may be called for.

Figure 1.6Spur gear, helical gear, and herringbone gear

Hypoid GearHypoid gear sets are typically used inautomove components such as thedierenal. Sliding pressures and shock

loading require the use of high levelsof extreme-pressure (EP) addives(API GL-4 or GL-5 performance level).Generally, a uids API number roughlyesmates its concentraon of EPaddives.

Figure 1.7Hypoid gear

Gears

Bevel GearBevel gear sets also require the use ofEP addives; however, the level is less

than the level required for hypoid gears.

Figure 1.8Bevel gear


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It is acceptable to recommend the same type of lubricant they arecurrently using, provided that the correct lubricant is being used. Forexample, if 10W-30 motor oil is the appropriate grade and viscosity oil,AMSOIL Synthec 10W-30 is an acceptable recommendaon. However,this is the least reliable method for making recommendaons and shouldbe a last opon.

AMSOIL strongly recommends using the AMSOIL Online ProductApplicaon Guide to determine the best lubricant for the applicaon.

Check the Owners ManualAMSOIL synthec equivalents may be used in the case where an ownersmanual idenes such a product. For example, if the owners manualrecommends 80W-90 gear lube for the rear dierenal, AMSOIL Synthec80W-90 is acceptable.

Check with the Equipment SupplierEquipment suppliers may be referenced if an owners manual is notavailable to idenfy the proper uid.

Use an AMSOIL Reerence

This method requires a lile me and research, but it is also the mostaccurate and tailored approach to recommending a product. The AMSOILProduct Selecon Guide (G50), or an appropriate product data sheet maybe used to determine the proper lubricant. To do this, the make, modeland engine type for the equipment is needed. These documents areavailable at www.amsoil.com.

Help is also available from the knowledgeable technical servicerepresentaves at the AMSOIL Technical Service Line, (715) 399-TECH.


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Section Review

1. What is fricon?

__________________________________________________________

__________________________________________________________

2. List two reasons why addives are added to oils.

____________________

____________________

3. The most benecial type of lubricaon is _______________ lubricaon.

4. Explain why the type of lubricaon in queson 3 is the most benecialtype.

__________________________________________________________

__________________________________________________________

__________________________________________________________

5. When a lubricant becomes too thin to prevent contact between surfaceasperies, it is called _______________ lubricaon.

6. List the four methods for recommending an AMSOIL lubricant.

______________________

______________________

______________________

______________________


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8

ubrication Fundamentals: The Composition of Lubricants

Lubrication Fundamentals: Section 2The Composition of Lubricants

Introduction

Secon 2 details the composion of lubricants, beginning with a briefdiscussion of crude petroleum and briey touching on the rening process.The basic components and the nature of mineral- and synthec-basedlubricants are discussed, with an emphasis on the base stocks AMSOIL uses

in its products, followed by a discussion of why those stocks are chosen.

Section Objectives


1. How crude petroleum was created2. The rening process and the methods used3. The base oil groups developed by the API4. What constutes a synthec versus a petroleum-based product5. The benecial performance characteriscs of a synthec lubricant over

a convenonal mineral oil lubricant6. The dierence between how mineral oil lubricants are developed and

how synthec lubricants are developed7. The molecular advantage of synthec hydrocarbons8. The two primary funcons of addives

Section Keywords

The following keywords are dened in this secon. Pay parcular aenonto their explanaons as these concepts will serve as building blocks forfuture lessons.

AddivesDiestersFraconsHydrocarbonsNaphthenic OilParanic OilPolyalphaolens (PAOs)Polyglycols (PAGs)Polyol EstersReningSaturate LevelSilicone FluidsSynthec BlendsSynthec HydrocarbonsSynthec Oil


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oil, fuel oil, petroleum coke, asphalt and of course, gasoline.

The rening of crude oils can produce a variety of lubricant types ofvarying quality and viscosity grades. These lubricants can be rened tosome degree in order to maximize their benecial characteriscs andminimize those that are not desirable; however, the cost of such rening isusually too great to achieve acceptable prots.

Base Oil Categories

The American Petroleum Instute (API) developed a classicaon systemfor base oils that focuses on the paran and sulfur content and degree ofsaturaon of the oil. The saturate levelindicates the level of moleculescompletely saturated with hydrogen bonds, leaving them inherently un-reacve. There are ve groups in the classicaon system, ranging fromGroup I Group V. Figure 2.2 details the ve groups by their manufacturing

Figure 2.1

Crude oil rening process

Base OilCategories


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EstersEsters are synthesized base stocks that date back to World War II. Esterswere used to harness low-temperature performance to enhance mineral-oil blends. Esters are the product of combining organic acids with alcohols.Two common classes of organic esters are dibasic acid esters (diesters)and polyol esters. Another common class is phosphate esters; which havelimited use due to their toxicity levels.

Dibasic Acid Esters (Diesters)

Dibasic acid esters are part of the ester family of synthec base stocks.More commonly referred to as diesters, they are typically manufacturedby reacng a grain alcohol with a fay acid catalyst. Their key advantagesinclude the ability to funcon over broad temperature ranges, thermal andoxidave stability and exceponal inherent lubricity.

Polyol EstersPolyol Esters are also members of the ester family of synthec base stocks.Commonly manufactured by reacng a fay acid with polyhydric acids,polyol esters share the same broad operang temperature range as othersynthec base stocks and exhibit good thermal and oxidave stability.

Phosphate EstersPhosphate esters are commonly manufactured by synthesizing phosphorusoxychloride and alcohol or phenols. While they oer re resistance, theirpoor low-temperature performance and high toxicity limit their use.

Silicone FluidsSilicone uids are another type of synthec stock used in specialty greaseswhere performance over a wide temperature range is needed.

Polyglycols (PAGs)Polyglycols, also referred to as polyalkylene glycols or PAGs, are a familyof synthec lubricants with varying product applicaons and properes.

A major benet of these uids is their ability to completely decomposeunder high-temperature condions, producing very lile sludge. They havea tendency to increase in viscosity at low temperatures, but overall, theyrepresent good viscosity-temperature properes.

Defning Additives

Addives are chemical compounds added to base stocks for the purposeof providing specic performance properes to the nished product.Specic properes are chosen based on the operang condions andequipment type the oil will be used in. Todays addive systems can bequite sophiscated, yet they can be chemically sensive and negavely

aected by the addion of other chemicals. Therefore, AMSOIL motor oilsshould never be intenonally mixed with aermarket lubricant addives.

The role of addives is to perform two funcons: enhance the oilsbenecial properes and lessen the destrucve processes in the oil.

Common addives include: pour point depressants, viscosity indeximprovers, defoamants, oxidaon inhibitors, rust and corrosion inhibitors,detergents and dispersants and an-wear and extreme-pressure addives.

Secon 4 of Lubricaon Fundamentals discusses addives in detail.

Dening Additives


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Section Review

1. Hydrocarbons are ____________ compounds that consist enrely of____________ and ____________ atoms.

2. The process of removing materials and separang like molecules frompetroleum crude oil is called ____________.

3. When a molecule has double carbon bonds, it is said to be

____________.

4. Groups _______ and _______ are not considered synthec oils.

5. The dierence between naphthenic and paranic stocks is one of ______________________________________.

6. Paranic oils contain ____________, which inuences their pour point.

7. Synthec oils are lubricants that have been ________________________ for a high level of performance.

8. Synthec oils have a mostly ____________ molecular composion.

9. ____________ are the closest synthec oil to convenonal mineral oil.

10. What two primary funcons are provided by addives?

__________________________________________________________

__________________________________________________________


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8

ubrication Fundamentals: The Physical Properties of Lubricants

Lubrication Fundamentals: Section 3The Physical Properties of Lubricants

IntroductionSecon 3 discusses the physical properes of lubricants and how theseproperes aect the oils ability to funcon properly. The physicalproperes of lubricants include: viscosity, temperature performance, shearstability, water resistance and volality. These properes are inherent tolubricants but can be managed for opmal lubricant performance with

appropriate base-stock formulaons and addive packages.

Section Objective


1. Viscosity and how it relates to lubricant performance2. How low and high viscosity can inuence a machines eciency3. How an oils viscosity impacts its ability to withstand varied

temperature, pressure and speed4. The dierence between Kinemac Viscosity and Absolute Viscosity

5. The eect of repeated heang and cooling cycles on an oils viscosity6. The benets of a lower-viscosity oil on energy requirements7. What causes shear force and how it aects oils viscosity8. The eect water can have on lubricants and component surfaces9. How water contaminaon can lead to sludge formaon10. How the composion of AMSOIL lubricants provides greater stability

over convenonal lubricants11. How ash and re points provide clues to how a lubricant will perform

in high-temperature applicaons

Section Keywords


Absolute ViscosityAuto-Ignion PointDielectric StrengthFlash PointFire PointHydrolysisHydrolyc Stability

Kinema

c viscosityPermanent ShearPour PointShear PointShear StabilityStable Pour PointTemporary ShearViscometerViscosityViscosity IndexVolality

Water Resistance


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Lubricants with too much viscosity for the applicaon could produceequally negave results, including:

Increased uid fricon Increased operang temperatures Poor cold-temperature starng Reduced energy eciency

The key is to select a uid that is not too light and not too heavy. The

viscosity of an eecve lubricant must be adequate to keep moving partsseparate under normal operang temperatures, pressure and speed.

TemperatureLubricant stocks thicken as they cool. As their temperature connues todrop, they will eventually reach a point at which they begin to solidify. Thisthickening increases the lubricants load-carrying abilies, but its abilityto be circulated becomes signicantly impaired. On the other hand, uidsthin when heated, decreasing their ability to carry a load and preventmetal-to-metal contact.

Pressure

As an oil is subjected to extreme pressure, it will usually experience anincrease in viscosity. This increasein viscosity is directly related toits load-carrying capabilies; thegreater a uids viscosity, the greaterpressure or load it can withstandand separaon can be maintainedbetween moving parts. But thereare limits to this relaonship. Anoils pumpability can be negavelyaected by extreme pressure andthe viscosity increase it imparts.In a situaon where oil cannotbe pumped or circulated withina lubricang system, the oil isrendered useless.

SpeedWhether the applicaon is a grease-lled bearing, a piston or an oil-lled gearbox, one must consider alubricants opmal viscosity basedon the applicaons running speeds.

As speed increases, componentsmay require lower-viscosity oil tooperate eciently. Furthermore,high viscosity or speed may alsoincrease the lubricants lmthickness, which increases uidfricon. If the viscosity is too high, uid fricon generates excessive heatthat reduces the life of the lubricant.

Figure 3.1Speed, temperature and load affect oil viscosityrequirements.


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Viscosity Index Test (ASTM D-2270)The Viscosity Index Test (ASTM D-2270) is based on the kinemac viscosityof the uid at 104F (40C) and 212F (100C). Fluids whose viscosity doesnot change much between these two temperatures will have a higher VIthan those whose viscosity change is greater. Viscosity index numbersabove 95 are considered high.

AMSOIL Advantage

Thermal StabilityAMSOIL synthec base oils have beer thermal stability than mineral oils.Thermal stability permits the oils to be used longer, even as speeds andtemperatures increase. It also allows oils to retain their viscosies at lowtemperatures. Lower-viscosity oil provides beer cold-weather operaon,allowing the oil to be quickly circulated at cold-temperature start-ups andproviding engine components with the proper lubricaon to keep themprotected.

High Viscosity IndexAMSOIL lubricants are formulated to have naturally high viscosity indices,so the need for viscosity index improvers is reduced. The VI improvers used

in AMSOIL lubricants are temperature specic, meaning they are acvatedonly when certain temperature requirements are met. In most cases, VIimprovers help maintain thickness at higher temperatures while havingminimal eect at low temperatures. By using viscosity improvers with ahigh shear-stability index, AMSOIL is able to achieve opmal cold-weatherperformance with virtually no loss to shear-stability performance.

AMSOIL lubricants resist thinning at high temperatures (high VI) and cansuppress the generaon of addional fricon and heat generated bycomponents in contact due to a thinning lubricant.

AMSOIL Heavy Duty Diesel Oil (ACD) and Small Engine Oil (ASE) meet

mul-grade viscosity requirements without the use of viscosity modiersbecause their synthec base oils have naturally high viscosity indices andare wax-free. These oils meet both the low-temperature requirements ofSAE 10W and the high-temperature requirements of SAE 30, allowing theoil to perform adequately at both hot and cold temperature extremes.

Understanding Pour Points

Eecve lubricants must be able to funcon at all of the variedtemperatures that the equipment may be used in. One key measure oflubricant quality is its ability to ow at low temperatures.

Pour pointis the physical measurement of oils uidity at coldtemperatures and refers to the lowest temperature in which oil maintainsits ability to ow. Oils thicken as they cool and will solidify in extreme cold.While this reacon to cold is characterisc of most uids, those thatcontain paranic material (wax) common in petroleum stocks are moresignicantly aected by low temperatures. These waxes can cluster, oragglomerate, as oil is cooled, warmed and cooled again, raising the pourpoint over repeated cycles. For example, paranic oil that had an originalpour point of -5F (-20.5C) may increase to +10F when exposed torepeated cycles of warming and cooling. The pour point of paranic base

UnderstandingPour Points


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AMSOIL Advantage

Superior Pour PointAMSOIL synthec lubricants have inherently low pour points. Such cold-temperature performance allows the oil to be circulated in a lubricaonsystem easily at frigid temperatures. Being able to circulate at suchtemperatures means that engine components are protected at cold-starts;typical mineral oils would exhibit a delay in their ability to be circulatedand expose components to metal-on-metal contact, increasing wear andreducing the life of the engine. A lubricant that is able to be poured at lowtemperatures also provides fuel eciency benets to automobiles. Thelow viscosity of these lubricants reduces the drag on engine components,allowing them to move more eciently.

Understanding Shear Stability

For any lubricant to be useful it must remain stable while in use. Forexample, if equipment requires a specic viscosity for eecve operaon,the ability of a lubricant to retain its designed viscosity is one measure ofstability. One of the elements that can break this stability is the naturalstress or shear that occurs within a uid during use. Lubricants must retainshear stability to remain eecve at lubricang and protecng equipment.

Shear stabilityrefers to a lubricants ability to resist shear. Generally, shearoccurs when one layer of a uid begins to move in a direcon dierent

UnderstandingShear Stability

Figure 3.6AMSOIL 10W-30 Synthetic Motor Oil exhibits an exceptionally low pour point (-54F/-47.7C)compared to most competitors.


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experience high shear rates.

Viscosity Index improvers used in mul-viscosity oils can shear back whensubjected to the combinaon of high operang temperatures and shearingacons found in modern engines. Permanent shearing of VI improverscan result in piston ring scking (due to deposit formaon), increasedoil consumpon and accelerated equipment wear. Some VI improversare signicantly more shear stable than others. Although the type ofbase stock used and the intended applicaon determines the need for VI

improvers, many synthec stocks may not require them at all.

Because VI improvers can be subject to shear condions, formulangan oil using lile or no VI improvers can be advantageous. In addionto the problems caused by shear stability, VI improvers quality variesdramacally and cannot always be easily determined.

When comparing oils, small dierences in shear stability indicate asignicant drop in performance. AMSOIL Synthec Motorcycle Oils placedat the top of their respecve test groups in the Viscosity Shear StabilityTest, indicang that they are the best choice for superior protecon ofmotorcycle engines.

High Temperature/High Shear Test (ASTM D-5481)The High Temperature/High Shear Test (ASTM D-5481) simulates shearingcondions at elevated temperatures. The viscosity of the oil is measured at302F (150C) under shearing forces, and results are reported in cenpoise(cP). The higher the test result, the greater the level of protecon oeredby the oil. A temperature of 302F (150C) is necessary because bearingsand other components require the greatest protecon during high-temperature operaon.

The Viscosity Shear Stability Test (ASTM D-6278)The Viscosity Shear Stability Test (ASTM D-6278) determines a lubricantsshear stability. Aer measuring its inial viscosity, the oil is subjected toshearing forces in 30-cycle intervals. Viscosity is measured and comparedto the oils inial viscosity following 30, 90 and 120 cycles. The lower thedegree of change, the beer protecon the lubricant provides againstshearing forces.

AMSOIL Advantage

Stable ViscosityAMSOIL synthec lubricants maintain viscosity under extreme temperatureuctuaons and shearing forces; they meet requirements set forth formul-viscosity oils requiring a minimum oil viscosity. Whereas someconvenonal mineral oils degrade when exposed to high temperatures andhigh forces, AMSOIL lubricants oer superior wear protecon in extremetemperatures.

AMSOIL synthec lubricants are inherently beer at maintaining viscosityover a wide range of temperature (high VI), and, coupled with shear-stable VI improvers, they maintain viscosity characteriscs beer at hightemperatures and for longer duraons than convenonal oils.


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can thicken oil and enhance sludge formaon in addion to reducinglubricity. As a result, water intrusion from anfreeze can cause signicantengine damage.

AMSOIL Advantage

High Hydrolytic StabilityAMSOIL lubricang uids display high hydrolyc stability. Under themost demanding condions, they form very lile acid and insoluble

contaminants. This helps to reduce acid formaon, foaming andcontaminant formaon, ensuring the lubricant is acceptable for long-termuse.

If demulsifying oils lose their ability to easily separate from water,oxidaon is encouraged (this concept is discussed more in the ManagingWater discussion in Secon 4). Although a lile oxidaon will notnecessarily limit the oils life, it will begin to reduce the oils ability toseparate from any water that may be present. As a result, persistentundesirable emulsions may be formed. Persistent emulsions are proneto join with insoluble oxidaon products like dirt to form sludge.Accumulaons of sludge in oil pipes, passages and coolers may impair

the circulaon of oil and cause high oil and bearing temperatures. Sludgealso may have detrimental eects on governor pilot valves and oil relays,causing sluggish operaon, valve scking or failure.

Water Content TestsFour common tests can determine water content in engine oils: CalciumHydride Test, FTIR Spectrum Match Test, Crackle Test and the CoulometricTitraon Test (ASTM D-6304). The Coulometric Titraon Test produces themost accurate informaon and is commonly run aer a posive nding byeither the FTIR Spectrum Match Test or Crackle Test.

Calcium Hydride Test

The Calcium Hydride test is commonly used in the eld. Solid calciumhydride is used as a reagent for water content of the oil. When waterreacts with the calcium hydride, hydrogen gas is produced. The amount ofhygrogen gas produced is directly proporonal to the water content in theoil.

FTIR Spectrum Match TestThe FTIR Spectrum Match test is performed through computer analysis ofan oil sample and requires a trained operator to interpret results.

Visual Crackle TestA Visual Crackle Test provides a simple eld method to detect and roughly

measure the presence of water in engine lubricants. The test is a simpleway to idenfy the presence of free and emulsied water in oil.

In this test, a hot plate is heated to 300F (149C). Once a constanttemperature is reached, an oil sample is shaken vigorously to achieve ahomogenous suspension of water in oil. Then, using a clean dropper, onedrop of oil is placed on the hot plate. If the oil sample contains water, theresponse will occur immediately. The degree of the bubbling is directlyproporonal to the amount of water in the oil sample.


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to protect equipment and the faster a user must replace the lost oil.

The small, light molecules in convenonal lubricants evaporate at relavelylow temperatures. These light molecules require less energy, in the form ofheat, to li out of the soluon and into the air than heavier molecules do.The tendency of a liquid to evaporate is referred to as volality.

Why is Volatility Important?Volality is a common phenomenon and many drivers have experienced

its eects by owning an automobile that uses motor oil in irregularintervals. Some vehicles seem to use oil rapidly soon aer an oil change,but will stabilize aer a short me when make-up oil is added. This iscaused by the lighter elements evaporang out of the soluon, causing theoil level to drop aer the inial oil change. Adding oil to replace this lossleads to stabilizaon as the majority of light elements are now gone.Volality aects more than the rate of oil consumpon. When lightelements in oil evaporate from heat, the oils viscosity increases. Thisthicker oil forces the engine to work harder, resulng in several problemsincluding:

Performance loss

Fuel economy loss Poor cold-temperature starng Increased engine deposits

Because volality causes oils to grow thick with use, oil becomes harder topump. Pumps that must move thicker oil wear quickly and consume moreenergy. Parts require more energy to move through thicker oil than theydo in thinner oil. As a result, extra energy is spent on pumping and movingthrough thick oil, reducing performance and fuel economy.

NOACK Volatility Test (ASTM D-5800)The most common method used in measuring oil volality is the NOACKVolality Test. In this test, an oil sample is weighed and then heated toa temperature of 482F (250C) for one hour. During this me, dry air ispassed over the sample which carries othe oil vapors that have boiledoand deposits them in a beaker aached to the apparatus. Finally, theoriginal sample is removed and re-weighed. Any reducon in weight isreported as a percentage lost of the original weight. The enre procedureis very similar to the operaon of a petroleum fraconing tower or sll.

Currently, API SM and ILSAC GF-4 performance classicaons requireweight lost due to volality to be no greater than 15 percent for allviscosity grades of motor oil. New classicaons, API SN and ILSAC GF-

5, are scheduled to go into e

ect October 01, 2010. At the

me that thismanual was printed, it was known that the ILSAC GF-5 volality maximumremained at 15 percent; however, no denive details regarding API SN areavailable.

Europe has more stringent requirments; the ACEA 2004 Oil Sequenceslimits volality loss to no greater than 13 percent for both light-duty andheavy-duty diesel engine oils. Volality tesng clearly shows that AMSOILdiesel and gasoline motor oil could easily sasfy volality standards at halfthese rates.


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Flash and re points can be signicantly dierent between lubricants.Some lubricants have a relavely small temperature range between ash,re and auto-ignion points, while others have a signicantly larger range.Oils that are more stable tend to have ash and re points that are higherand closer together than oils that are more volale.

Convenonal lubricants oen contain chemicals that break down at normaloperang temperatures. The presence of oxygen increases the likelihoodof breakdown of these chemicals, and oxygen can be found in almost all

vehicle and equipment systems.

Ignion limits help aid in understanding what happens when a lubricantbegins to break down from excessive heat. When contaminants inconvenonal oils break down, they deposit sludge and varnish oncomponent surfaces, which leaves the oil thick and hard to pump. Oil thatis broken down also has lile heat-transfer capability.

High ash and re points tend to suggest improved high-temperaturestability, which reduces oil consumpon and increases the oils service life.

The Cleveland Open Cup Test (ASTM D-92)

The Cleveland Open Cup Test (ASTM D-92) measures ash and re pointsof an oil. This test is intended for uids having a ash point of 175F(79.4C) and above. A xed volume ofuid is heated at a uniform ratewhile open to the atmosphere at its surface. A small ame is passed overthe surface at uniform temperature increments to determine the point atwhich vapors ignite. This temperature is recorded as the oils ash point.At a somewhat higher temperature, self-sustained burning for at least veseconds determines the re point.

AMSOIL Advantage

High Flash and Fire Points

AMSOIL synthec lubricants display high ash and re points, meaningthey are highly resistant to breakdown at normal operang temperatures.They oer more protecon than convenonal oils because they resistoxidaon and thermal breakdown, retaining their pumpability and heat-transfer abilies.


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Section Review

1. Viscosity is a measure of a liquids ____________ ____________.

2. What can happen to equipment using a lubricant with a viscosity that istoo low?

__________________________________________________________

__________________________________________________________

3. What can happen to equipment using a lubricant with a viscosity that istoo high?

__________________________________________________________

__________________________________________________________

4. What happens to a uids load-carrying ability as it cools? What aboutits ability to be circulated?

__________________________________________________________

__________________________________________________________

5. What happens to a lubricants viscosity as it undergoes extremepressure?

__________________________________________________________

__________________________________________________________

6. ____________ viscosity describes a uids visible tendency to ow.

7. For the Kinemac Viscosity Test (ASTM D-445), the censtoke (cSt)number must be reported with a corresponding ____________ to be

relevant.

8. The cSt and SUS units can be compared accurately.

True or False

9. ____________ viscosity is a uids resistance to ow.

10. 10. The Cold Crank Simulator Test is used to test and qualify what typeof oils?

__________________________________________________________

11. Oils with lower cP values indicate ____________ viscosity.

12. Name two advantages of using a lubricant with a low pour point.__________________________________________________________

__________________________________________________________

13. Explain shear.__________________________________________________________

__________________________________________________________


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8

ubrication Fundamentals: The Chemical Properties of Additives

Lubrication Fundamentals: Section 4The Chemical Properties of Additives

Secon 4 discusses the chemical properes of addives and how theseproperes aect an oils ability to funcon as a lubricant, such as its abilityto reduce fricon, clean and reduce oil degradaon. A discussion of howAMSOIL formulates base oils and addive packages to address thesechemical reacons is included.

Section Objectives


1. Oxidaon reacons2. The importance of oxidaon resistance3. AMSOIL lubricants resistance to oxidaon4. Extreme-pressure applicaons5. The importance of resisng wear6. Foams aects on lubricant performance7. Waters aects on lubricant performance8. The four ways in which lubricaon systems can become contaminated9. How TBN aects its ability to handle contaminants

Section Keywords

The following keywords are dened in this secon. Pay parcular aenonto their explanaons as these concepts will serve as building blocks forfuture lessons.AddivesAn-wear AddivesCondemning LimitDemulsifyDemulsibilityDetergentsDispersantsEmulsifyEmulsionEntrainmentExtreme-Pressure AgentsFilm StrengthFoamHydrolyc Stability

Metal PassivatorsOxidaonSacricialThermal RunawayTotal Acid Number (TAN)


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The Importance o Oxidation ResistanceOxidaon can increase viscosity, acid content, sludge and other depositswhile simultaneously depleng addives. In combinaon, these processeslessen a lubricants useful operang life. Deposits such as varnish andlacquer form on hot metal surfaces that can further oxidize to form sludgeand carbon deposits.

Since oxidaon produces acids, measuring the acid components in alubricant is an indirect way of determining the occurrence of oxidaon.

This measure is known as the Total Acid Number (TAN). In non-enginelubricants, TAN can help measure the extent of oxidaon, which in turn canhelp determine if the oil is suitable for connued use. TAN values can bedetermined through convenonal oil analysis.

When a lubricant reaches the end of its service life, it reaches itscondemning limitand must be replaced. Depending on the applicaon,a TAN between 2 and 5 typically indicates the lubricant has reached itscondemning limit; however, TAN and condemning limits vary betweenapplicaon and product types.

Although oxidaon resistance varies between dierent base stocks, most

require the assistance of oxidaon inhibitors to combat the negaveresults of oxidaon and improve the life expectancy of a lubricant. A typicaloxidaon inhibitor is zinc dithiophosphate, more commonly referred to asZDDP.

Oxidation TestingAMSOIL uses several tests to evaluate the oxidaon characteriscs of itslubricants:

Turbine Oil Oxidaon Stability Test (TOST) (ASTM D943) 1000 Hour Sludge Test (ASTM D4310) Panel Coker Test Rotary Bomb/Pressure Vessel Oxidaon Test (RBOT/RPVOT) (ASTM

D2272) Thin-Film Oxygen Uptake Test/TFOUT (ASTM D4742)

Each of these tests has its own procedures, but all evaluate oxidaon.The Thin-Film Oxygen Uptake Test (TFOUT) evaluates a lubricants abilityto resist heat and oxygen breakdown when contaminated with oxidizedor nitrated fuel, or water and soluble metals such as lead, copper, iron,manganese and silicon. Designed to mimic the operang condions of agasoline engine, this test demonstrates the consistently superior oxidaonstability of AMSOIL lubricants.

Thin-Film Oxygen Uptake Test (ASTM D-4742)During the test, the test oil is mixed with other typical chemistries that arefound in gasoline engines. The test is conducted under high pressure at ahigh temperature of 360F (160C). The mixture is pressurized along withoxygen and other metal catalysts, fuel and water to simulate the operangcondions of the gasoline engine.

The breakdown of the oils anoxidants is detected by a decrease in oxygenpressure, which is referred to as the inducon me (break point) of the oil,which is recorded.


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Resisting Extreme Pressure

Certain applicaons, like gear lubricants and transmission uids, requirelubricants to funcon eecvely in extreme-pressure environments.In these environments extreme pressure can cause the lubricant lmto thin so signicantly it can no longer separate components. Thisboundary lubricaon condion can be migated by addives that protectcomponents from damage and wear.

Extreme-Pressure AgentsExtreme-pressure agents are chemical addives that prevent sliding metalsurfaces from seizing under extreme pressure. They work by providing asacricial wear surface or by changing the surface metallurgy of shock-

loaded components (components exposed to heavyloads and signicant shock, or impact). These

addives usually contain sulfur, phosphorusor boron compounds and are acvated athigher temperatures. Sulfur-containing

addives possess excellent EPcharacteriscs because sulfurforms a hard, sacricial lm on

components. As contact takesplace, it actually occurs betweenthe lms of sulfur rather than thecomponent surfaces.

Certain chlorinated compounds,such as chlorinated waxes,may also serve as EP addives,

although currently, environmental and corrosion concerns limit their usefor this applicaon.

EP agents provide wear protecon when the oil lm fails to preventcontact between components, which is typically the case in boundarylubricaon. The correct formulaon of EP lubricants is very important; ifthe formulaon is not precisely balanced, the EP addives can promotecorrosion of copper, bronze or brass-containing components at hightemperatures. EP addives can also sacrice the thermal stability of thebase oil. Proper formulaon requires recognizing the trade-obetweenyellow-metal corrosion, thermal stability and EP protecon.

American Society for Tesng and Materials (ASTM) test procedures showAMSOIL products provide superior protecon in extreme-load or pressureapplicaons.

Four-Ball EP Test (ASTM D-2596)One of the most common tests of a lubricants performance underextreme pressure is the Four-Ball EP Test (ASTM D-2596, 2783, 267. TheFour-Ball EP Test evaluates the extreme-pressure, an-wear and an-weld properes of lubricants. The Four-Ball EP test measures lubricantprotecon under high pressures and moderate sliding velocies. Pressureas high as one million pounds per square inch can be aained on the four-ball EP test machine.

During the test, three standardized steel balls are locked together and

Resisting ExtremePressure

Figure 4.2The ring-and-pinion gear in automotive differentialsoperates under extreme sliding and loadingconditions that require EP agents for addedprotection.


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One of the most important funcons of any oil is wear protecon, which iscrical for consumer value. Wear increases fricon and causes energy lossin the form of equipment-damaging heat. An-wear agents reduce metal-on-metal contact, reducing fricon and lowering operang temperatures,

all of which can extend lubricant and equipment life.

Anti-Wear AgentsLike EP addives, an-wear addives react chemically with metal surfacesto help form thin, tenacious lms on loaded parts to prevent metal-on-metal contact. These addives assist in the reducon of fricon, wear,scung and scoring under mild boundary lubricaon condions. Typicalan-wear addives include ZDDP and polar molecules such as fayoils, acids and esters. Rubbing contact acvates these addives at lowtemperatures.

A common belief is that the higher the level of zinc addive found in a

lubricant, the greater the oils ability to minimize wear. This statement ispartly true; zinc content does not always dictate wear performance. Themere presence of zinc does not mean its in a form for eecve an-wearproperes, such as ZDDP. Also, nding the right mix of the best addivesis a subtle art. Unlike zinc, which readily shows up in an oil analysis report,some AMSOIL an-wear agents are less obvious and cant be detected witha common oil analysis.

Four-Ball Wear Test (ASTM D-4172)The Four-Ball Wear Test evaluates wear protecon by resistance to thesliding acon of a rotang ball in the uid. The wear scar diameter in

Figure 4.4AMSOIL 10W-30 Synthetic Motor Oil demonstrates exceptional wear protection in the Four-BallWear Test.


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Soot ControlAMSOIL lubricants eecvely handle soot and other contaminants. Thesaturated composion of AMSOIL synthec lubricants help keep soot insuspension, which signicantly minimizes large clusters that deposit oncomponents and increase wear rates. The dispersant package in AMSOILmotor oils coupled with their overall composion provides enhanced sootcontrol over convenonal lubricants.

Resisting Rust and Corrosion

The internal combuson process in an engine generatesa variety of by-products during operaon. Some ofthese by-products enter into the lubricaon system viablow-by past the piston rings. Acidic material is onesuch by-product that can lead to component corrosionwhen allowed to enter the lubricaon system. Othercombuson by-products can mix with contaminants

already present in the oil, such as water, to formaddional acids that can increase the severity of theproblem. To counteract acid formaon, base (alkaline)addives are formulated in the oil. These addives

neutralize acidic material, minimizing the potenal forcomponent corrosion and signicantly extending theuseful life of the lubricant.

Corrosion and RustOxidaon of metal may be referred to as either

corrosion or rust. Rust deals with the oxidaon of iron,while corrosion is concerned with the deterioraon of

other metals such as aluminum, magnesium, copper and/or copper-containing metals (yellow metals).

Rust protecon is important in all applicaons, but especially in equipment

that might see seasonal or sporadic use as its stored during the o-season.During storage, condensaon can promote rust formaon. In addion,short, intermient use common with some engines creates condensaonand acids that further advance the development of corrosion and rust.

Most two- and four-stroke motor oils are formulated to have an anityto engine component surfaces, acng as a barrier that keeps condensatefrom contacng the components and forming corrosion. However, theireecveness diminishes with me.

Rust is as abrasive as dirt, causing problems such as scratching and pingon cylinders, pistons and bearing surfaces. This can lead to blow-by, lowcompression and reduced power and performance. When rust formson needle bearings, failure occurs. Rust also causes excessive wear onbearings, camshas, liers and gear surfaces.

Most lubricants have lile or no natural ability to prevent rust. Theymust be formulated with special rust inhibitors. However, because theseinhibitors typically sacrice wear protecon by compeng with an-wearaddives for the metal surface, many oils sacrice this balance.

Resisting Rustand Corrosion


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Decreasing Foam

Foam in an oil system can lead to poor componentprotecon and mechanical damage. Oil viscosity,contaminants, changes in surface tension and addivescan all act as catalysts to the formaon of foam. An-foamagents can stop foaming but require eecve formulaonto avoid entrainmentthe entrapment ofny bubbleswithin a uid.

When a uid is agitated, trapped air forms bubbles onthe uid surface. This is commonly referred to as foam.Under compression, the foam heats up to extremetemperatures and generates steam within the uid.Foam creates an insulang layer and prevents heatfrom being released; the heat and water greatly limit

the lubricants eecveness.

Although dicult to prevent, measures can be taken to minimize thisprocess. One way is through the use of an-foaming agents. For example,silicone compounds, the most widely used defoamants, can be used toreduce the surface tension of air bubbles. When the surface tension isreduced, the bubbles break easily and rapidly. Silicone compounds informulaons of only a few parts per million can be extremely eecve inprevenng foam; however, excess amounts of these agents can promotefoaming.

Organic compounds can also decrease the number of small, entrainedbubbles, but require much higher concentraons than silicone. Detergentsand dispersants promote foaming and minimize the eecveness of an-foaming addives.

Foam also promotes wear. Because air is trapped within the

uid, the

uidbarrier is no longer impenetrable and metal-to-metal contact can occur.The trapped air also promotes oxidaon and will shorten the service life ofthe uid even further.

Hydraulic and other industrial applicaons commonly require specialformulaons to control foaming, as they rely on the incompressibility ofoil for proper performance. When hydraulic uids foam, they becomecompressible and can make machinery inoperable or extremely inecient.

Foaming Characteristics Test (ASTM D-892)Oil in rotary screw compressors experience severe air and oil churning,

increasing the likelihood of foaming and shortening oil and componentservice life. The Foaming Characteriscs Test (ASTM D-892) measures theamount of inial foaming (in millimeters) contained within an agitateduid and compares that value to the amount remaining aer 10 minutes ofseling me. The least amount of foam remaining aer a short me periodis considered most desirable.


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For example, 35/35/10 describes oil that did not separate in the alloedme (30 minutes) and that had a 10 ml cu. Because complete separaondid not occur, no me in parentheses is given. The designaon 40/40/0(10) describes an oil that separated completely in 10 minutes. These testsshow AMSOIL products perform at the top of their class and well aboveindustry standards.

AMSOIL Advantage

Focused Water ManagementAMSOIL lubricants contain special addives to keep water in suspensionfor applicaons, such as motor oil, that require emulsions to properlyprotect equipment. These addives help prevent water and oil fromseparang to prevent corrosion and sludge producon.

For applicaons that require demulsibility, such as compressor oils,AMSOIL expertly formulates oils for rapid water and oil separaon.

Keeping Lubrication Systems Clean

Contaminants will inevitably corrupt any lubricang system, but qualitylubricants considerably reduce contaminaon and extend oil service.Contaminaon of lubricaon systems occurs in four ways.

First, the system itself can generate contaminaon through poor systemor component design, temperature-related chemical reacons or justnormal use. Second, contaminaon can be caused by careless packaging orhandling of components before or during installaon. Third, contaminaoncan be introduced though improper or careless maintenance. Finally,contaminaon can be caused by another system leaking into the rstsystem.

Base oils possess a varying degree of solvency (the ability to dissolvea solid, liquid or gas), which assists in maintaining internal cleanliness.However, commonly paired detergents and dispersants play a key role.These pairings maintain internal cleanliness by suspending contaminants,minimizing contaminant clumping (agglomeraon) and prevenng

KeepingLubricationSystems Clean

Figure 4.7AMSOIL Synthetic Compressor Oil (shown far right), separates from water rapidly toinhibit rust formation and preserve wear protection.


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AMSOIL Advantage

High TBN

Because AMSOIL lubricants contain consistently high TBNs, they neutralizeacidic contaminants formed during the combuson process and keep thesecontaminants in suspension to prevent corrosion.

AMSOIL lubricants use detergent and dispersant addives to signicantlyreduce sludge and carbon deposit formaon beer than convenonal oils.

Elastomer Compatibility

Elastomer/seal compability of a lubricang uid is extremely important inensuring proper equipment operaon. Common problems that can resultfrom seal/oil incompably is the degradaon, shrinking or swelling of the

seals.

AMSOIL Advantage

Seal CompatibilitySeal compability and seal condioning is an important characterisc ofa lubricants formulaon. AMSOIL lubricants condion seals, maintainingtheir ability to funcon correctly by inhibing contaminant penetraon atthe seal. Because seal materials are sensive to thermal condions, theinherent thermal control of AMSOIL synthec lubricants promotes seal lifeand integrity.

Figure 4.4The high TBN of AMSOIL 10W-30 Synthetic Motor Oil effectively controls wear-causingcontaminants and acids.

ElastomerCompatibility


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Section Review

1. Explain how heat aects oxidaon.__________________________________________________________

__________________________________________________________

2. Explain the negave eects oxidaon can have on a lubricant?__________________________________________________________

__________________________________________________________

3. What measure indicates the occurrence of oxidaon?__________________________________________________________

__________________________________________________________

4. What are extreme-pressure agents?__________________________________________________________

__________________________________________________________

5. How do an-wear addives protect metal surfaces?__________________________________________________________

__________________________________________________________

6. How is lm strength related to wear protecon?__________________________________________________________

__________________________________________________________

7. Describe one of the dangers of rust on equipment components.__________________________________________________________

__________________________________________________________

8. What eect does foam have on temperature?__________________________________________________________

__________________________________________________________

9. What is a common addive to prevent foam, and how does it work?__________________________________________________________

__________________________________________________________

10. What is the dierence between detergent and dispersant addives?__________________________________________________________

__________________________________________________________


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6

ubrication Fundamentals: The Storage and Handling of Lubricants

Lubrication FundamentalsSection 5: The Storage and Handling of Lubricants

Secon 5 discusses the shelf-life of AMSOIL products and their properstorage and handling procedures. These procedures and recommendaonsare made to maximize product life, and proper storage is essenal toensure that environmental contaminaon does not occur.

Section Objectives


1. The three Cs in lubricant storage2. The six factors contribung to lubricant shelf-life3. The ideal temperature for lubricant storage and why4. The negave consequences of contaminaon5. How water can be introduced to the lubricant and ways to prevent it6. How agitaon can degrade the lubricant7. AMSOIL lubricant overall shelf-life8. Ideal inventory supply9. Improper lubricant storage and handling10. The physical characteriscs of an unusable lubricant11. Proper lubricant storage techniques12. Storage techniques for dierent container types

Section Keywords


BleedingBreathersThermal siphoning


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example, elements such as iron and copper act as oxidaon catalysts. Thetype of storage container can also aect the amount of contaminaon to alubricant. Metal barrels are not the ideal means of storing liquids becausemetal is suscepble to rust formaon from atmospheric moisture; rustparcles will shed from the container and contaminate the lubricant.

AgitationFrequent agitaon of a lubricant can result in air being trapped in the oilthat will negavely aect the viscosity and consistency of the product.

Agitaon will also emulsify any water that may be present, furtherdegrading the oil and producing harmful chemical by-products.

LightIn some cases, light may impact the color and appearance of lubricants:the UV rays can accelerate breakdown of chemical bonds, resulng inreduced performance.

Lubricant Storage

Drum StorageDrum storage is a troublesome and potenally hazardous type of storage

for oil. Drums should be stored on their sides with the bungs below theliquid level to prevent water condensaon from collecng in the drumrims. To prevent against drum leakage, bung seals should be moistenedwith the product in the container. For drums with taps, drip trays should beused to collect excess leakage.

Oil drums should never be stored directly on the ground, and stackeddrums should never exceed two barrels high. If more storage capacity isneeded, consider a special-purpose racking system, which is discussed onthe next page.

Figure 5.1Proper oil drum storage positioning

Lubricant Storage


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and other elements. Lay drums on their sides with the bungs at a 3 or9 oclock posion to retain seal integrity and avoid excessive breathing.Drums stored upright should be covered so that moisture does not collectaround the bungs.

Clariy & Containment

Lubricant management can reduce cross-contaminaon and mishandling.To avoid costly, and in some cases disastrous mistakes, all containers

should be clearly marked with durable labels. When lubricant storage andblending equipment is clearly marked, contaminaon from other oils andaddives can be minimized or eliminated. Extra precauons should betaken for any containers stored outdoors to avoid weather-related damage.

To increase the eecveness of labeling, consider using color- or shape-coded systems to simplify the idencaon process. If a color-codedsystem is used, another coding system should also be used to account forcolor-blind individuals.

A coded system should also be applied to all dispensing equipment, asthis is one of the most common contaminaon sources. Pumps, hoses and

other dispensing tools should be properly labeled for their correspondinglubricant. If transport carriers and lter carts must be shared betweenlubricants, implement a thorough cleanup and ushing procedure.

Re-suspending o AdditivesLubricants that have been stored for an excessive me should be agitatedon a drum tumbler or swirled manually to mix in addives that may havefallen out of soluon during storage. A rotaon system should be used toensure adequate turnaround and usage rates.

Saety & Handling

Ensure absorpve materials are available for accidental oil spills.

AMSOIL recommends that good personal hygiene pracces be enforcedaer the handling of all lubricants, including washing skin contact areaswith soap and water and cleaning oil-soaked clothing.

Health and safety informaon is provided for everylubricant AMSOIL distributes. Consult product MaterialSafety and Data Sheets (MSDS) for quesons regarding

specic health and safety concerns and handlingguidelines. These are available from AMSOIL

INC. and can be obtained on the AMSOILcorporate website (www.amsoil.com), or

by calling (715) 392-7101.

Clarify &Containment

Safety & Handling


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ubrication Fundamentals

Base Oil Categories Chart

Appendix


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Thin-Film Oxygen Uptake Test Graph (ASTM D-4742)


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Total Base Number Graph (ASTM D-2896)


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Notes


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Notes


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Table of ContentsIntroducon to Filtraon

Filters & Why They are Important ............................................................................................ 5Filtraon Performance ............................................................................................................. 5Common Contaminants and Their Eects ............................................................................... 6Contaminant Size .............................................................................................................. ....... 7Flow vs. Eciency Compromise ............................................................................................... 8Filter Media Types ............................................................................................................ ........ 8

Air FiltraonThe Importance of Air Filters ................................................................................................. 15Stoichiometric Rao ............................................................................................................... 15Air Filter Media .............................................................................................................. ........ 15Air Filtraon Mechanisms ...................................................................................................... 15Air Flow and Filter Performance ............................................................................................ 18AMSOIL Ea Air Filters ......................................................................................................... .... 20Signs of Air Filtraon Problems .............................................................................................. 22Industry-Accepted Standards for the Evaluaon of Air Filters ............................................... 22

Oil FiltraonThe Importance of Oil Filters ................................................................................................. 27Superior Filtraon: Worth the Price? ..................................................................................... 27

Oil Circulaon System Basics ................................................................................................. 28Types of Oil Filtraon Systems ............................................................................................... 32AMSOIL Ea Full-Flow Oil Filters .............................................................................................. 33AMSOIL Ea Spin-on Oil Filter Construcon ............................................................................ 34By-Pass Filtraon .................................................................................................................... 35AMSOIL Ea By-Pass Filters ..................................................................................................... . 38Oil Filtraon Eciency Terms ................................................................................................. 40Beta Raos & Filter Eciencies .............................................................................................. 41What does Ea Mean? ............................................................................................................ . 41Industry-Accepted Standards for the Evaluaon of Oil Filters ............................................... 42Filter Lookup Resources ....................................................................................................... .. 43Oil Filtraon Tips .................................................................................................................... 44

AppendixMajor Causes of Premature Bearing Failure Chart................................................................. 48Eects of Wear Due to Parcle Size Graph ............................................................................ 49Fraconal Eciency of Nanober Layers Compared to Cellulose Engine Air Media ............. 50Beta Rao - Capture Eciency Chart ..................................................................................... 51Sub-Micron Time-Weighted Average Eciency Graph .......................................................... 52AMSOIL Ea Oil Filters Eciency Graph ................................................................................... 53


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84/180tration Fundamentals: Introduction to Filtration

Filtration Fundamentals: Section 1Introduction to Filtration

Introduction

This course has been designed as a technical introducon to the basicprinciples of air and uid ltraon and the various methods used tocontrol contaminants within ltraon systems. It is ideal for those whoservice or maintain mechanical equipment, and those who market AMSOIL

products.

The material for this course is divided into three secons: the denion ofa lter, common contaminants and their eects and types of media used inboth air and uid ltraon. The second and third secons discuss air anduid ltraon respecvely, and go into greater detail on each topic.

Section Objectives


1. The funcon of a lter2. Eects of unchecked contaminants in air and uid systems3. Three main lter characteriscs4. Three main contaminants and how they aect lubricaon systems5. Range of contaminant sizes and the contaminant size of greatest

concern6. Flow vs. Eciency Compromise and methods to minimize it7. Seven lter medias and their applicaons (air, oil or both)

Section Keywords

The following keywords are dened in this secon. Pay parcular aenon

to their explanaons as these concepts will serve as building blocks forfuture lessons.

Absolute EciencyBeta RaoCapacityCellulose MediaEciencyFilterFlowFoam Filtraon MediaFull-Synthec Media

Flow vs. Eciency CompromiseLarge ParclesMedium ParclesMicronNanoberSmall ParclesSynthec Nanober MediaTypical Full-Flow Filter EciencyWeed-Gauze MediaWire-Screen Filter Media


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Common Contaminants and Their Efects

Solid Matter (air & oil)According to a study published by the Society of Automove Engineers(SAE), approximately 400 tons of solid material is suspended in everycubic mile of air over a city. Even more solid maer is suspended overagricultural areas during certain mes of the year. Of this solid maer,a signicant poron is airborne dirt and dust. The dirt and dust found

naturally within the

environment is of greatestconcern due to its abrasivenature.

Uncontrolled ingeson andcirculaon of air-boundabrasive material canreduce the life expectancyof an internal combusonengine by as much as 60 to80 percent, which is whyltraon is so crucial to

engine and component life.The minute parcles foundnaturally in the environment

can signicantly increase wear to engine components, ulmately limingthe engines operang life.

In four-cycle engines, dirt and dust contaminaon can result in valve-guidewear. Dirt and dust that reaches the combuson chamber can increasepiston and ring wear and damage the cylinder liner. These parcles areeventually carried by the oil to other engine components such as bearings,crankshas and camshas.

Water (air & oil)Water accounts for up to 4 percent of the air. When condions are right,that water condenses into liquid form and enters lubricaon systems. Theeects can be catastrophic. Water reduces oils ability to lubricate andcan combine with other molecules to cause chemical reacons that formcorrosive compounds and acids. Most recognizably, water promotes theformaon of rust, increasing the potenal for harmful rust contaminaonto develop within the system.

CommonContaminants andTheir Effects

Figure 1 .1

Solid matter from the environment can reduce the lifeexpectancy of an int ernal combustion engine by 60 t o 80percent.

Figure 1 .2

Almost half of all bearing failures can be attr ibuted t o dirt.


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clearances within an engine. Their size prevents them from entering thecontact areas between many components and limits their ability to causeaccelerated wear.

, those in the 5 - 25 range, are the cause for greatestconcern because their size allows them penetrate the clearances betweenwear-sensive components. Once these small parcles become lodgedin the gaps between components, contact occurs and results in increasedfricon and wear. The size of these parcles makes them parcularly

dicult to remove from the lubricang system.

Parcles smaller than 5 , in general, can be suspended safely within theoil lm and pose lile threat.

Flow vs. E ciency Compromise

The refers to the converse relaonship ofow and eciency and how it eects lter media density. As the density oflter media increases to improve eciency, the ability of air or uid to owthrough the media is diminished.

The ow vs. eciency compromise presents a challenge for lterengineers. Filter eciency can be improved by increasing media density;however, media that is too dense restricts ow and does not provideadequate amounts of air or liquid for opmum performance.

One common method of migang the eects of the ow vs. eciencycompromise is increasing the ltraon surface area by folding or pleangthe media.

Filter Media Types

This secon covers the various types oflter media; some of which areused in both air and oil applicaons, while others are best-suited to oneapplicaon or the other.

Common types of air ltraon media include cellulose, weed-gauze,

Flow vs.EfficiencyCompromise

Filter Media Types

Figure 1 .4Part icle size effects on wear. (Court esy of MANN+ HUMMEL)


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0

tration Fundamentals: Introduction to Filtration

Foam Filter Media (air)Foam lter media has been available for many years, mainly for use insmaller engines; however, it has also been successfully used in automobile,

powersports and large-truckapplicaons. is generally reculated(open cell) foam made of polyesteror polyether/polyurethanematerial. Pore size is controlled

and ranges from 10 pores perinch (PPI) to 80 PPI depending onintended applicaon.

Foam media is heat resistantto 455F (235C), and with voidspace making up 97 percent of the

media, airow is increased. As with weed-gauze lters, tack oil appliedto the foam helps capture and retain contaminant parcles. Foam ltersare advantageous in high-dust condions because they can be cleaned andreused.

Full-Synthetic Media (air & uid) is synthesized from polymeric nanober materialssuch as non-woven polyester bers and melt-blown glass bers. It has

high lo, or u, which improvesmedia thickness and increasescontaminant-holding capacity.Synthec bers of dieringsizes, density and layers can beengineered with specic airowrates and eciencies. Manyforeign automobile manufacturersspecify full-synthe

c air

lters, and

the vast majority of cabin air ltersare constructed with this mediatype.

In uid applicaons, synthec bers of various sizes and densies can beengineered to control eciency and oil ow rates. Synthec media workswell in oil applicaons because it is more resistant to hot oil over a longerperiod ofme as compared to cellulose and cellulose-blend lters.

Wire-Screen Media (uid) technology has been used for many years in uid

applicaons. It is composed of wire strands that are woven together toform a resilient, heat-resistant lter that can withstand roune cleaning.Wire screen media can be constructed of aluminum, stainless steel, carbonsteel, brass or copper. Wire lters that depend on the sieving ltraonmechanism provide capacies less than those of cellulose, cellulose-blendand synthec lter media, and are mainly found in industrial or racingapplicaons.

Figure 1 .8Full-synthetic m edia

Figure 1 .7Open-celled f oam media


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tration Fundamentals: Introduction to Filtration

Section 1 Review Questions

1. The major cause of premature bearing failure in automove enginestoday is _________.

2. Without air ltraon, an engines life can be reduced by as much as____-____ percent.

3. 3. List two reasons why ltraon is important.__________________________________________________________

__________________________________________________________

4. What is the inherent challenge of designing a lter? Name one way thiseect can be minimized.

__________________________________________________________

__________________________________________________________

5. Contaminants in the _____ to _____ micron range cause the greatest

amount of wear on an engine.

6. __________ is a common lter media, derived from plant material.

7. Which lter media oers high eciency and can be cleaned usingcompressed air or vacuum?

__________________________________________________________

__________________________________________________________

8. What lter media type can be engineered to target specic ow rates?__________________________________________________________

__________________________________________________________

9. The purpose of the pleats in lters is to increase surface area.

True or False


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tration Fundamentals: Air Filtration

Filtration Fundamentals: Section 2Air Filtration

Introduction

This secon of Filtraon Fundamentals covers the basic principles of airltraon. A thorough understanding of basic principles of air ltraon isessenal for providing exceponal customer service.

Section Objectives

Aer studying Secon 2, you should underst

University of Amsoil 180(1)

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