044 (1824 x 1368)

Detergent Dispersant Additives OilChat#36

044 (1824 x 1368)

Motor oil deteriorates during its life in the engine due to oxidation. This results in sludge, varnish and resins that become deposited on engine surfaces. Deposits in the piston ring belt area cause ring sticking, loss of compression and increased oil consumption. Deposits can also block oil lines and passages which prevent the oil from reaching parts that need to be lubricated. The results are increased wear, heat build-up and eventual engine failure.

Engine oil is also contaminated with fuel soot because of incomplete combustion of the fuel as well as carbon which is introduced into the engine by emission control systems – diesel engine oil in particular. Oil viscosity increases with soot loading. High oil viscosity leads to cold-start problems and risk of oil starvation. When the soot concentration reaches a level that can no longer be suspended in the oil, the soot precipitates out of the oil to form sludge and deposits. High concentrations of soot also lead to increased wear.

To control all these contaminants, engine oils are formulated with detergents and dispersants in the performance additive package. Antiwear agents, rust inhibitors, and antioxidants are also incorporated in the performance package. In addition, multigrade oils contain viscosity index improvers. The viscosity index improver additive cannot be included in the performance package and is mixed into the oil separately. Pour point depressants and foam inhibitors are also included in the oil formulation, normally blended into the oil as separate components.

The performance package is dominated by the detergent and dispersant components. Considering the large amounts of contaminants the oil must handle (soot particles in particular) these two additives normally make up between 60% and 80% of the performance package. The terms ‘detergent” and ‘dispersant’ are often used interchangeably because the two additives work in synergy to keep engines clean, but the way they function is completely different.

Detergents are oil soluble organo-metallic compounds, mostly derived from the organic soaps or salts of calcium, magnesium or sodium, with calcium being the most commonly used. They have polar heads which allow them to cling to metal surfaces. Detergents serve two principal functions. Firstly, they remove deposits from metal surfaces inside the engine. Deposits and metal surfaces are both polar and deposits are drawn to the metal surfaces and stick to them. The detergent, with its stronger charge, displaces deposits from the metal surface as shown in Fig 1. Secondly, detergents are highly alkaline and neutralize acids formed in the oil by chemically reacting with them to form harmless neutralized chemicals.

fig 1                                   fig 2Fig 2: Dispersants hold deposits in suspension.

Fig 1: Detergents remove deposits
from metal surfaces.

Due to their metallic nature detergents are prone to produce residues and ash when burned in the engine.

Dispersants are polar additives that dissolve sludge and soot to prevent them from agglomerating, settling out and forming deposits. Dispersant molecules consist of an electrically charged polar head and a long, oil soluble tail. The polar heads attract and ‘embrace’ potential deposit forming materials and acids which are taken into

solution in the oil by the tails as illustrated in Fig 2. Dispersants do not contain any metallic elements. If they are burned in the engine, they do not leave any residue or ash.

Due to their alkaline nature, detergents and dispersants contribute to the alkalinity reserve or Total Base Number (TBN) of engine oil. Of these two additives, detergents add the most to TBN. Dispersants are more rapidly depleted than detergents because of the way they react with contaminants and acids in the oil.
Detergents, on the other hand, have the ability to retain their alkalinity reserve over longer periods of time, thus providing better TBN retention. We mentioned earlier that detergents produce ash when burned in the engine (due to their metallic nature) and therefore they contribute to the SAPS (Sulphated Ash, Phosphorus and Sulphur) level of engine oil.

Nowadays the main driving force for the development of new engine oils is concern over the environmental impact of engine emissions. Current generation lubricants must provide optimum exhaust gas emission control system durability. To protect these systems, engine oils must contain lower SAPS levels since SAPS can poison emission control after-treatment devices. The reduction in oil SAPS limits has resulted in a shift from traditional engine oil technologies to alternative low ash additive chemistries and there is now increased focus on detergents and dispersants derived from polybutenes.

Oils and Lubricants South Africa

The proper storage and transport of used oil

Oils and Lubricants South Africa

The proper storage and transport of used oil

 

South Africa generates an average of 120 million liters of used lubricant oil in a year.   This is a large amount of used oil that, if not collected and recycled responsibly, could make its way into our environment, contaminating landfills and groundwater.
Environmental legislation requires used oil generators to store their used oil safely and to ensure it is collected and processed by licensed oil collectors and processors, who will ensure it is recycled in an environmentally compliant manner.

The ROSE Foundation (Recycling Used Oil Saves the Environment) an NGO supported by the main lubricants manufacturers and distributors in South Africa, controls the licensing and compliance of used oil collectors and processors. They provide the following guidelines about  the correct storing and transporting of used oil as a hazardous substance in terms of government legislation:

Storage of used oil:

  • Drain used oil into a clean container with a tight fitting lid, such as a reusable combination drain pan/storage container. For small quantitie, you can use a specially designed plastic ROSE “Sumpy” container to collect and store your used oil in. Large scale generators will store the oil in drums or storage tanks. Contact the South African Industrial Container Association (SAICRA) for more information on used oil containers Tel: 0860 72 42 72
  • Ensure that you store the oil in a container with a secure lid so that it cannot spill out.  Empty oil containers and drums make effective makeshift storage vessels for used oil, however, DO NOT use a container that previously held chemicals, such as cleaners, solvents, fuels, paint or bleach.
  • Always clearly label the containers “Used Motor Oil.”
  • Keep these containers in a place that can be accessed by used oil collector and keep the surrounding area clear and clean.  Ideally store them under cover and away from heat or sources of ignition.
  • Keep oil change pans free of water and ensure your storage containers are tightly sealed and covered to protect them from rain water. Oil that is contaminated with water is far more difficult to recycle – requiring several laborious and costly processes to separate the water from the oil before it can be recycled.
  • Ensure that you do not mix used oil with other fluids such as antifreeze, transmission fluid, petrol, diesel etc.  Mixing them may make them non-recyclable as well as very hazardous and flammable.
  • Build a bund wall around bulk used oil storage tanks so that in the event of a spill or leak, the used oil will be contained.  In the event of an oil spill, contact your used oil collector.

Collection of used oil:

  • The CEO of the ROSE Foundation, Bubele Nyiba urges used oil generators to use ROSE registered oil collectors to remove the oil and take it to be recycled in an environmentally compliant and safe manner. The ROSE registered collectors issue the generator with a safe disposal certificate on collection.
  • “The transport of used oil, as a hazardous waste, is governed by regulations contained in the National Waste Information Regulations which states that every waste transporter of hazardous waste must be in possession of the safety data sheet prepared by the waste generator in accordance with SANS 10234 as well as the relevant waste manifest documentation,” explains Nyiba.

 

  • ROSE registered collectors and processors are compliant with all waste transportation legislation and are strictly managed and audited – further ensuring your compliance as a waste generator.

 

  • All transporters of hazardous waste classified must complete a waste manifest document which will contain the following information:
    1. Name of transporter;
    2. Address and telephone number of the transporter
  • Declaration acknowledging the receipt of the waste

 

  • This manifest must be provided to the waste manager at the time of the delivery of the waste to the treatment facility and the transporters must retain copies or be able to access records of the waste manifest document for a period of at least five years and make the waste manifest documentation available to the Department upon request.

“Good news for used oil generators is that the safe disposal certificate issued by ROSE registered collectors also acts as a Hazardous Waste Manifest, thereby fulfilling the requirements of reporting by law.”
“This document will be filled in by the used oil collector and will contain information on the generator of the used oil, the collector as well as the processor.  Included in this information is that on the waste itself, the volumes, origin, the date of collection etc.”

“Four copies of this documentation are generated.  Customers receive the pro-forma invoice as well as their certificate of safe disposal, the collector keeps a copy in their book and a final copy goes to the ROSE Foundation.”

Transporting hazardous waste:

Nyiba explains that as transporters of a hazardous waste, ROSE licensed used oil collectors must confirm to SANS 10232 – legislation which governs the placarding and documentation of vehicles carrying dangerous goods. ROSE licensed collectors must also meet the following general safety requirements  on their vehicles:

  • All vehicles’ placarding and documentation must be an accurate reflection of the dangerous goods being transported.
  • Dangerous goods placards must be made out of a rigid material (such as painted metal plate, rigid plastics, plastics material or coated paper) that can withstand bending and warping and must be 700 mm wide and 400 mm high in size (regular sized placard) with a 10mm black border.

 

  • The word WASTE must appear above the UN number.

 

  • A cell phone or landline number must appear as the Operator number, provided it is available 24 hours per day.

 

  • A used oil collector’s insurance provider’s number, a HAZCALL or a control room number can be used for Specialist Advice – provided it is available 24 hours per day.

 

  • The full placard, including the 10 mm black border, must be clearly visible from the roadside, whether directly fixed on the vehicle, or supported on a permanently fixed frame. The placard must also be clean and legible.
  • Three regular-size dangerous goods placards must be stuck on the vehicle, semi-trailer or trailer – one at the rear and one on either side of the vehicle. Vehicles with a GVM of less than 3 500 kg can be fitted with smaller placards (350mm x 200mm) where space does not allow the fitting of a regular size placard.
  • A regular-size (250mm x250mm) orange danger warning diamond must be attached to the front of a vehicle or a truck tractor so that it is clearly visible from the front. Again, vehicles with a GVM of less than 3 500 kg may be fitted with a reduced-size (100mm x 100mm) danger warning diamond where space does not allow the fitting of a regular-size danger warning diamond.

 

All NORA-SA used oil collectors must also carry the following documents in the designated space within their vehicles:

  • a transport emergency card, in the form of a TREMCARD or TREC for each dangerous goods item
  • one or more dangerous goods declaration(s) to cover all the goods that comprise the load, and a
  • confirmation of classified waste, if applicable.

 

For more information and to find out about registered collectors and processors contact the ROSE Foundation on (021) 448 7492 or visit www.rosefoundation.org.za.

lubricating oil

Viscosity Index Improvers#35

lubricating oil

The Viscosity of a fluid is its resistance to flow. It is generally perceived as “thickness”. The higher the viscosity, the greater the resistance to flow or the “thicker” the fluid. Viscosity changes with temperature – the higher the temperature, the lower the viscosity.  It is therefore always important to specify the temperature at which the viscosity measurement was made. The viscosity of lubricating oil is normally measured at 40˚C and 100˚C.

Viscosity Index (VI) is a measure of the change in viscosity with change in temperature. It is most commonly used to portray the viscosity-temperature behavior of lubricating oils. The lower the VI, the more the viscosity will change with variation in temperature. VI has no units and is calculated using the viscosity of the oil at 40˚C and 100˚C.

Many applications require the lubricant to perform satisfactory across a wide range of temperatures. For instance in automotive engines, an oil with a low viscosity at low temperature, i.e. SAE 15W (“W” for winter), is needed to enable the oil pump to push the oil through the engine during cold morning starts. The oil also needs to be viscous (thick) enough, SAE 40 for example, to protect the engine when it reaches operating temperature. This is when the use of a Viscosity Index Improver (VII) becomes essential.

Viscosity Index Improvers (sometimes referred to as Viscosity Modifiers) are polymers that provide “thickening characteristics” to oil at elevated temperatures. When the oil temperature is low, these polymers curl up into tight balls that flow readily with the oil molecules (Figure 1). As the temperature increases, they expand into large stringy structures that restrict the normal oil flow, which has a thickening effect on the oil. When the oil cools down, the polymers go back to their original shape. The result is that when these polymer additives are blended in the correct proportion with for example SAE15W base oil, the oil flows like an SAE 15W at low temperatures and similar to an SAE 40 oil at high temperatures. The outcome is an SAE 15W40 multigrade oil that will provide adequate protection over a wide temperature range (Figure 2). It should be noted that there is actually no SAE 40 base oil in an SAE 15W40 formulation.

Lubricant 1.35Lubricants 1.351

In addition to multigrade engine oils, Viscosity Index Improvers are also used in multigrade gear oils, automatic transmission fluids, power-steering fluids and high viscosity index hydraulic oils.

Unfortunately, viscosity index improvers have some downsides as well. The primary disadvantage is that polymers are susceptible to shearing when subjected to high mechanical stresses in severe service. There are areas in engines, gearboxes, hydraulic pumps, etcetera that have very tight clearances and this can shear the polymers (viscosity index improver molecules) into smaller pieces. This “physical breakage” cannot be reversed when the shear stresses are removed. Consequently, it affects the ability of the polymer molecules to add to the viscosity of the fluid at elevated temperatures.

Various types of polymers are used as VIIs in lubricating oil formulations. These include, amongst others, poly alkyl methacrylates (PMA), olefin copolymers (OCP) and hydrogenated styrene-diene copolymers (SDP). The various polymers have different shear stability characteristics. Higher molecular weight polymers make better thickeners but tend to have less resistance to mechanical shear. Lower molecular weight polymers are more shear-resistant, but do not improve viscosity as effectively at higher temperatures and must, therefore, be used in larger concentrations. Consequently, different VIIs must be used, for instance, in engine oils and gear applications where very high levels of sliding friction and shearing stresses are encountered.

The viscosity index improvers used in Blue Chip and Q8 lubricants products have been (i) extensively evaluated in laboratory and bench tests, (ii) specifically selected for the intended lubricant application and (iii) proven in field trials and extended service. You can, therefore, rest assured that our lubricants will resist thinning out due to shearing if used in accordance with equipment manufacturers’ recommendations.

If you have any questions concerning this newsletter or any previous ones for that matter, you are most welcome to mail us at info@bcl.co.za. Should you have any lubricant related topics you would like to see published, please do not hesitate to let us know. In fact we are always looking for new ideas. Many of the topics we wrote about in previous issues of OilChat were in response to questions and suggestions from our readers.

               

Cylinder Bore

Cylinder Bore Glazing Oil Chat #34

In OilChat 33 bore polishing in diesel engines was discussed. Now the question is what is the difference between bore polishing and cylinder bore glazing? Early signs of both bore polishing and cylinder glazing are increased oil consumption (blue exhaust smoke) and loss of combustion pressure. Although the symptoms of the two phenomena are very much the same, their physical appearance and process of development are completely different.

Cylinder bore glazing (sometimes referred to as internal engine glazing or piling) is characterized by a very smooth, highly polished lacquer- or varnish-like layer on cylinder surfaces. If a glazed cylinder is examined, one will normally find the crosshatch grooves honed into the bore surface, are filled or covered by the glazing layer. (The purpose of the honing pattern is to retain oil to ensure proper lubrication and to form a seal between the piston rings and cylinder bore.)

Glazing in diesel engines is normally the result of prolonged light load, low-speed running and/or extended periods of idling. Typical examples are light trucks in local delivery service and small farm tractors hauling trailers in orchards during the harvesting season. Diesel engines are designed to operate at above 60% of their maximum rated load and ideally closer to 75%. Running an engine under low loads causes low cylinder pressures and consequent poor piston ring sealing since the rings rely on the cylinder pressure to force them against the oil film on the bores to form the seal. When cylinder rings are not sealing properly, hot combustion gases force their way past the rings and flash-bake the oil on the cylinder to form a hard deposit layer, commonly referred to as glazing. Once glazing has occurred, the honing marks in the bore are smoothed over, resulting in an even poorer seal between the piston rings and cylinder bore. The glazing issue becomes a vicious spiral allowing more and more hot combustion gases past the rings to bake further oil deposits on the cylinder.

Various remedies are suggested to cure bore glazing. Many of them involve introducing some sort of abrasive into the engine air inlet to abrade the glazing on the cylinder bores. Any abrasion, however, that occurs, will be along the axis of the cylinder (rather than the original crosshatch grooves), allowing more oil to pass the rings and thereby increasing oil consumption even further. If glazing is detected in its early stages (loss of power, increased oil consumption, and blue exhaust smoke), running the engine on a low-performance oil at maximum load may allow the piston rings to scrape the glazing off the cylinder bores. However, if glazing has been allowed to progress to an advanced stage, this procedure will not have any significant remedial effect. Advanced glazing can only be cured by stripping down the engine, re-boring the cylinders and machining new honing grooves.

Traditionally cylinder glazing was associated with the use of high-performance oils in lightly loaded diesel engines, but modern oil technologies have largely overcome the phenomenon of glazing. New
Q8 Formula Truck 7000 15W-40 is formulated with leading-edge additive chemistry to protect diesel engines against cylinder bore glazing.

To find out more about what Q8 Formula Truck 7000 15W-40 can do for your engines, please visit https://www.facebook.com/BlueChipLubricants/

bore

Bore Polishing in Diesel Engines Oil OilChat#33

Q8 Formula Truck 7000 15W40, our new top tier heavy duty diesel engine oil, is designed to protect engines against bore polishing. You may well ask how engine oil can possibly do this. To answer this question one needs to understand what bore polishing is and how it is brought about.

When modern engines are manufactured, the cylinder bores are honed (machined) to produce a “crosshatch” appearance with fine grooves from both directions at about 22 degrees from the horizontal (Photo 1). The crosshatch pattern is required to retain oil to ensure proper lubrication and to form a seal between the piston rings and cylinder bores. Bore polishing is characterized by a clearly defined area of bright mirror-like finish on the cylinder bore where the crosshatch pattern is worn away (Photo 2).

1bore3

4Bore polishing is brought about by a build-up of carbon deposits in the piston top ring land area, i.e. the part of the piston above the top ring (Photo 3). Poor combustion of diesel fuel leads to these hard carbon deposits, which are highly abrasive and scrape away the honing grooves on the cylinder bores. Bore polishing leads to increased oil consumption (blue exhaust smoke) and loss of combustion pressure. This is because the oil film trapped in the honing grooves that maintains the piston ring seal and combustion pressure, is no longer there. Unburned fuel and combustion gases then leak past the piston rings and contaminate the lubricating oil.

 

The problem is aggravated by the formation of acids in the engine oil resulting from the reaction of these combustion by-products and condensed water. The acidic build-up in the oil causes corrosive wear of engine components. This cycle of degradation results in the engine becoming irreversibly damaged.  The advanced detergent additive system in Q8 Formula Truck 15W-40 protects diesel engines against bore polishing by effectively removing carbon deposits from piston top ring land areas.

A number of engine tests have been developed to evaluate the bore polishing tendency of diesel engine oils. One such test is the CEC L-101-08 procedure using a Mercedes Benz OM501LA engine. In addition to bore polishing, the test also evaluates piston cleanliness, oil consumption, and engine sludge.  Q8 Formula Truck 7000 15W-40 exceeds the requirement of the CEC L-101-08 test protocol by far.

To find out more about what Q8 Formula Truck 7000 15W-40 can do for your engines, please visit https://www.facebook.com/BlueChipLubricants/

Engine Oil

Total Base Number of Engine Oil OilChat#32

Engine Oil

Total Base Number (TBN), sometimes referred to as Base Number (BN), is an important property of engine oil. TBN is a measurement of the alkalinity of the oil expressed in terms of the equivalent number of milligrams of potassium hydroxide (an alkali) per gram of oil (mg KOH/g). Unfortunately this tells us little about what TBN does in engine oil, or how much we need for effective oil performance and engine protection.

 

The prime functions of motor oil are to lubricate, clean, protect and cool the engine. Various additives are added to the oil to enhance these functions. Detergent additives in engine oil have two basic functions:

  • Control deposits that accumulate in the engine.
  • Neutralize acidic products that contaminate the oil.

To do this the oil needs to be alkaline. TBN is a measure of the alkalinity additives in the oil.  Generally speaking, the higher the alkalinity (TBN) of the oil, the better is its ability to neutralize contaminants such as combustion by-products and acidic materials. Higher TBN oils are believed to be capable of neutralizing greater amounts of acidic materials. This results in improved protection against corrosive reactions and longer oil life. TBN levels are optimized for the intended application. For example, petrol engine oils typically have lower TBN values, while diesel oils must manage higher contaminant-loading from soot and sulfur, and therefore normally have a higher TBN. Modern high performance diesel engine oils typically have a TBN of 8 or more. Traditionally oils formulated specifically for extended drain intervals, displayed higher TBN levels to ensure proper corrosion protection for the duration of the extended interval.

TBN levels decrease as the oil neutralizes acidic contaminants in service. When the level reaches a point where it can no longer protect against corrosion effectively, the oil must be changed. Engine manufacturers’ maintenance philosophies vary as to when TBN should trigger a lube change. Some manufacturers recommend that when the TBN reaches 50% of the initial TBN, the oil should be drained, e.g. new oil TBN 10, drain at 5. Other manufacturers specify minimum TBN warning limits. Cummins for instance, stipulates the base number should not be allowed to drop below 2.5 mg KOH/g.
There is great controversy over when oil should be drained in mixed fleet applications. General advice is that this is not a real problem when engine oil with appropriate TBN is used for the fuel sulphur level.  Engine oil base number is not generally a reason to change oil in applications where fuel sulphur levels are low, e.g. on highway truck engines operated on low sulphur diesel. However the TBN should never ever be allowed to drop below 2 mg KOH/g.
Nowadays the main driving force for the development of new diesel engine oils is concern over the environmental impact of diesel engine emissions. New generation engine oils must provide optimum exhaust gas emission control system durability, while still offering peak engine protection. To protect emission control after-treatment devices, modern engine oils must contain lower Sulphated Ash, Phosphorus and Sulphur (SAPS) levels.  Although SAPS can poison exhaust gas after-treatment devices, it contributes significantly to oil alkalinity as well as oil performance. The reduction in oil SAPS limits has resulted in a shift from traditional engine oil technology to alternative additive chemistries.

We mentioned earlier that in traditional terms, higher TBN values are viewed as having the ability to neutralize more acidic contaminants than lower TBN products. This lead to the assumption that higher TBN products always allowed extended drain intervals. This, however, does not take into account TBN Retention of engine oil. The majority of motor oils currently on the market use a detergent package based on calcium, magnesium or a mixture of the two additives as their detergent package. It has now been proven that all detergent packages do not have the same ability to neutralize acidic contaminants in the long term. This has been proven in various laboratory tests and field trials. The significance of TBN Retention was once again demonstrated by a recent laboratory simulation, using sulfuric acid (H₂SO₄) to replicate acid build up during a drain interval from oil contaminants. The simulated test evaluated two oils with the following formulations:

 

  • Oil 1: Traditional chemistry with initial TBN 11
  • Oil 2: Modern technology with starting TBN 10

 

The graphs below show a visual representation of the test results:

TBN (mg HOH/g)

Asset 1

On completion of the 20,000 mile service simulation Oil 1 (traditional chemistry) dropped considerably more in TBN than Oil 2 (new technology). After about 5,000 miles the TBN of Oil 1 plunged lower than that of Oil 2. At 15,000 miles the TBN of Oil 1 tumbled below the 2 mg KOH/g warning limit. The TBN of Oil 2 never reached this threshold during the test. This laboratory simulation once again demonstrates the positive attributes of new developments in oil chemistry.

Q8 Formula Truck 7000 15W40, our new top tier heavy duty diesel engine oil, is formulated using such technology, making it particularly suitable for extended drain intervals as recommended by 

engine manufacturers. To find out more about this exciting new product, please visit and like our Facebook Page

https://www.facebook.com/BlueChipLubricants/

Diesel-Engine Oil

Engineering News: High-performance diesel engine oil launched

Diesel-Engine Oil

Earlier this month, lubricant and grease manufacturer Blue Chip Lubricants launched a super high-performance diesel engine oil called Q8 Formula Truck 7000 15W-40.

With heavy-duty diesel engines representing a major capital investment, leading to operators always being on the lookout for technologies to extend the life of these engines, the Q8 Formula Truck 7000 15W-40 will target this market.

The Q8 Formula Truck 7000 15W-40 multi fleet motor oil is suitable for a variety of North American, European and Japanese heavy-duty diesel engines, while exceeding the demanding requirements of the most severe industry and engine manufacturer specifications, including the latest American Petroleum Institute CK-4 and European Automobile Manufacturers’ Association E9-2016 requirements.

Blue Chip Lubricants lubricant support engineer Johan le Roux says it is aimed at a range of commercial and industrial applications, including transport, mining, construction, quarrying, and agriculture.

“With the current influx of diesel engines into the South African market requiring this type of technology, it is the ideal time to introduce the Q8 Formula Truck 7000 15W-40. “The launch supports our expansion strategy, since the diversification allows us access to all diesel-engine operators.”

Benefits for customers include enhanced protection against wear, corrosion, bore polishing, and camshaft wear. It also prevents engine fouling, owing to combustion soot, and offers excellent biofuel compatibility for optimised cold-starting properties.

Additionally, it protects exhaust gas after-treatment systems, and allows for extended oil-drain intervals to reduce maintenance costs.

“The latest launch means that Blue Chip Lubricants is at the forefront of the latest developments in the industry. “We are now able to offer the latest top-tier heavy-duty engine oil technology that offers several improvements in terms of engine performance and protection,” notes Le Roux.

Operators may now use one motor oil for all their diesel engines, since Q8 Formula Truck 7000 15W-40 is also suitable for older model engines.

The new product will be blended at Blue Chip Lubricants’ blending plant, based on the same formulation, base oils, and additives used by Q8Oils – subsidiary of oil producer Kuwait Petroleum Corporation (KPC) – globally. Blue Chip Lubricants secured an agreement to blend and distribute lubricants from Q8Oils in 2015.

Formula Truck 7000 15W-40 was developed at the Q8 Research & Technology facilities in the Netherlands, the largest research and development facility of its kind in Europe. “With the substantial resources of KPC on tap, we have the people, products, and proficiency to keep the wheels of industry turning,” Le Roux highlights.

Blue Chip Lubricants was established in 1983, buying and selling grease as its core business. It soon established its own blending site, and began manufacturing grease and oil for mines all across South Africa.

As the company grew, so did its target market. Blue Chip Lubricants supplies various industries, with its biggest clients in the automotive, mining, engineering, agricultural, industrial, and commercial markets.

“With more than 30 years’ industry experience and technical expertise, Blue Chip Lubricants is among the best in its field. “We are a trusted South African partner, manufacturer and distributor to some of the world’s greatest oil brands,” enthuses Le Roux.

With the company having its own manufacturing plant and testing laboratory, it can cater for all lubricant-related needs customers may have, including blending, repackaging and distribution, for both the large corporation and the individual end-consumer.

Article Available at http://www.engineeringnews.co.za/topic/blue-chip-lubricants-company.

For More Info Contact 011 462 1829 or email info@bcl.co.za/internalsales@bcl.co.za

T7000

Q8Oils Introduces a New Super High Performance Diesel Engine Oil

T7000

We are excited to announce the launch of our new top tier heavy duty diesel engine oil

Q8 Formula Truck 7000 15W-40

Q8 Formula Truck 7000 15W-40 exceeds the demanding requirements of the most severe Industry and Engine Manufacturers specifications for SHPD (Super High-Performance Diesel) engine oils. It is a universal motor oil that is suitable for a wide variety of North-American, European and Japanese diesel engines.

PRODUCT FEATURES

Q8 Formula Truck 7000 15W-40 puts us in the forefront of new developments in Heavy Duty Motor Oil (HDMO) technology which offers improvements in terms of:

  • Engine protection
  • Shear stability
  • Wear control
  • Piston cleanliness
  • Oxidation resistance
  • Soot handling
  • Aeration control

BROAD APPLICATION

Q8 Formula Truck 7000 15W-40 is suitable for a wide variety of applications including:

North-American high speed, four-stroke diesel engines designed to meet the latest on-highway and off-road exhaust emission standards, as well as older model diesel engines.

Euro I, II, III, IV, V and VI diesel engines equipped with diesel particulate filters or catalytic after-treatment systems (such as selective catalytic reduction) operating under severe heavy duty conditions.

Japanese four-stroke automotive diesel engines fitted with exhaust gas after-treatment devices (including diesel particulate filters), and older model diesel engines.

Extended Oil Drain Intervals according to the engine manufacturer’s recommendations i.e. Volvo VDS-4.5, Renault RLD-4, Mack EOS-4.5.

KEY BENEFITS

  • Provides enhanced protection against wear and corrosion.
  • Protects against bore polishing and cam wear.
  • Prevents engine fouling due to combustion soot.
  • Excellent bio-fuel compatibility for optimized cold starting properties.
  • Protects exhaust gas after-treatment systems.
  • Allows prolonged oil drain intervals and reduces maintenance costs.

 

PERFORMANCE STANDARDS

Q8 Formula Truck 7000 15W-40 meets and exceeds the following challenging Industry and Engine Manufacturers specifications:

·         API CK-4 / CJ-4 / CI-4 Plus / CI-4 ·         ACEA E9
·         JASO DH-2 ·         Mercedes-Benz 228.31
·         Volvo VDS-4.5 ·         Caterpillar ECF-3, ECF-2
·         Cummins CES 20086 ·         Renault RLD-4
·         Mack EO-S 4.5 ·         Detroit Diesel DFS93K222
·         Deutz DQC III-10 LA ·         MTU Type 2.1

 

 

If you want to find out more about Q8 Formula Truck 7000 15W-40 mail us at info@bcl.co.za 

Asset 1

Hydraulic Oil Selection OilChat#30

Asset 1

The two primary considerations when selecting a hydraulic fluid are the viscosity grade and the hydraulic oil type. These are typically determined by the design of the hydraulic pump employed in the system and the operating temperatures and pressures. Further items for consideration are overall lubricant quality, performance requirements and base oil type. The three common varieties of hydraulic fluids found on the market today are oil-based, water-based and synthetics.

The International Standards Organization (ISO) established the ISO 6743-4 and ISO 11158 classifications of hydraulic fluids. These classification systems do not include automotive brake fluids or aircraft hydraulic fluids and generally apply to the following three primary classes of hydraulic fluids:

 

  • Mineral Hydraulic Fluids
  • Biodegradable Hydraulic Fluids
  • Fire Resistant Hydraulic Fluids

 

Discussions in this publication will be restricted to Mineral Hydraulic Fluids and we will endeavour to provide a summary of the ISO classifications that you will find useful in understanding the most common hydraulic fluid categories. We operate in a global marketplace with equipment that is manufactured in countries from all over the world and it is very likely you may see hydraulic fluid specifications other than the ISO designations. For example, while the classifications of hydraulic fluid are set out in ISO with the designations HL, HM, HV, etc. in Germany the designations HL, HLP, HVLP are standard and frequently used in accordance with DIN 51524.

ISO and DIN are the most commonly used industry classification systems and their correlation is shown in the table below:

DESCRIPTION ISO  DIN
Mineral oil without additives HH H
Type HH/H + oxidation and corrosion-inhibiting HL HL
Type HL + wear-inhibiting HM HLP
Type HM/HLP + detergent (self-cleaning) HLPD
Type HM/HLP + viscosity-improving HV HVLP
Type HM/HLP + anti-stick-slip HG

Following is a short discussion of the different hydraulic oil types covered by the above classifications:

 Uninhibited Hydraulic Oil

These fluids are refined mineral oils with no active ingredients (additives). They are the most basic hydraulic oils and have a relatively short service life as they are not oxidation-stable and have very limited use. Uninhibited products are in accordance with ISO HH and DIN H.

Rust and Oxidation Inhibited Hydraulic Oil

Formulated with active ingredients to increase corrosion protection and resistance to oxidation which helps the system to be protected from chemical attack and water contamination. They are used in low-pressure hydraulic systems (with no specific anti-wear requirements) in which temperatures of around 50°C are to be expected. These oils conform to ISO HL and DIN HL.

Anti-Wear Hydraulic Oil

Fluids in this category contain additives to inhibit oxidation and corrosion, as well as additives that reduce wear and/or improve the high-pressure properties of the oil. This is the most widely used type of hydraulic oil. Zinc dialkyl dithiophosphate (ZDDP) is largely employed as anti-wear additive. The presence of ZDDP, however, is not always seen as a positive, since it can attack certain metals found in some hydraulic pumps, such as silver. Furthermore, ZDDP can break down in the presence of moisture, heat and mechanical stress to form deposits. Some severe duty hydraulic pumps and other sensitive hydraulic system components (such as close clearance servo-valves and high accuracy numerically controlled machine tools) are intolerant to these deposits.  Zinc-free (ashless) anti-wear hydraulic oils are recommended for sensitive hydraulic systems. Modern ashless hydraulic oils offer excellent wear protection and exhibit outstanding oxidation and thermal stability to extend oil and filter life. They also provide effective corrosion protection for copper alloys and silver pump components. Anti-wear hydraulic oils are in accordance with ISO HM and DIN HLP.

Detergent Hydraulic Oil

These fluids contain detergent additives (cleansing agents) in addition to the additives in anti-wear oils. The use of detergent hydraulic oils is approved by several hydraulic component manufacturers. They can be advantageous in many applications, such as mobile equipment, to prevent a build-up of sludge and varnish deposits, which can lead to valve sticking and other reliability problems. The main caution with these fluids is that they have water emulsifying ability, which means that water is not separated out of the fluid. Emulsified water not only reduces lubricity and filterability, but can also cause corrosion and cavitation, and reduce the life of the oil. These problems can be avoided by maintaining water content below 0.1% – which is not a low water content target for any high-performance hydraulic system. A hydraulic fluid that has the ability to emulsify small amounts of water can be beneficial in mobile equipment applications. Caterpillar, for instance, maintain that separated water drawn through the hydraulic system can damage pumps and other components. If this water freezes, it can also cause serious damage to hydraulic systems. Detergent hydraulic oils are in accordance with DIN HLPD

 

High Viscosity Index Hydraulic Oil

Oils which, in addition to additives that inhibit oxidation, corrosion, and wear, also contain additives that improve viscosity index (VI). These oils have a VI of higher than 140 and therefore have good viscosity/temperature characteristics. Other hydraulic oils generally have a viscosity index of around 100. The high viscosity index is achieved through the addition of VI improvers and/or by using oils with a naturally high VI. Base oil with a naturally high VI is preferable because this avoids shear-losses. If a VI improving additive is used, it is important that it has a high mechanical stability to prevent shear-losses, which would lead to a decrease in viscosity. Shear stability is a measure of the ability of the oil to withstand viscosity drop due to the breaking down of the VI improver. These oils also contain a pour point depressant to improve low-temperature performance. High VI oils are used in extreme temperature conditions (e.g. mobile hydraulics and critical systems such as CNC machine tools). High viscosity index hydraulic oils conform to ISO HV and DIN HVLP.

Anti-Stick-Slip Hydraulic Oil

Fluids falling in this category have additives to improve their stick-slip properties. Such additives prevent jerky movements, which can arise in the event of very low sliding speeds and high loads. Stick-slip resisting hydraulic oils are in accordance with ISO HG and are for example used in hydraulic elevators and cranes.

 

Other oil requirements you may find on a hydraulic system or in the service manual may well include one of the following specifications:

 

 INDUSTRY SPECIFICATIONS EQUIPMENT MANUFACTURERS
         AFNOR

AIST

ASLE

SEB

       Bosch Rexroth

Cincinnati Milacron

Parker (Denison)

Vickers (Eaton)

To ensure optimum system performance, it is very important to follow hydraulic equipment manufacturers’ oil recommendations. Simply compare the manufacturer’s requirements with the specifications on the hydraulic oil label or product data sheet. If you are still in doubt our experts are at your disposal and ready to provide you with advice and answer any questions you may have. For more information please call 011 462 1829 or email lethabo@bcl.co.za

Oils and Lubricants Pump

Borderline Pumping Temperature OilChat#29

Oils and Lubricants Pump

The topic of this newsletter was triggered by a noteworthy question that was asked by a visitor to our stand at the recent Automechanika Expo at Nasrec, Johannesburg.  The question was about Borderline Pumping Temperature (BPT) of engine oil.

The viscosity of lubricating oil becomes progressively higher as the temperature of the oil is lowered until it becomes too thick or viscous to flow. The Pour Point of lubricating oil is the lowest temperature at which the lubricant will flow under specified laboratory conditions. It is often believed that Pour Point is the lowest ambient temperature at which oil can be used in a lubricating system, but this is a misconception.

29In a system where the pump is positioned higher than the oil sump, such as an automotive engine, this will present a serious problem. We will endeavour to explain this using honey as an example. At normal room temperature honey will be above its Pour Point. When you open a jar of honey and turn it upside down, the honey will flow out under the force of gravity. Yet at the same temperature, it will be impossible to suck the honey out of the jar with a straw although the honey is still above its Pour Point. Now compare this with the engine oil circulating system on the right.

The heart of the lubrication system of an engine is the oil pump. Its function is to suck oil up from the sump (via the oil screen and oil pickup tube), and push it through the filter and into the engine to lubricate moving components. Oil pressure is created by a fluid flow restriction (orifice) in the outlet line of the pump. If for any reason, the oil pump can’t deliver its normal dose of oil, it is bad news for the engine. An oil pump failing to deliver oil to the engine is just as bad as cardiac arrest since the results are often fatal. Loss of oil pressure means loss of the protective oil film between moving engine components. With no oil to keep the surfaces apart, the engine will fail. It is therefore vital that even at very low startup temperatures, the oil must remain sufficiently fluid to enable the oil pump to suck it up and deliver it to the engine. It is crucial that adequate oil must flow from the sump through the oil screen and pickup tube to the oil pump.

When oil is cooled down, the viscosity of the oil increases exponentially with decreasing temperature. This may well result in the oil pump not being able to suck oil in from the sump, even before the Pour Point of the oil is reached. For this reason other test methods are also used to evaluate the cold temperature behaviour of engine oil, particularly lower viscosity oils that are formulated for low temperature applications. One such procedure is the ASTM D3829 Borderline Pumping Temperature of Engine Oil – a measure of the lowest temperature at which an engine oil can be supplied to the oil pump inlet of an automotive engine. BPT is normally measured using a mini-rotary viscometer (MRV).

 

However, actual operational tests in Cummins diesel engines suggest that values derived by this test method may be quite misleading. First, there is a considerable difference between the actual pumpability of two oils that are identical in every way except in the nature of the viscosity index improver (VII) additive. This BPT difference may be as much as 10°C. Secondly, the values obtained using the MRV showed virtually no difference between these oils and gave values over 20°C lower than the actual BPT in the operational tests. In addition, individual engines

differ widely in the design of their oil distribution systems, which strongly affects their low-temperature performance. For example, in one system with a restriction orifice, the size of the orifice strongly influenced the time it took for the oil to reach the bearings. At -25°C this took 90 seconds with a 1.5mm orifice (and one test engine seized during the test), while it took less than 40 seconds with a 2.0mm orifice. Other influential factors are the oil screen design as well as the diameter and length of the oil pickup tube. Oil with pumping characteristics that are satisfactory in one engine may therefore not be suitable for another at very low temperatures.

With all this in mind, we suggested in OilChat # 23 (where we discussed the Pour Point of lubricating oil in more detail) a good rule of thumb is that the Pour Point of the oil should be at least 10°C below the lowest anticipated ambient temperature. This will ensure dependable lubrication and better reliability in low-temperature applications.