Motor oil - Revision history

Red marquis: /* Properties */

2010-05-25T06:09:03Z

Properties

← Older revision		Revision as of 06:09, 25 May 2010
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	==Properties==		==Properties==
	Most motor oils are made from a heavier, thicker [[petroleum]] [[hydrocarbon]] base stock derived from [[crude oil]], with additives to improve certain properties. The bulk of a typical motor oil consists of ~~[[hydrocarbon]]s~~ with between 18 and 34 [[carbon~~]] [[atom]]s~~ per [[molecule]].<ref>Chris Collins (2007), “Implementing Phytoremediation of Petroleum Hydrocarbons, ''Methods in Biotechnology''''' 23''':99-108. Humana Press. ISBN 1588295419.</ref> One of the most important properties of motor oil in maintaining a lubricating film between moving parts is its [[viscosity]]. The viscosity of a liquid can be thought of as its "thickness" or a quantity of resistance to flow. The viscosity must be high enough to maintain a satisfactory lubricating film, but low enough that the oil can flow around the engine parts satisfactorily to keep them well coated under all conditions. The [[viscosity index]] is a measure of how much the oil's viscosity changes as temperature changes. A higher viscosity index indicates the viscosity changes less with temperature than a lower viscosity index.		Most motor oils are made from a heavier, thicker [[petroleum]] hydrocarbon base stock derived from crude oil, with additives to improve certain properties. The bulk of a typical motor oil consists of hydrocarbons with between 18 and 34 carbon atoms per molecule.<ref>Chris Collins (2007), “Implementing Phytoremediation of Petroleum Hydrocarbons, ''Methods in Biotechnology''''' 23''':99-108. Humana Press. ISBN 1588295419.</ref> One of the most important properties of motor oil in maintaining a lubricating film between moving parts is its viscosity. The viscosity of a liquid can be thought of as its "thickness" or a quantity of resistance to flow. The viscosity must be high enough to maintain a satisfactory lubricating film, but low enough that the oil can flow around the engine parts satisfactorily to keep them well coated under all conditions. The viscosity index is a measure of how much the oil's viscosity changes as temperature changes. A higher viscosity index indicates the viscosity changes less with temperature than a lower viscosity index.

	Motor oil must be able to flow adequately at the lowest temperature it is expected to experience in order to minimize metal to metal contact between moving parts upon starting up the engine. The ''pour point'' defined first this property of motor oil, as defined by ASTM D97 as "...an index of the lowest temperature of its utility..." for a given application <ref>http://www.astm.org/Standards/D97.htm</ref>, but the "cold cranking similator" (CCS, see ASTM D5293-08) and "Mini-Rotary Viscometer" (MRV, see ASTM D3829-02(2007), ASTM D4684-08) are today the properties required in motor oil specs and define the SAE classifications.		Motor oil must be able to flow adequately at the lowest temperature it is expected to experience in order to minimize metal to metal contact between moving parts upon starting up the engine. The ''pour point'' defined first this property of motor oil, as defined by ASTM D97 as "...an index of the lowest temperature of its utility..." for a given application <ref>http://www.astm.org/Standards/D97.htm</ref>, but the "cold cranking similator" (CCS, see ASTM D5293-08) and "Mini-Rotary Viscometer" (MRV, see ASTM D3829-02(2007), ASTM D4684-08) are today the properties required in motor oil specs and define the SAE classifications.

	Oil is largely composed of hydrocarbons which can burn if ignited. Still another important property of motor oil is its [[flash point]], the lowest temperature at which the oil gives off vapors which can ignite. It is dangerous for the oil in a motor to ignite and burn, so a high flash point is desirable. At a ~~[[Oil refinery\|~~petroleum refinery]], [[fractional distillation]] separates a motor oil fraction from other crude oil fractions, removing the more volatile components, and therefore increasing the oil's flash point.		Oil is largely composed of hydrocarbons which can burn if ignited. Still another important property of motor oil is its flash point, the lowest temperature at which the oil gives off vapors which can ignite. It is dangerous for the oil in a motor to ignite and burn, so a high flash point is desirable. At a petroleum refinery, fractional distillation separates a motor oil fraction from other crude oil fractions, removing the more volatile components, and therefore increasing the oil's flash point.

	Another manipulated property of motor oil is its [[Total Base Number]] (TBN), which is a measurement of the reserve [[alkalinity]] of an oil, meaning its ability to neutralize acids. The resulting quantity is determined as mg KOH/ (gram of lubricant). Analogously, [[Total Acid Number]] (TAN) is the measure of a lubricant's [[acidity]]. Other tests include [[zinc]], [[phosphorus]], or [[sulfur]] content, and testing for excessive ~~[[foam]]ing~~.		Another manipulated property of motor oil is its Total Base Number (TBN), which is a measurement of the reserve alkalinity of an oil, meaning its ability to neutralize acids. The resulting quantity is determined as mg KOH/ (gram of lubricant). Analogously, Total Acid Number (TAN) is the measure of a lubricant's acidity. Other tests include zinc, phosphorus, or sulfur content, and testing for excessive foaming.

	The [[NOACK volatility]] (ASTM D-5800) Test determines the physical evaporation loss of lubricants in high temperature service. A maximum of 15% evaporation loss is allowable to meet API SL and ILSAC GF-3 specifications. Some automotive OEM oil spec require lower than 10%.		The NOACK volatility (ASTM D-5800) Test determines the physical evaporation loss of lubricants in high temperature service. A maximum of 15% evaporation loss is allowable to meet API SL and ILSAC GF-3 specifications. Some automotive OEM oil spec require lower than 10%.

	==Grades==		==Grades==

Red marquis: /* Use */

2010-05-25T06:06:04Z

Use

← Older revision		Revision as of 06:06, 25 May 2010
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	==Use==		==Use==
	Motor oil is a lubricant used in internal combustion engines. These include [[motor vehicles\|motor]] or [[road vehicle\|road]] vehicles such as [[car]]s and motorcycles, heavier vehicles such as [[bus]]es and [[Large Goods Vehicle\|commercial vehicles]], non-road vehicles such as [[Kart racing\|go-karts]], snowmobiles, boats (fixed engine installations and outboards), lawn mowers, large agricultural and construction equipment, locomotives and aircraft, and static engines such as electrical generators. In engines, there are parts which move against each other causing friction which wastes otherwise useful power by converting the energy to heat. Contact between moving surfaces also ~~[[wear]]s~~ away those parts, which could lead to lower efficiency and degradation of the motor. This increases fuel consumption and decreases power output and can, in extreme cases, lead to engine failure.		Motor oil is a lubricant used in internal combustion engines. These include [[motor vehicles\|motor]] or [[road vehicle\|road]] vehicles such as [[car]]s and motorcycles, heavier vehicles such as [[bus]]es and [[Large Goods Vehicle\|commercial vehicles]], non-road vehicles such as [[Kart racing\|go-karts]], snowmobiles, boats (fixed engine installations and outboards), lawn mowers, large agricultural and construction equipment, locomotives and aircraft, and static engines such as electrical generators. In engines, there are parts which move against each other causing friction which wastes otherwise useful power by converting the energy to heat. Contact between moving surfaces also wears away those parts, which could lead to lower efficiency and degradation of the motor. This increases fuel consumption and decreases power output and can, in extreme cases, lead to engine failure.

	Lubricating oil creates a separating film between surfaces of adjacent moving parts to minimize direct contact between them, decreasing heat caused by friction and reducing wear, thus protecting the engine. In use, motor oil transfers heat through convection as it flows through the engine by means of air flow over the surface of the oil pan, an oil cooler and through the build up of oil gases evacuated by the [[PCV valve\|Positive Crankcase Ventilation]] (PCV) system.		Lubricating oil creates a separating film between surfaces of adjacent moving parts to minimize direct contact between them, decreasing heat caused by friction and reducing wear, thus protecting the engine. In use, motor oil transfers heat through convection as it flows through the engine by means of air flow over the surface of the oil pan, an oil cooler and through the build up of oil gases evacuated by the [[PCV valve\|Positive Crankcase Ventilation]] (PCV) system.
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	Rubbing of metal engine parts inevitably produces some microscopic metallic particles from the wearing of the surfaces. Such particles could circulate in the oil and grind against moving parts, causing wear. Because particles accumulate in the oil, it is typically circulated through an [[oil filter]] to remove harmful particles. An [[oil pump]], a vane or [[gear pump]] powered by the engine, pumps the oil throughout the engine, including the oil filter. Oil filters can be a ''full flow'' or ''bypass'' type.		Rubbing of metal engine parts inevitably produces some microscopic metallic particles from the wearing of the surfaces. Such particles could circulate in the oil and grind against moving parts, causing wear. Because particles accumulate in the oil, it is typically circulated through an [[oil filter]] to remove harmful particles. An [[oil pump]], a vane or [[gear pump]] powered by the engine, pumps the oil throughout the engine, including the oil filter. Oil filters can be a ''full flow'' or ''bypass'' type.

	In the [[crankcase]] of a vehicle engine, motor oil lubricates rotating or sliding surfaces between the [[crankshaft]] journal bearings (main bearings and big-end bearings), and [[connecting rod\|rods]] connecting the [[pistons]] to the crankshaft. The oil collects in an [[oil pan]], or [[sump]], at the bottom of the crankcase. In some small engines such as lawn mower engines, dippers on the bottoms of connecting rods dip into the oil at the bottom and splash it around the crankcase as needed to lubricate parts inside. In modern vehicle engines, the oil pump takes oil from the oil pan and sends it through the oil filter into oil galleries, from which the oil lubricates the main bearings holding the crankshaft up at the main journals and camshaft bearings operating the valves. In typical modern vehicles, oil pressure-fed from the oil galleries to the main bearings enters holes in the main journals of the crankshaft. From these holes in the main journals, the oil moves through passageways inside the crankshaft to exit holes in the rod journals to lubricate the rod bearings and connecting rods. Some simpler designs relied on these rapidly moving parts to splash and lubricate the contacting surfaces between the piston rings and interior surfaces of the cylinders. However, in modern designs, there are also passageways through the rods which carry oil from the rod bearings to the rod-piston connections and lubricate the contacting surfaces between the piston rings and interior surfaces of the [[Cylinder (engine)\|cylinder]]s. This oil film also serves as a seal between the piston rings and cylinder walls to separate the [[combustion chamber]] in the [[cylinder head]] from the crankcase. The oil then drips back down into the oil pan.<ref>[http://auto.howstuffworks.com/engine.htm "How Car Engines Work"]</ref><ref>[http://www.tpub.com/content/construction/14264/css/14264_242.htm "Types of Lubricating Systems"]</ref>.		In the [[crankcase]] of a vehicle engine, motor oil lubricates rotating or sliding surfaces between the [[crankshaft]] journal bearings (main bearings and big-end bearings), and [[connecting rod\|rods]] connecting the [[Piston\|pistons]] to the crankshaft. The oil collects in an [[oil pan]], or [[sump]], at the bottom of the crankcase. In some small engines such as lawn mower engines, dippers on the bottoms of connecting rods dip into the oil at the bottom and splash it around the crankcase as needed to lubricate parts inside. In modern vehicle engines, the oil pump takes oil from the oil pan and sends it through the oil filter into oil galleries, from which the oil lubricates the main bearings holding the crankshaft up at the main journals and camshaft bearings operating the valves. In typical modern vehicles, oil pressure-fed from the oil galleries to the main bearings enters holes in the main journals of the crankshaft. From these holes in the main journals, the oil moves through passageways inside the crankshaft to exit holes in the rod journals to lubricate the rod bearings and connecting rods. Some simpler designs relied on these rapidly moving parts to splash and lubricate the contacting surfaces between the piston rings and interior surfaces of the cylinders. However, in modern designs, there are also passageways through the rods which carry oil from the rod bearings to the rod-piston connections and lubricate the contacting surfaces between the piston rings and interior surfaces of the [[Cylinder (engine)\|cylinder]]s. This oil film also serves as a seal between the piston rings and cylinder walls to separate the [[combustion chamber]] in the [[cylinder head]] from the crankcase. The oil then drips back down into the oil pan.<ref>[http://auto.howstuffworks.com/engine.htm "How Car Engines Work"]</ref><ref>[http://www.tpub.com/content/construction/14264/css/14264_242.htm "Types of Lubricating Systems"]</ref>.

	==Other oils==		==Other oils==

Red marquis: /* Single-grade */

2010-05-25T06:04:49Z

Single-grade

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	===Single-grade===		===Single-grade===
	A single-grade engine oil, as defined by SAE J300, cannot use a polymeric ~~[[Viscosity index\|~~Viscosity Index Improver]] (also referred to as Vicosity Modifier) additive. SAE J300 has established eleven viscosity grades, of which six are considered Winter-grades and given a W designation. The 11 viscosity grades are 0W, 5W, 10W, 15W, 20W, 25W, 20, 30, 40, 50, and 60. These numbers are often referred to as the 'weight' of a motor oil.		A single-grade engine oil, as defined by SAE J300, cannot use a polymeric Viscosity Index Improver (also referred to as Vicosity Modifier) additive. SAE J300 has established eleven viscosity grades, of which six are considered Winter-grades and given a W designation. The 11 viscosity grades are 0W, 5W, 10W, 15W, 20W, 25W, 20, 30, 40, 50, and 60. These numbers are often referred to as the 'weight' of a motor oil.

	For single winter grade oils, the dynamic viscosity is measured at different cold temperatures, specified in J300 depending on the viscosity grade, in units of mPa·s or the equivalent older non-SI units, ~~[[Poise\|~~centipoise]] (abbreviated cP), using two different test methods. They are the Cold Cranking Simulator (ASTM D5293) and the Mini-Rotary Viscometer (ASTM D4684). Based on the coldest temperature the oil passes at, that oil is graded as SAE viscosity grade 0W, 5W, 10W, 15W, 20W, or 25W. The lower the viscosity grade, the lower the temperature the oil can pass. For example, if an oil passes at the specifications for 10W and 5W, but fails for 0W, then that oil must be labeled as an SAE 5W. That oil cannot be labeled as either 0W or 10W.		For single winter grade oils, the dynamic viscosity is measured at different cold temperatures, specified in J300 depending on the viscosity grade, in units of mPa·s or the equivalent older non-SI units, centipoise (abbreviated cP), using two different test methods. They are the Cold Cranking Simulator (ASTM D5293) and the Mini-Rotary Viscometer (ASTM D4684). Based on the coldest temperature the oil passes at, that oil is graded as SAE viscosity grade 0W, 5W, 10W, 15W, 20W, or 25W. The lower the viscosity grade, the lower the temperature the oil can pass. For example, if an oil passes at the specifications for 10W and 5W, but fails for 0W, then that oil must be labeled as an SAE 5W. That oil cannot be labeled as either 0W or 10W.

	For single non-winter grade oils, the kinematic viscosity is measured at a temperature of 100 °C (212 °F) in units of mm²/s or the equivalent older non-SI units, ~~[[Stokes (unit)\|~~centistokes]] (abbreviated cSt). Based on the range of viscosity the oil falls in at that temperature, the oil is graded as SAE viscosity grade 20, 30, 40, 50, or 60. In addition, for SAE grades 20, 30, and 40, a minimum viscosity measured at 150 °C (302 °F) and at a high-shear rate is also required. The higher the viscosity, the higher the SAE viscosity grade is.		For single non-winter grade oils, the kinematic viscosity is measured at a temperature of 100 °C (212 °F) in units of mm²/s or the equivalent older non-SI units, centistokes (abbreviated cSt). Based on the range of viscosity the oil falls in at that temperature, the oil is graded as SAE viscosity grade 20, 30, 40, 50, or 60. In addition, for SAE grades 20, 30, and 40, a minimum viscosity measured at 150 °C (302 °F) and at a high-shear rate is also required. The higher the viscosity, the higher the SAE viscosity grade is.

	For some applications, such as when the temperature ranges in use are not very wide, single-grade motor oil is satisfactory; for example, lawn mower engines, industrial applications, and vintage or [[classic car]]s.		For some applications, such as when the temperature ranges in use are not very wide, single-grade motor oil is satisfactory; for example, lawn mower engines, industrial applications, and vintage or [[classic car]]s.

Red marquis: /* Other oils */

2010-05-25T06:03:23Z

Other oils

← Older revision		Revision as of 06:03, 25 May 2010
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	==Other oils==		==Other oils==
	While it may still be used in ''[[motor vehicles]]'', ATF or [[Automatic Transmission Fluid]] is a separate type of specialized lubricating fluid. Varying specifications of ATF are used in automatic gearboxes and some power steering systems, and should not be used to lubricate the engine. It is typically colored dark red to distinguish it from the motor oil and other fluids in the vehicle.		While it may still be used in ''[[motor vehicles]]'', ATF or [[Automatic Transmission Fluid]] is a separate type of specialized lubricating fluid. Varying specifications of ATF are used in automatic gearboxes and some power steering systems, and should not be used to lubricate the engine. It is typically colored dark red to distinguish it from the motor oil and other fluids in the vehicle.
	Other non-motor oils include [[gear]] or [[transmission (mechanics)\|transmission]], [[transfer case]] and [[Differential ~~(mechanics)~~\|differentials]] oils. These are used in manual gearboxes and driven axles. They could include specialty uses including '''EP''' (Extreme Pressure), hypoid, and [[Limited slip differential\|limited slip]] functions. Again, they are not to be used for engine lubrication.		Other non-motor oils include gear or [[transmission (mechanics)\|transmission]], [[transfer case]] and [[Differential\|differentials]] oils. These are used in manual gearboxes and driven axles. They could include specialty uses including '''EP''' (Extreme Pressure), hypoid, and [[Limited slip differential\|limited slip]] functions. Again, they are not to be used for engine lubrication.

	==Non-vehicle oils==		==Non-vehicle oils==

Red marquis: /* Multi-grade */

2010-05-25T06:02:41Z

Multi-grade

← Older revision		Revision as of 06:02, 25 May 2010
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	===Multi-grade===		===Multi-grade===
	The temperature range the oil is exposed to in most vehicles can be wide, ranging from cold temperatures in the winter before the vehicle is started up to hot operating temperatures when the vehicle is fully warmed up in hot summer weather. A specific oil will have high viscosity when cold and a lower viscosity at the engine's operating temperature. The difference in viscosities for most single-grade oil is too large between the extremes of temperature. To bring the difference in viscosities closer together, special [[polymer]] additives called [[viscosity index ~~improver]]s~~, or VIIs are added to the oil. These additives are used to make the oil a '''multi-grade''' motor oil, however it is possible to have a multi-grade oil without the use of VIIs. The idea is to cause the multi-grade oil to have the viscosity of the base grade when cold and the viscosity of the second grade when hot. This enables one type of oil to be generally used all year. In fact, when multi-grades were initially developed, they were frequently described as '''all-season oil'''. The viscosity of a multi-grade oil still varies logarithmically with temperature, but the slope representing the change is lessened. This slope representing the change with temperature depends on the nature and amount of the additives to the base oil.		The temperature range the oil is exposed to in most vehicles can be wide, ranging from cold temperatures in the winter before the vehicle is started up to hot operating temperatures when the vehicle is fully warmed up in hot summer weather. A specific oil will have high viscosity when cold and a lower viscosity at the engine's operating temperature. The difference in viscosities for most single-grade oil is too large between the extremes of temperature. To bring the difference in viscosities closer together, special polymer additives called viscosity index improvers, or VIIs are added to the oil. These additives are used to make the oil a '''multi-grade''' motor oil, however it is possible to have a multi-grade oil without the use of VIIs. The idea is to cause the multi-grade oil to have the viscosity of the base grade when cold and the viscosity of the second grade when hot. This enables one type of oil to be generally used all year. In fact, when multi-grades were initially developed, they were frequently described as '''all-season oil'''. The viscosity of a multi-grade oil still varies logarithmically with temperature, but the slope representing the change is lessened. This slope representing the change with temperature depends on the nature and amount of the additives to the base oil.

	The SAE designation for multi-grade oils includes two viscosity grades; for example, '''10W-30''' designates a common multi-grade oil. The two numbers used are individually defined by SAE J300 for [[Motor oil#Single-grade\|single-grade]] oils. Therefore, an oil labeled as 10W-30 must pass the SAE J300 viscosity grade requirement for both 10W and 30, and all limitations placed on the viscosity grades (for example, a 10W-30 oil must fail the J300 requirements at 5W). Also, if an oil does not contain any VIIs, and can pass as a multi-grade, that oil can be labeled with either of the two SAE viscosity grades. For example, a very simple multi-grade oil that can be easily made with modern baseoils without any VII is a 20W-20. This oil can be labeled as 20W-20, 20W, or 20. Note, if any VIIs are used however, then that oil cannot be labeled as a single grade.		The SAE designation for multi-grade oils includes two viscosity grades; for example, '''10W-30''' designates a common multi-grade oil. The two numbers used are individually defined by SAE J300 for [[Motor oil#Single-grade\|single-grade]] oils. Therefore, an oil labeled as 10W-30 must pass the SAE J300 viscosity grade requirement for both 10W and 30, and all limitations placed on the viscosity grades (for example, a 10W-30 oil must fail the J300 requirements at 5W). Also, if an oil does not contain any VIIs, and can pass as a multi-grade, that oil can be labeled with either of the two SAE viscosity grades. For example, a very simple multi-grade oil that can be easily made with modern baseoils without any VII is a 20W-20. This oil can be labeled as 20W-20, 20W, or 20. Note, if any VIIs are used however, then that oil cannot be labeled as a single grade.

Red marquis: /* Turbine */

2010-05-25T06:01:59Z

Turbine

← Older revision		Revision as of 06:01, 25 May 2010
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	===Turbine===		===Turbine===
	Turbine motor oils are designed somewhat differently than reciprocating engine oils traditionally used in automobiles. Deposit control and corrosion are not significant issues when formulating a turbine oil, and the [[shear ~~stress]]es~~ that turbine oils are exposed to are minimal in light of the fact that [~~[turbine]]s~~ are naturally balanced rotating machines unlike reciprocating engines. Turbine oils tend to have the ISO VG range 32, 46, and 68 (cSt at 40 °C/104 °F), and make extensive use of diester, polyolester, polyalphaolefin and Group II as base stock due to the high temperatures they must withstand. Some jet turbine oils contain an amount of polyglycols. [[Varnish]] is one of the most problematic contaminants, leading to sticking components, reduced oil flow and increased wear. Most routine oil analysis tests cannot determine the formation of varnish. The most widely accepted process for measuring varnish formation is with Membrane Patch Colorimetry testing although the ultra centrifuge test is also run by a few laboratories.		Turbine motor oils are designed somewhat differently than reciprocating engine oils traditionally used in automobiles. Deposit control and corrosion are not significant issues when formulating a turbine oil, and the shear stresses that turbine oils are exposed to are minimal in light of the fact that [turbines are naturally balanced rotating machines unlike reciprocating engines. Turbine oils tend to have the ISO VG range 32, 46, and 68 (cSt at 40 °C/104 °F), and make extensive use of diester, polyolester, polyalphaolefin and Group II as base stock due to the high temperatures they must withstand. Some jet turbine oils contain an amount of polyglycols. Varnish is one of the most problematic contaminants, leading to sticking components, reduced oil flow and increased wear. Most routine oil analysis tests cannot determine the formation of varnish. The most widely accepted process for measuring varnish formation is with Membrane Patch Colorimetry testing although the ultra centrifuge test is also run by a few laboratories.

	In most aviation [[gas turbine]] applications, peak lubricant temperatures are not reached during engine operation, but after shutdown, when heat has been able to migrate from the [[combustor]] cans and the ~~[[Gas compressor\|~~compressors]] into the regions of the engine with lubricated bearings and gearboxes. The gas flow associated with running the turbine provides significant ~~[[Convection\|~~convective]] cooling that disappears when the engine is shut down, leaving residual heat that causes temperatures within the turbine to rise dramatically, an often-misunderstood phenomenon.		In most aviation gas turbine applications, peak lubricant temperatures are not reached during engine operation, but after shutdown, when heat has been able to migrate from the combustor cans and the compressors into the regions of the engine with lubricated bearings and gearboxes. The gas flow associated with running the turbine provides significant convective cooling that disappears when the engine is shut down, leaving residual heat that causes temperatures within the turbine to rise dramatically, an often-misunderstood phenomenon.

	==Standards==		==Standards==

Red marquis: /* American Petroleum Institute */

2010-05-25T05:59:55Z

American Petroleum Institute

← Older revision		Revision as of 05:59, 25 May 2010
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	==Standards==		==Standards==
	===American Petroleum Institute===		===American Petroleum Institute===
	The [[American Petroleum Institute]] (API) sets minimum for performance standards for lubricants. Motor oil is used for the [[lubrication]], cooling, and cleaning of [[internal combustion engine]]s. Motor oil may be composed of a lubricant base stock only in the case of non-[[detergent]] oil, or a lubricant base stock plus additives to improve the oil's detergency, extreme pressure performance, and ability to ~~[[corrosion inhibitor\|~~inhibit~~]] [[~~corrosion]] of engine parts. Lubricant base stocks are categorized into five groups by the API. Group I base stocks are composed of ~~[[fractional distillation\|~~fractionally distilled~~]] [[~~petroleum]] which is further refined with solvent extraction processes to improve certain properties such as oxidation resistance and to remove wax. Group II base stocks are composed of ~~[[fractional distillation\|~~fractionally distilled~~]] [[~~petroleum]] that has been ~~[[hydrocracking\|~~hydrocracked]] to further refine and purify it. Group III base stocks have similar characteristics to Group II base stocks, except that Group III base stocks have higher viscosity indexes. Group III base stocks are produced by further hydrocracking of Group II base stocks, or of hydroisomerized slack wax, (a byproduct of the dewaxing process). Group IV base stock are ~~[[polyalphaolefin]]s~~ (PAOs). Group V is a catch-all group for any base stock not described by Groups I to IV. Examples of group V base stocks include [[polyol~~]] [[ester]]s~~, [[polyalkylene ~~glycol]]s~~ (PAG oils), and ~~[[perfluoropolyalkylether]]s~~ (PFPAEs). Groups I and II are commonly referred to as [[mineral ~~oil]]s~~, group III is typically referred to as synthetic (except in Germany and Japan, where they must not be called synthetic) and group IV is a synthetic oil. Group V base oils are so diverse that there is no catch-all description.		The [[American Petroleum Institute]] (API) sets minimum for performance standards for lubricants. Motor oil is used for the lubrication, cooling, and cleaning of [[internal combustion engine]]s. Motor oil may be composed of a lubricant base stock only in the case of non-detergent oil, or a lubricant base stock plus additives to improve the oil's detergency, extreme pressure performance, and ability to inhibit corrosion of engine parts. Lubricant base stocks are categorized into five groups by the API. Group I base stocks are composed of fractionally distilled petroleum which is further refined with solvent extraction processes to improve certain properties such as oxidation resistance and to remove wax. Group II base stocks are composed of fractionally distilled petroleum that has been hydrocracked to further refine and purify it. Group III base stocks have similar characteristics to Group II base stocks, except that Group III base stocks have higher viscosity indexes. Group III base stocks are produced by further hydrocracking of Group II base stocks, or of hydroisomerized slack wax, (a byproduct of the dewaxing process). Group IV base stock are polyalphaolefins (PAOs). Group V is a catch-all group for any base stock not described by Groups I to IV. Examples of group V base stocks include polyol esters, polyalkylene glycols (PAG oils), and perfluoropolyalkylethers (PFPAEs). Groups I and II are commonly referred to as mineral oils, group III is typically referred to as synthetic (except in Germany and Japan, where they must not be called synthetic) and group IV is a synthetic oil. Group V base oils are so diverse that there is no catch-all description.

	=====API service classes=====		=====API service classes=====

Red marquis: /* API service classes */

2010-05-25T05:57:58Z

API service classes

← Older revision		Revision as of 05:57, 25 May 2010
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	The API service classes<ref name="API_service_categories">[http://new.api.org/certifications/engineoil/categories/index.cfm API Service Cateories]</ref> have two general classifications: '''S''' for "service" (originating from spark ignition) (typical passenger cars and light trucks using [[gasoline engine]]s), and '''C''' for "commercial" (originating from compression ignition) (typical [[Diesel engine\|diesel]] equipment). Engine oil which has been tested and meets the API standards may display the API Service Symbol (also known as the "Donut") with the service designation on containers sold to oil users.<ref name="API_service_categories" />		The API service classes<ref name="API_service_categories">[http://new.api.org/certifications/engineoil/categories/index.cfm API Service Cateories]</ref> have two general classifications: '''S''' for "service" (originating from spark ignition) (typical passenger cars and light trucks using [[gasoline engine]]s), and '''C''' for "commercial" (originating from compression ignition) (typical [[Diesel engine\|diesel]] equipment). Engine oil which has been tested and meets the API standards may display the API Service Symbol (also known as the "Donut") with the service designation on containers sold to oil users.<ref name="API_service_categories" />

	Note that the API oil classification structure has eliminated specific support for wet-clutch motorcycle applications in their descriptors, and API SJ and newer oils are referred to be specific to automobile and light truck use. Accordingly, [[motorcycle ~~oil]]s~~ are subject to their own unique standards.		Note that the API oil classification structure has eliminated specific support for wet-clutch motorcycle applications in their descriptors, and API SJ and newer oils are referred to be specific to automobile and light truck use. Accordingly, motorcycle oils are subject to their own unique standards.

	The latest API service standard designation is SM for gasoline automobile and light-truck engines. The SM standard refers to a group of laboratory and engine tests, including the latest series for control of high-temperature deposits. Current API service categories include SM, SL and SJ for gasoline engines. All previous service designations are obsolete, although motorcycle oils commonly still use the SF/SG standard.		The latest API service standard designation is SM for gasoline automobile and light-truck engines. The SM standard refers to a group of laboratory and engine tests, including the latest series for control of high-temperature deposits. Current API service categories include SM, SL and SJ for gasoline engines. All previous service designations are obsolete, although motorcycle oils commonly still use the SF/SG standard.

	All the current gasoline categories (including the obsolete SH), have placed limitations on the phosphorus content for certain SAE viscosity grades (the xW-20, xW-30) due to the chemical poisoning that phosphorus has on catalytic converters. Phosphorus is a key anti-wear component in motor oil and is usually found in motor oil in the form of [[Zinc dithiophosphate]]. Each new API category has placed successively lower phosphorus and zinc limits, and thus has created a controversial issue obsolescing oils needed for older engines, especially engines with sliding (flat/cleave)tappets. API, and ILSAC, which represents most of the worlds major automobile/engine manufactures, states API SM/ILSAC GF-4 is fully backwards compatible, and it is noted that one of the engine tests required for API SM, the Sequence IVA, is a sliding tappet design to test specifically for cam wear protection. However, not everyone is in agreement with backwards compatibility, and in addition, there are special situations, such as "performance" engines or fully race built engines, where the engine protection requirements are above and beyond API/ILSAC requirements. Because of this, there are specialty oils out in the market place with higher than API allowed phosphorus levels. Most engines built before 1985 have the flat/cleave bearing style systems of construction, which is sensitive to reducing zinc and phosphorus. Example; in API SG rated oils, this was at the 12-1300PPM level for zincs and phosphorus, where the current SM is under 600ppm. This reduction in anti-wear chemicals in oil has caused pre-mature failures of camshafts and other high pressure bearings in many antique automobiles.		All the current gasoline categories (including the obsolete SH), have placed limitations on the phosphorus content for certain SAE viscosity grades (the xW-20, xW-30) due to the chemical poisoning that phosphorus has on catalytic converters. Phosphorus is a key anti-wear component in motor oil and is usually found in motor oil in the form of Zinc dithiophosphate. Each new API category has placed successively lower phosphorus and zinc limits, and thus has created a controversial issue obsolescing oils needed for older engines, especially engines with sliding (flat/cleave)tappets. API, and ILSAC, which represents most of the worlds major automobile/engine manufactures, states API SM/ILSAC GF-4 is fully backwards compatible, and it is noted that one of the engine tests required for API SM, the Sequence IVA, is a sliding tappet design to test specifically for cam wear protection. However, not everyone is in agreement with backwards compatibility, and in addition, there are special situations, such as "performance" engines or fully race built engines, where the engine protection requirements are above and beyond API/ILSAC requirements. Because of this, there are specialty oils out in the market place with higher than API allowed phosphorus levels. Most engines built before 1985 have the flat/cleave bearing style systems of construction, which is sensitive to reducing zinc and phosphorus. Example; in API SG rated oils, this was at the 12-1300PPM level for zincs and phosphorus, where the current SM is under 600ppm. This reduction in anti-wear chemicals in oil has caused pre-mature failures of camshafts and other high pressure bearings in many antique automobiles.

	There are six [[diesel engine]] service designations which are current: CJ-4, CI-4, CH-4, CG-4, CF-2, and CF. All others are obsolete. In addition, API created a separated CI-4 PLUS designation in conjunction with CJ-4 and CI-4 for oils that meet certain extra requirements, and this marking is located in the lower portion of the API Service Symbol "Donut".		There are six [[diesel engine]] service designations which are current: CJ-4, CI-4, CH-4, CG-4, CF-2, and CF. All others are obsolete. In addition, API created a separated CI-4 PLUS designation in conjunction with CJ-4 and CI-4 for oils that meet certain extra requirements, and this marking is located in the lower portion of the API Service Symbol "Donut".

Red marquis: /* ILSAC */

2010-05-25T05:57:07Z

ILSAC

← Older revision		Revision as of 05:57, 25 May 2010
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	The International Lubricant Standardization and Approval Committee (ILSAC) also has standards for motor oil. Their latest standard, GF-4<ref>[http://www.ilma.org/resources/ilsac_finalstd011404.pdf ILSAC GF-4 Standard for Passenger Car Engine Oil] - ILSAC</ref> was approved in 2004, and applies to SAE 0W-20, 5W-20, 0W-30, 5W-30, and 10W-30 viscosity grade oils. In general, ILSAC works with API in creating the newest gasoline oil specification, with ILSAC adding an extra requirement of fuel economy testing to their specification. For GF-4, a Sequence VIB Fuel Economy Test (ASTM D6837) is required that is not required in API service category SM.		The International Lubricant Standardization and Approval Committee (ILSAC) also has standards for motor oil. Their latest standard, GF-4<ref>[http://www.ilma.org/resources/ilsac_finalstd011404.pdf ILSAC GF-4 Standard for Passenger Car Engine Oil] - ILSAC</ref> was approved in 2004, and applies to SAE 0W-20, 5W-20, 0W-30, 5W-30, and 10W-30 viscosity grade oils. In general, ILSAC works with API in creating the newest gasoline oil specification, with ILSAC adding an extra requirement of fuel economy testing to their specification. For GF-4, a Sequence VIB Fuel Economy Test (ASTM D6837) is required that is not required in API service category SM.

	A key new test for GF-4, which is also required for API SM, is the Sequence IIIG, which involves running a 3.8 L (232 in³), [[GM 3800 engine\|GM 3.8 L V-6]] at ~~{{Convert\|~~125\|hp\|kW~~\|abbr=on}}~~, 3,600~~ ~~rpm, and 150 °C (300 °F) oil temperature for 100 hours. These are much more severe conditions than any API-specified oil was designed for: cars which typically push their oil temperature consistently above 100 °C (212 °F) are most [[Turbocharger\|turbocharged]] engines, along with most engines of European or Japanese origin, particularly small capacity, high power output.		A key new test for GF-4, which is also required for API SM, is the Sequence IIIG, which involves running a 3.8 L (232 in³), [[GM 3800 engine\|GM 3.8 L V-6]] at 125 hp (93 kW), 3,600 rpm, and 150 °C (300 °F) oil temperature for 100 hours. These are much more severe conditions than any API-specified oil was designed for: cars which typically push their oil temperature consistently above 100 °C (212 °F) are most [[Turbocharger\|turbocharged]] engines, along with most engines of European or Japanese origin, particularly small capacity, high power output.

	The IIIG test is about 50% more difficult<ref>[http://www.astmtmc.cmu.edu/docs/gas/sequenceiii/procedure_and_ils/IIIG/Sequence%20IIIG%20Research%20Report%2002-24-04.pdf Development of the Sequence IIIG Engine Oil Test] - ASTM Research Report</ref> than the previous IIIF test, used in GF-3 and API SL oils. Engine oils bearing the API starburst symbol since 2005 are ILSAC GF-4 compliant.<ref>[http://www.ilma.org/resources/ilsac_finalstd011404.pdf GF-4 Compliance]</ref>		The IIIG test is about 50% more difficult<ref>[http://www.astmtmc.cmu.edu/docs/gas/sequenceiii/procedure_and_ils/IIIG/Sequence%20IIIG%20Research%20Report%2002-24-04.pdf Development of the Sequence IIIG Engine Oil Test] - ASTM Research Report</ref> than the previous IIIF test, used in GF-3 and API SL oils. Engine oils bearing the API starburst symbol since 2005 are ILSAC GF-4 compliant.<ref>[http://www.ilma.org/resources/ilsac_finalstd011404.pdf GF-4 Compliance]</ref>

Red marquis: /* ACEA */

2010-05-25T05:55:43Z

ACEA

← Older revision		Revision as of 05:55, 25 May 2010
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	===ACEA===		===ACEA===
	The ACEA (''[[European Automobile Manufacturers Association\|Association des Constructeurs Européens d'Automobiles]]'') performance/quality classifications A3/A5 tests used in [[Europe]] are arguably more stringent than the API and ILSAC standards. CEC (The Co-ordinating European Council) is the development body for fuel and lubricant testing in Europe and beyond, setting the standards via their European Industry groups; ACEA, ATIEL, ATC and CONCAWE.		The ACEA (''[[European Automobile Manufacturers Association\|Association des Constructeurs Européens d'Automobiles]]'') performance/quality classifications A3/A5 tests used in Europe are arguably more stringent than the API and ILSAC standards. CEC (The Co-ordinating European Council) is the development body for fuel and lubricant testing in Europe and beyond, setting the standards via their European Industry groups; ACEA, ATIEL, ATC and CONCAWE.

	===JASO===		===JASO===