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Although it has seen some signs of recovery, the economy still has a long way to go before experiencing a full turnaround.  People are not spending money the way they were a few years ago, unnecessary purchases have been cut to a minimum and customers are demanding maximum value from the products they buy.  AMSOIL synthetic motor oils provide customers with the best of both worlds.  Their premium quality provides superior protection and performance for their expensive vehicle investments, while their extended drain capabilities provide cost effectiveness that translates into immediate savings.  Although a 3,000-mile oil change using conventional motor oil is initially less expensive than an AMSOIL oil change, AMSOIL synthetic motor oils save customers money in the long run.   As customers struggle with high vehicle expenses and gasoline prices, they can effectively cut the expense of 3,000-mile standard oil changes from their budgets by extending their drain intervals with AMSOIL synthetic motor oils.     

   Click Here SAVE MONEY WITH AMSOIL To see real life examples of savings and to read more about the benefits of switching to Amsoil

Published in Lubes ‘n’ Greases Magazine

  BY STEVE SWEDBERG             February 2010

       For the last 20 years, the Technology & Maintenance Council (TMC) of the American Trucking Associations has maintained a recommended practice for used engine oil analysis (RP 318). This useful guidance has undergone three prior revisions and is in the process of being updated again. The newest edition is being balloted by truck fleet maintenance managers and other TMC members now, and should be ready for publication next month.

   The updated RP includes a number of changes which focus on sampling and data analysis. Each of these changes adds value to the used engine oil analysis process, according to Michael Forgeron, president and CEO of testing laboratory giant Analysts Inc., who was active in the work to revise the practice. “Fleets that understand and utilize RP 318 will   recognize improved savings and benefits for their operations,” the Torrance, Calif.-based executive told Lubes’n’Greases.

   Used oil analysis is a frontline tool for fleet maintenance, but it wasn’t always so. It was first used in the 1940s by the railroads to monitor locomotive engines. When it proved successful, used oil testing was expanded and by the ‘80s formed the basis of conditionbased maintenance on most North American railways.

   Seeing the early success of the railroads, the U.S. Navy began using instrumental oil analysis to monitor jet   engines in the 1950s. The Army and Air Force both followed shortly with similar programs. By the early 1960s the first commercial oil analysis laboratories were born (with Analysts being one of the pioneers).

   RP 318 begins with a review of the purpose and benefits of oil analysis. Basically, used engine oil analysis is a preventive   maintenance tool, and a key factor in the successful operation of fleets around the world. With proper analysis, engine life can be extended, equipment failures are caught early and overall vehicle safety is enhanced.  

   Reaping the Benefits

   But doing oil analysis right is essential if truck operators hope to capture these benefits   . Forgeron noted that oil analysis is least valuable when the testing performed is not appropriate to meet the goals and expectations of the user. Inconsistent sampling intervals and poor sample-taking techniques can also limit the laboratory’s ability to identify all problem areas, which will reduce the benefits/value of the program.

   In reality, most heavy-duty engine oil analysis is done by independent labs that are contracted by the fleet, oil marketer or original equipment manufacturer. When choosing a lab, RP 318 urges, the fleet owner needs to ask these basic questions:

   1. What are the testing program’s goals and expectations?

   2. What will it cost?   3. What types of reports will be generated? 4. What are the warning guidelines? 5. What are the notification processes? 6. What is the report turnaround time? 7. Does the laboratory conduct itself in a professional manner? 8. Does the laboratory have written quality-control standards and procedures? 9. Is on-site support and training provided? 10. Does the laboratory offer references?  

   Sampling Techniques

   Sample-taking procedures are also described in RP 318. In fact, the procedure for sampling may be one of the most important parts of used     oil analysis. It must be consistent and provide truly representative oil samples, without introducing dirt or contaminants that will skew the test results. Basically, there are two preferred methods for taking a sample: oil galley and siphon. Forgeron said RP 318 does a good job explaining the importance of proper sampling techniques and the equipment used.

   “In order of preference, sampling is best done via a sample valve or port; siphoning through an oil fill hole or dipstick; and lastly from the drain plug,” he advised. (Another method, automatic oil evacuation, is also explained in the RP.)

   The oil galley sampling method is probably the most accurate, in that the oil is   taken directly from the engine block or from a lowpressure oil line. This requires inserting a positiveclosed valve, which remains securely closed except when a sample is taken. One advantage is that the engine doesn’t   need to be shut down for the sample to be drawn.

   The siphon method involves taking the sample through the oil dipstick tube. It requires that the oil be at steady temperature and well circulated. The engine is then shut down and the sample taken as soon thereafter as possible.

   Other important steps include using clean, dry oil sample containers and properly labeling the sample. In addition, always sample before adding make-up oil and make sure the engine is at operating temperature or at least has been run for 15 minutes before sampling.  

   Sampling intervals are another choice the fleet owner must make. First, ask whether your goal is to have a regular sampling program, to do spot checks or to troubleshoot when problems arise. Each of these has its place but in order to add the most value to the fleet owner, regular sampling is preferred, TMC’s RP urges. This gives   the fleet owner the best opportunity to extend engine life, catch equipment failures early and enhance overall vehicle safety.

   Forgeron believes that successful used oil analysis programs rely on samples being taken on a regular basis. The frequency of the sampling will vary based on the maintenance manager’s objective(s), the type of oil in use, the environment in which the vehicles operate and the age of the fleet.  

   Soot, Oxidation, TBN

   This latest revision to RP 318 pays more attention to the impact of low-sulfur diesel fuel (15 ppm) and enhanced emissions systems. Both of these can increase soot loading in the oil. Another area of emphasis is which tests to run (see table below). For example, infrared analysis is recommended for checking oxidation, since engines are operating at higher temperatures. Oxidation is measured   by comparing the infrared absorbance of used oil samples versus that of the new oil.

   The RP’s discussion of total base number (TBN) has changed to include more than one test method. ASTM D-2986 has good precision, and is recommended for testing new oils since it measures both so-called “hard” base (due to metallic carbonates) and “soft” base which includes other oil components. With used oils, however, D-2896 only measures the amount of sulfuric acid in the oil and misses nitric acid and other organic acids. The second method, ASTM D-4739, captures the acidic contribution of both sulfuric and nitric acids, so for many used engine oil analysis programs, D-4739 is preferred.  

   Spectrographic analysis for metals has long been a major part of oil analysis programs, since the metals found in used oil can provide clues to potential problems in the engine itself (see table, page  20)? . RP 318 identifies nine wear-related metals, four metals related to contamination, and seven additive metals that are useful to track, and explains why. By watching for changes in the levels of these metals, fleet owners can be forewarned of such things as coolant leaks, ring and liner wear or air-filter problems. The presence of soot and iron might hint at problems with soot-induced wear, for example. Lead could be a red flag for worn bearings. And if the additive metals look wrong, it may be a sign the wrong oil was used in the first place.     When to Drain

   Of course, used oil analysis is an excellent tool for tracking the condition of the engine oil itself — its viscosity, cleanliness, fuel dilution, etc. — so the question for many fleet maintenance managers then becomes when to change the oil. Setting limits on changes in used oils is the last process required to make the best use of the data gathered. The three formats offered by RP 318 are as follows:

   1. Set Limits. In this method, absolute maximum limits are set on wear metals and other oil properties such as viscosity. Such limits have been historically set by OEMs as a means of assuring long engine life. This is also one of the easier formats to understand   .

   2. Trend Analysis. Using this method requires that the fleet owner and oil laboratory establish baseline data from normal oil analyses. The oil laboratory then can report back results compared to the baseline. Allowable changes   are reported as percentages of change from the baseline.

   3. Set Action and Trend Wear. This format is basically a hybrid of the first two. The idea is first to set limits for critical parameters, such as abrasive wear metals, to avert any problems before they develop. Then, using data that you’ve developed to trend the wear, you can take actions (such as establishing longer or shorter drain intervals, or taking samples more frequently) that ensure the engine is protected successfully.

   One very useful addition to the guidelines is a table of “used oil interpretation guidelines” for SAE 15W-40 diesel engine oils (the bestselling heavy-duty viscosity grade in the United States).   While these are only general guidelines, not absolute, TMC said they can help maintenance managers understand if their oil samples are in the normal range, borderline, or critical. The table also offers some of the actions maintainers can take — such as changing   the oil — when the results are outside the warning limits.

   Leaning on the Lab

   Test interpretation usually is carried out by the testing laboratory, the guidelines point out. These labs have more exposure to the test results, not only for a specific fleet, but across a large number of fleets. If a particular trend develops with one engine design, the lab will be more likely to catch it early than the individual fleet owner.

   This is not to say that individual fleet owners cannot successfully review data and reach their own conclusions about oil condition. Some longtime fleet operators and their maintenance pros do evaluate laboratory data and make independent judgments about oil change intervals and equipment conditions.

   One of the most important points to be made, Forgeron agreed, is that a used oil analysis program cannot be set up and then expected to   run without any oversight. Each fleet operation should establish a department or individual who is responsible for engine oil sampling, proper labeling of the samples, and assuring that the samples are sent promptly to the testing laboratory.

   Personnel also need to be trained to assure proper sampling is carried out as well as other aspects of the used oil program. When data are received from the laboratory, the recommendations should be communicated to the field for follow-up action.

   In the end, Forgeron comments, “proper sampling and understanding the final reports are the bookends of a successful sampling program. The lab is responsible for the middle of the process — proper testing and complete evaluation/diagnostics — but it is incumbent that we help insure that fleet personnel are adequately   trained to handle their responsibilities.”

   Someday, it is possible that heavy-duty diesel engines may be fitted with sophisticated oil monitoring systems, like those seen on passenger cars, but with many more features designed to analyze the oil. In that way, engines could be continuously monitored and potential problems caught before significant damage can occur. These systems would allow for optimized oil changes on a vehicle by vehicle basis.

   Although laboratory tests may not be able unfailingly to predict engine failure, they are on the front lines when it comes to defending against wear and undesirable oil contaminants — and extending diesel engine life.  

  Photo: Freightliner

 Published in Lubes ‘n’ Greases Magazine

By Lisa Tocci   February 2010   

w ith 70 years of history behind them, perhaps it’s time to stop thinking of synthetic lubricants as pioneers. They’ve made deep inroads into mainstream markets, with double-digit shares in some regions, and their position resembles that of the rest of the lubricants industry: tough and competitive. That’s why R. David Whitby of Pathmaster Marketing Ltd. expects the global outlook for future sales of synthetic lubricants to be “interesting, but not spectacular.” While not gloomy overall, he believes that the next stage of growth for synthetics will only come through hard work and a sharpened focus on technical performance, rather than marketing sizzle. The Surrey, U.K.-based industry analyst pointed out that commercialization of synthetic lubricants began in earnest shortly before and during World War II, with development of esters for aviation uses. The next decades brought a flood of other chemistries — polyalkylene glycols and silicones, phosphate esters and polyol esters, and more all of which tended to serve only the most demanding niches, such as military needs, gas turbines, hydraulic systems and instruments in critical service. That changed in the 1970s with the advent of products such as Agip Sint 2000, a semi-synthetic created in 1969 in Italy, and then Amsoil and Mobil 1 engine oils in the United States. Based on polyalphaolefins, these pushed synthetics into the mainstream of the highvolume consumer automotive lubricants business. Before long, every major and many independent brands had their own offerings. “It has now become impossible to discuss the lubricants business in Western Europe without including a discussion of synthetic lubricants,” Whitby observed last month at the 17th International Colloquium Tribology in Ostfildern, Germany. In 2008, full-synthetic lubricants accounted for about 9.8 percent of the market in Western Europe, and part-synthetics accounted for another 24.6 percent, he said. That totals more than one third of the lubricants sold. The United States also sees strong use of synthetics. Products sold as synthetic and part-synthetic in this market approached 21 percent in 2008, Pathmaster Marketing estimates. Whitby prefers to say “part-synthetics,” he interjected, “because the term ‘semi-synthetic’ implies a product contains a 50/50 blend of synthetic and conventional mineral base oils.” Part-synthetics, by contrast, may contain anywhere from 20 to 80 percent synthetic base oil, although there is no industrywide consensus on this, he conceded. Still a Sore Spot “Now, the use of synthetics has started to increase in all other geographic regions, too,” and this growth is coming at the expense of mineral oil based lubricants, Whitby told the scientific gathering, which is held every two years at the Technische Akademie Esslingen. The drawback, at least from the viewpoint of some synthetic lube marketers, is that many of these products are being made with very high viscosity index API Group III base oils — a sore spot for some, but a market reality nonetheless. Whitby explained that while many feel that hydroprocessed and isomerized Group III base oils don’t meet traditional definitions of a synthetic, the Group III base oils made from waxy distillates from natural gas inarguably do. “And the composition and properties of these base oils are almost identical to those of the Group III base oils produced from paraffin wax based on crude oil,” which clouds the issue even more. The consensus today seems to be that synthetic is a marketing term that helps define a higher level of performance — for which users are willing to pay a higher price. Whitby predicts that users will see more products labeled as having “synthetic performance” in future years too. That’s good in one sense, because when it comes to equipment, the performance is what counts. “A gearbox doesn’t know whether the oil it contains is based on synthetic or mineral oil,” Whitby pointed out. “The machine doesn’t know, and what’s more, doesn’t care.” When an application demands performance such as extreme temperature capabilities or flame resistance or higher oxidative stability, that’s where it makes sense to use a synthetic. “Nor is it sensible to use a synthetic in an application where it’s not suitable, or where the cost is not justified. We all should be focusing on what’s cost effective,” Whitby urged. “For example, if a North Sea oil and gas drilling rig is kept off line for a day, it costs about $1 million in lost production. So if a higher-performing synthetic avoids that, that’s what you use.” When properly applied, synthetic lubricants also have demonstrable environmental benefits, he added. By reducing friction and enabling higher power throughput, synthetics can improve energy efficiency and reduce emissions of greenhouse gases. In many cases, the molecules can be tailored to offer biodegradability and lower eco-toxicity, “which are very important requirements in some markets.” Synthetic lubricants also can assure health and safety goals are met, such as no or low-toxicity for industrial lubricants, high performance for food-grade oils and greases, and fire safety for sensitive hydraulic systems. No Cure-all What synthetics cannot do, however, is meet every goal every time. “There’s no such thing as a universal, solve-allproblems oil,” Whitby emphasized. Selecting the correct synthetic from the long menu of chemistries can be very confusing, and each type has drawbacks as well as advantages. Polyalphaolefins, for example, can operate at very low temperatures without thickening, but when exposed to constant high temperatures in a thinfilm state — think gearboxes and paper mill equipment — they can oxidize to form sticky, varnish-like deposits. Likewise, polyisobutenes are nontoxic and can burn without residue, making them a good choice for formulating smoke-free two-cycle engine oils. “But put them into a gasoline engine oil, and they’ll de-polymerize at 170 degrees C, while the engine temperatures may range up to 260 degrees,” Whitby warned. “So you will wreck the engine.” Another example: Polyalkylene glycols offer good lubricity even at low viscosities, but there are a huge variety of these to choose from — and some are immiscible with mineral oils, PAOs and other base oils. Getting the right PAG is essential to achieve the expected performance. It is the same with esters, of which there are hundreds to sort through to find the exact properties desired. Another issue is solvency. The excellent solvency of polyglycols and polyolesters means that it is easy to additize them. That same property can be a negative, however, when they come into contact with paints, coatings, sealants and elastomers. Snags Ahead The outlook for future growth is strewn with pitfalls, Whitby cautioned. First, the switch to hybrid and electric vehicles is likely to put downward pressure on all automotive lubricant demand, he said, “although it will be gradual and likely take 15 to 20 years.” Second, global supply of many synthetic base oils, particularly PAOs, is limited. And third, he said, the widening gap between demand for high-performance lubes and tightness of supply of PAOs and esters will have to be filled by API Group II+, III and III+ base oils. In the face of these snags, it’s essential, Whitby said, for synthetics to focus on their technical strengths, and find demanding niches where they have key performance advantages. How does the future look? Well, synthetics “won’t be a majority of the market anytime soon,” Whitby said. “We’ll still be using vast amounts of mineral oil for a long time.” However, market drivers will continue to favor higher-performing lubricants, and that means synthetics have a secure future. “I’m not just talking about trucks and cars on the road, but also gearboxes, industrial hydraulics and other equipment.” Pathmaster Marketing has identified more than 70 end uses for synthetic oils; in some, only synthetics can do the job. These include gas compressor lubes, refrigeration lubricants, fire-resistant fluids, aviation greases and many more. However, Whitby noted, due to high overcapacity in the conventional lubricants market, the competition for lubricants will remain fierce for many years. He forecast growing inter-product competition in automotive, two-stroke, compressor, bearing and hydraulic applications, and that lube suppliers with higher-performing products, better marketing and attention to service support are likely to win market share from those that lack these attributes. Marketers may be tempted — seeing the increase in the number of cars, buses and trucks in locales such as China and India — to bet that consumption of synthetics in those countries may someday match the levels seen in Western Europe. These countries will also be stressing ways to limit greenhouse gas emissions and fuel economy. “But the emergence of hybrid and all-electric vehicles could change this,” Whitby said, as they put downward pressure on demand for all automotive lubricants in the next 20 years.

AMSOIL has once again signed on as title sponsor for the 2010 Street Rodder Road Tour presented by Street Rodder Magazine. It’s an event that takes street rod enthusiasts around the country to various destinations in a series of tour legs. Each year a custom-built street rod leads the way. This year a ’27 Roadster Pickup built by Zane Cullen and crew at Cotati Speed Shop will have the honors, with Jerry Dixie leading the pack of impressive street rods in the Roadster. Each year the AMSOIL Street Rodder Road Tour inevitably captures the attention of every city it travels through, and has seen tremendous growth and success in the years since it began.

Along the way exclusive visits to street rod shops, manufacturing facilities and some amazing car collections fill in the miles on the road. And once more, the Road Tourians will visit the AMSOIL Center, this time in mid-August on their way to Bonneville.

If you or someone you know is a fellow street rod enthusiast, it’s definitely worth your while to try to make it on one of these tours. It’s the trip of a lifetime that won’t soon be forgotten…or as most who participate say, “a trip that won’t ever be forgotten.”

The 2010 AMSOIL Street Rodder Road Tour schedule is as follows:

The Cruise to Ocean City Tour: May 15-23
Charlotte, NC to Cruisin’ Ocean City, MD

The Speed King Tour: May 28-June 6
MSRA Mid-America Nationals in Springfield, MO to NSRA East Coast Nationals in York, PA

The Vintage Air Tour: June 19-27
Vintage Air in San Antonio, TX to NSRA Rocky Mountain Nationals in Pueblo, CO

The Factory Five Racing Tour: July 11-18
Factory Five Racing in Wareham, MA to Syracuse Nationals in Syracuse, NY

The Intercity Lines Tour: July 30-August 8
Street Rodder Magazine in Orange County, CA to NSRA Street Rod Nationals in Louisville, KY

The Dynamat Tour: August 8-16
NSRA Street Rod Nationals in Louisville, KY to Bonneville Speed Week in Wendover, UT

The Canadian Classic Cars Tour: September 10-19
NSRA Nationals North in Kalamazoo, MI to NSRA Northeast Nationals in Burlington, VT

The Sherm’s Plating Tour: October 9-17
Sherm’s Plating in Sacramento, CA to the NHRA California Hot Rod Reunion in Bakersfield, CA

DAWSON COUNTY, Ga. — A large, open green space in Dawson County will be home to the Atlanta  Motorsports Park, perhaps by the end of the year.  The CEO, Jeremy Porter wants to sell admission to non-professional drivers with a lead foot and a fast car.

“We’re promoting a safe place for people to be able to drive fast,” Porter says.

Though the park isn’t open yet, the Porter has announced an eye-opening promotion aimed at his pedal-to-the-metal clientele.  It goes like this:  Get a speeding ticket under Georgia’s new superspeeder law, and you’ll get free admission to the park.

This strikes Sam Horner as a bit irresponsible.

Horner lives across the street — a leader of a so-far unsuccessful fight to stop the park.

“I think that’s rewarding bad behavior,” says Horner.

“I would disagree with that,” Porter said.  We’re clearly saying don’t do it.  Come here if you want to do it.  Don’t out it out here.” 

We pointed out that a superspeeder would be eligible for a discount, while his law-abiding friend wouldn’t.  

“Yeah that’s a good point,” Porter said.  “Our intent was never to reward that type of behavior.  

“Our intent with the entire promotion is, ‘don’t do it out here.  Do it where where it’s safe.”

Motorists know when they’re supposed to change their motor oil. They have owners manuals, oil life monitors, oil change centers and commercials all telling them when it’s time for an oil change. Differential oil changes, on the other hand, often get overlooked. Many people don’t even think of the differential when performing routine maintenance on their vehicles and don’t realize four-wheel drive trucks have two differentials and a transfer case that all require service. In fact, according to one quick lube company, only one to two percent of their customers purchase a differential gear lube change.

Differential internal components consist of six gears (one pinion, one ring, two side and two spider gears), six bearings (two pinion, two carrier and two axle) and sometimes include a clutch setup for limited slip performance. All of these parts require high quality, clean gear oil in order to perform at an optimal level.

Most pickup trucks, SUVs and vans operate in severe service conditions, including towing, hauling, steep hill driving, commercial use, plowing, racing, off-road use, rapid acceleration, frequent stop-and-go operation and high ambient temperatures. These severe service operating conditions subject the differential to extreme pressures and operating temperatures.

New vehicles such as turbo diesel trucks and vehicles with V-10 engines boast more horsepower and torque than their predecessors, but differential designs have remained virtually unchanged. Differentials today are subjected to severe duty service and encounter more stress and heat than was seen only a few years ago. Modern gear oils are faced with the challenge of providing adequate wear protection during severe service operating conditions, while also providing maximum fuel efficiency.

In fact, according to a 2005 SAE paper entitled Breaking the Viscosity Paradigm: Formulating Approaches for Optimizing Efficiency and Vehicle Life, “Concurrent with the strong drive toward better fuel economy, consumers have been demanding increased performance, which has required axle lubricants with enhanced durability protection and lower operating temperatures. There has been a 34% increase in engine horsepower over the last decade, while axle gear sizes have remained constant, sump capacities have been lowered, and drain intervals extended. In the light truck segment there has been a 93% horsepower increase since 1981.”

Most differential wear occurs during the break-in period. Because differentials are not equipped with filters, break-in metals are suspended in the oil, causing increased wear as the particles mesh between the gears. Hauling heavy loads and towing heavy trailers cause additional stress to the differential during the break-in period and can cause premature differential damage. Changing the gear lube after the break-in period (about 5,000 miles) greatly reduces wear and extends differential gear and bearing life. Auto manufacturers are beginning to recognize the importance of draining abrasive break-in materials. As seen in the chart, some manufacturers recommend an initial drain interval of between 500 and 3,000 miles.

Further evidence of stress and increased temperatures during the differential break-in period is documented in a 2005 SAE paper entitled The Effect of Heavy Loads on Light Duty Vehicle Axle Operating Temperature. A light duty GM truck towing 14,000 pounds was driven from Orange County, Calif. to the Nevada state line. The test was conducted with both a new axle and a broken-in axle. Over level ground towing, oil temperature was measured at 110 degrees F in the new axle and 95 degrees F in the broken-in axle. Oil temperature over the most grueling portion of the trip, during which a maximum 6% grade was encountered, revealed the new axle was operating at 350 degrees F and the broken-in axle was operating at 300 degrees F. Laboratory dynamometer test results simulating a truck hauling a trailer provided similar results, with level ground towing temperatures recorded at 266 degrees F with the new axle and 194 degrees F with the broken-in axle and towing temperatures (at a 3.5% grade) recorded at 370 degrees F with the new axle and 295 degrees F with the broken-in axle.

AMSOIL SEVERE GEAR™ 75W-90 and 75W-140 Synthetic Gear Lubes are formulated for severe service applications, protecting differential gears for extended drain intervals of up to 50,000 miles in severe service and 100,000 miles in normal service, or longer where specified by the vehicle manufacturer. Formulated with shear stable synthetic base stocks and an extra treatment of additives, SEVERE GEAR™ Gear Lubes provide unsurpassed wear protection and friction reduction, while their excellent thermal stability prevents thermal runaway, a phenomenon caused by a lubricant’s inability to control friction and increased heat under high stress conditions.

AMSOIL SEVERE GEAR™ Synthetic Gear Lubes are recommended for turbo diesel pick-ups, SUVs, vans, delivery/utility vehicles, light, medium and heavy-duty trucks, buses, heavy equipment, 4×4s, tow trucks, race cars, tractors and motor homes.

Team AMSOIL Motocross results: Round 3 – Anaheim, CA