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Project Stunner is a suitable name for Trent VanArsdalen’s latest build, a blue and butterscotch 2010 Chevy Camaro SS. One of 8 builders selected by GM to take the reins and translate an American classic into his own definition, Trent delivered and Project Stunner was born. Since it’s unveiling at SEMA 2009 Trent and crew have traveled to various shows to make their mark on the industry. Most recently, Project Stunner attended the World of Wheels event in Indianapolis where it took home awards for Best in Class and Outstanding Custom. From the 22’ blue hoop rims to the amber LED halo lights, nothing about this ride is standard. AMSOIL lubricants are also installed, adding one more detail that establishes the fact that Trent and crew settle for nothing but the best.

Up next is a trip to Detroit, MI and the Autorama event held at Cobo Center. Trent and Project Stunner will be in attendance, no doubt turning heads and getting people talking. The photos speak for themselves, but if you are in the Detroit area stop by and see what Project Stunner says to you.

• Friday, February 26: 12:00 pm – 10:00 pm
• Saturday, February 27: 9:00 am – 10:00 pm
• Sunday, February 28: 11:00 am – 8:00 pm

Gate
General Admission – $ 18.00
Children 6-12 – $5.00
At O’Reilly Auto Parts:
General Admission – $ 15.00
Children 6-12 – $4.00

by Ed Newman
AMSOIL Marketing & Advertising Manager
This article first appeared in National Oil & Lube News, June 2002

Pick up a newspaper and somewhere somehow in some way someone is ringing an alarm about some threat to our mortal existence and to life as we know it. Whether it’s global warming or America’s propensity for big cars, we have much to be distressed about, and we’d better take action or we’re doomed. So they say.

This doomsaying is nothing new. In 1972 the Club of Rome, an international think tank with good PR connections, expressed alarm over our accelerating industrialization, rapid population growth, widespread malnutrition, depletion of nonrenewable resources, and our deteriorating environment. This litany of concerns became a mantra for well meaning enthusiasts of the global cause.

Yet thirty years later, what do we find? We have not run out of natural resources, as predicted. Industrialization has not destroyed the world. Nor are we staggering under the burden of catastrophic over-population. In fact, a recent study issued by the United Nations Population Division has now declared that the world is not going to suffer from ever-growing over-population. Population growth rates are stabilizing and, in many countries, actually declining.

How about the dreaded oil shortages we heard so much about? Newspapers and radio talk show hosts still bring it up now and then as if this, too, were an inevitability. Though not widely known about, research is now showing that oil does not come from decayed vegetation and dinosaurs but from the core of the earth itself. (Review the work of Dr. Thomas Gold.) Strangely enough, we remain dependent on foreign oil because the same doomsayers who tell us were going to run out are pushing legislation that wont allow us to take from the earth what is right there beneath our feet.

And finally, we come to that big bugaboo, Global Warming. Scientific fact or junk science fiction? Are we experiencing a period of global warming or not? Arguments can be cited for both positions. The true believers have already concluded that we are not only experiencing this peril to our existence, they know the causes of it and we must act now. Although a convincing case has not been made, the doomsayers act as if we don’t act immediately we are forever lost.

The problem isn’t that we should not be concerned. But let’s make decisions based on facts. Plenty of harm has already been done by arbitrary legislation and premature urgency.

CAF DISMAY
CAFE requirements were originally a reaction to the 1973 Arab oil embargo, which caused long lines at the pumps, skyrocketing fuel prices and shootings at gas stations. The thinking on the part of government was that if we used less gas wed be less vulnerable should there be another OPEC squeeze. A secondary goal was to help lower gasoline prices by reducing demand.

According to Joseph Bast, President of The Heartland Institute, higher CAFE standards do not result in less fuel consumption. People who get more miles per gallon end up driving more miles. So the benefit, it seems, is a wash.

Some people believe that CAF also has something to do with helping reduce greenhouse gases that purportedly contribute to global warming. Bast points out that higher CAFE standards wont lead to cleaner air and will have a negligible effect on global greenhouse gas emissions, at a cost 50 times greater than the least expensive alternative.

Heres something to consider. According to the Environmental Protection Agency all U.S. cars and light trucks subject to CAFE standards make up only 1.5 percent of all global man-made greenhouse gas emissions. In other words, even if our cars and trucks created zero emissions, the total impact on global greenhouse gases would be negligible. Once again, how serious is the problem? Scientists are not in agreement at all, yet SUV drivers are supposed to hang their heads in shame for their callousness regarding environmental safety.

Contrary to popular belief, fuel economy is not a clean air issue anyway. Better fuel economy for the U.S. fleet of cars and light trucks will not bring promised improvements in air quality, because there is little if any correlation between vehicle fuel economy and harmful tailpipe emissions.

A National Academy of Sciences report states: Fuel economy improvements will not directly affect vehicle emissions of hydrocarbons, carbon monoxide, and NOx because emissions standards (in grams per mile) are identical for every passenger car or light truck, as appropriate, regardless of fuel economy.

In short, whether you have high mileage or low mileage cars and light trucks the same emissions issues apply for all. Requiring that motorists switch to smaller, higher-mpg vehicles, will not reduce auto emissions. It only results in more motorists being killed. This is well documented, though seldom talked about. CAFE has resulted in thousands of additional highway deaths per year because lighter cars and trucks are less safe (all things considered) than heavier ones.

NOW WHAT?
My question is this: Why the urgency? Thirty years ago these same people made dire predictions about the end of the world, and those predictions did not happen. Why should we give up our common sense and kowtow to their urgent commotions yet again? We have time to think these things through.

The auto industry has already made much progress. Vehicle emissions have been reduced by 90% in recent years and the smokestack scenes of 1905 Pittsburgh are gone forever. Yet, going forward, we cant rest on whats been achieved. Here are a few things we in the quick lube industry can do.

1. Be proactive and support good legislation. Whether through AOCA lobbying efforts or individual research and letter writing, our voice needs to be heard, both in Washington and amongst our local legislators who do not often hear our side of the story.
2. Be environmentally conscientious. Make sure our industry doesnt look like it doesnt care. Be an example in your community.
3. Understand the environmental benefits of synthetic motor oils, including better fuel economy and extended drain intervals.
4. Promote other ways we can reduce our dependence on foreign oil besides excessive legislation. Teach customers the importance of maintaining proper tire pressure, paying attention to how they drive, minimizing use of air conditioning when able, removing excessive weight from the trunk, and minimizing idling.

The Chicken Littles of the world have it wrong. The biggest threat to our future is not pollution. Its unfettered government intervention. If we each do our part, legislators might be persuaded to turn their attention to more urgent concerns.

Sources
1. Research and Commentary on CAF Standards, Joseph Bast
2. Coalition for Vehicle Choice, CAFE and Environment: False Promises, Issue Brief
3. Time to Fight the CAF Leviathan, James Taylor

FAQ: About Synthetics

by Ed Newman
AMSOIL Director of Advertising
This article appeared in National Oil & Lube News, December 2009

If you spend any amount of time on the internet you will sooner or later come across a page called FAQ, which is shorthand for Frequently Asked Questions. The purpose of the FAQ page is to relieve tech support people from having to answer the same questions over and over again, and to make it easy for customers to find answers on their own.

Here are some of the typical questions we’ve received over the years. If you still have more specific questions, I will be happy to answer anything you submit. My email address is listed at the end of this column.

Q: What is the difference between synthetic motor oil and conventional petroleum oil?
A: Synthetic lubricants are composed of select base stocks and special purpose additives chemically assembled with planned, predictable properties. Whereas petroleum oils are pumped from the earth and refined, synthetics are custom-designed in the laboratory, with each phase of their molecular construction programmed to produce, in effect, the ideal lubricant.

Q: What are some of the common misconceptions about synthetic motor oil?
A: It is interesting how some of these myths hang around for so many years. Some of the most common were that synthetics are not compatible with seals (properly formulated synthetics actually extend seal life), that synthetics are too thin to stay in the engine, and that synthetics cause cars to use more oil. Of course there are misconceptions going the other direction, too. Some people think synthetic oil is a super oil that will last forever. It is true that synthetic oils are more impervious to oxidation, but the additives in synthetic formulations do get used up over time. A motor oil’s formulation includes the performance of both the base stock and additive package.

Q: If a car is factory fill conventional petroleum, will switching to synthetic void the warranty?
A:  No, it will not. Vehicle manufacturers recommend using motor oils that meet certain viscosity grades and American Petroleum Institute service requirements. Whether the motor oil is petroleum-based or synthetic will not affect warranty coverage. The manufacturer is required to cover all equipment failures it would normally cover as long as the oil was not the cause of the failure.

Q: Is there any truth to the notion that cars should be running petroleum oil during the break in period before switching to synthetic?
A: A premium synthetic motor oil can be used during break-in without any trouble. In fact, dozens of vehicle models come factory-filled with synthetic oil now. Rebuilt engines may still require break in oils that don’t prevent wear as well and will allow rings to seat, but not factory supplied engines.

Since a majority of new vehicles come filled with petroleum oil, it only makes good sense to change to synthetic at the first scheduled oil change interval. New engine components generate high levels of wear metals and can contain contaminants from assembly. By allowing the engine to operate with the petroleum oil until the first oil/filter change interval, the wear metals and contaminants are removed prior to installing the premium product.

Q: Will switching from petroleum to synthetic result in a plugged oil filter when the sludge is cleaned out by the synthetic?
A: This is a common fear, however, switching from petroleum oil to premium synthetics in routinely maintained vehicles will not cause clogged oil filters or passageways, regardless of mileage. Sludge, which is caused by poor quality oil and neglected maintenance practices, would have to be present in significant amounts to plug oil filters and passageways. If there is an excessive amount of sludge present in an engine, it is just a matter of time before oil filters and passageways clog, regardless of the oil you choose.

Q: Will switching to synthetics cause my engine to leak oil?
A: In mechanically sound engines, there’s no risk of synthetic motor oil leaking. In fact, premium synthetic oils are fully compatible with modern seal materials, keeping them pliable to prevent leakage. New engines are built to much tighter tolerances now than they were in the 70’s and 80’s when that notion was promulgated, and is not true anymore.

Q: Is there a recommended procedure for switching to synthetic motor oils?
A. As long as the vehicle has been properly maintained and the vehicle is mechanically sound, there are no special requirements. Some oil manufacturers, however, may indicate specific drain intervals that should be followed for vehicles that have over 100,000 miles and are first time users of their products.

Q: If someone switches to synthetic can they switch back to conventional oil?
A: Yes, they can, but why would anyone want to?

The Chicago Auto Show is the largest auto show in North America, and this year marks its 102nd event. Held at the McCormick Place complex, over 2.7 million square feet of exhibit hall is filled with the latest in the automotive industry. From concepts and hybrids to sports cars and sedans, there is something for every lifestyle on display.

AMSOIL is under the hood of at least three custom rides in some high-profile booths. First up, Rick Bottom of Rick Bottom Designs and his 2010 Camaro are on display in the GM booth (above left). AMSOIL has had the pleasure of working with Rick on several of his rides, and each never fails to deliver less than stellar results. Rick was one of 8 esteemed builders selected by GM and awarded a 2010 Camaro to build on their behalf for the SEMA Show 2009. This goes to show the talent Rick holds and his commitment to the vision brought to life in each of his high-profile rides.

Next, BRS Auto Design and their Orange Scion xB will be on display in the Scion booth. BRS Auto Design is a design firm that produces its own line of body kits and accessories, and delivers custom body work to the tuner market. Their work has appeared on numerous magazine covers and shows, and they continue to steadily grow with no signs of stopping. When it came to ensuring the engine performed as great as the rest of the car looked, they looked to AMSOIL to provide what they needed.

Last but certainly not least is Fox Marketing with a Lexus IS C on display in the Lexus booth. AMSOIL has worked closely with Brian Fox of Fox Marketing in a partnership that has reaped great benefits. His Lexus IS C has made the rounds in several booths at a variety of prestigious events.

If you’re in the Chicago area, it’s not too late to make an appearance at this exciting event over the weekend. Don’t miss out on the opportunity to see what the very near future holds in the automotive industry.

Friday: 10:00 AM-10:00 PM
Saturday: 10:00 AM-10:00 PM
Sunday: 10:00 AM-8:00 PM

Admission: Adults $11
Seniors and children 7-12: $7
Children 6-under Free

AMSOIL Great American CIRCLE TRACK Tour Ready to Roll

CIRCLE TRACK magazine, the #1 Source for Advanced Racing Technology,announced the launch of the AMSOIL Great American CIRCLE TRACK Tour. The most popular and comprehensive technical magazine dedicated to Oval Track racers in the world is embarking on a four year adventure that will criss-cross the greatest racing regions of our country. We will travel to both local Saturday night race tracks and a selection of the most prestigious special events in the country. Our goal is to interact with racing teams, drivers and fans to promote grass roots racing, discuss current trends in racing technology and build sponsor awareness among the hard-core racing community.

The first year of the AMSOIL Great American CIRCLE TRACK Tour will take Senior Tech Editor, Bob Bolles, to 25 race tracks throughout the Southeastern United States during a four month period. Each stop will be pre-arranged with track owners and promoters ensuring the maximum possible exposure through advance announcements, local publicity and press releases. While at the track, Bob will meet with the racers to talk shop and discuss issues important to their racing and also to distribute sponsor information, literature and promo items. He will talk one on one with the top teams in all divisions racing at each track in a unique exchange that will be shared with our larger online audience through blogs and web exclusive articles at www.circletrack.com.

This interaction with the racers will be reported in more detail through a series of articles published in the pages of CIRCLE TRACK Magazine on a monthly basis. Feature stories will review the trip and discuss the technology of racing and how it varies throughout the regions we visit. During the entire Tour, Bob will share his experiences online with daily entries into a special trip blog where our friends can keep track of our progress. The tour promises to be the most innovative program in the history of short track racing. Bob had the idea for a tour like this more than five years ago, but circumstances at the time prevented it from coming to fruition. When current Editor Rob Fisher heard about the idea he liked it and the pair worked to refine the concept for launch in 2010. When synthetic lubricant manufacturer AMSOIL joined the tour as title sponsor, it was off to the races…literally.

The first event will be at the Citrus County Speedway in Inverness, Fla. on February 20.

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.