Toyota Motor Corp. in announcements Monday said it is recalling 688,314 cars in China because of the possibility of the switch control modules short circuiting and in rare cases melting due to excessive lubricant applied during manufacturing. Some online translations of the Chinese recall notices indicate the lubricant was a type of grease.

Guangzhou Toyota Automobile, a joint venture between Toyota and China’s Guangzhou Auto, will recall 384,736 Camries produced from May 15, 2006, to Dec. 31, 2008; and 22,767 Yarvises produced from May 15, 2008 to Dec. 31, 2008.

Tianjin FAW Toyota Automobile, a joint venture between Toyota and China’s FWA Group, said it will recall 35,523 Vioses produced from Feb. 18, 2008, to December 25, 2008; and 254,288 Corollas produced from May 17, 2007, to Dec. 25, 2008.
continue…..

This annually updated guide identifies 185 plants worldwide that make seven major types of unconventional base stocks, with their locations plotted on a colorful map. The poster-format guide, which measures 22 by 33 inches, shows capacities in metric tons per year for most plants, and the owners for all. Product types include polyalphaolefins, polyisobutene, polyakylene glycols, esters, silicone fluids, phosphate esters and Group III base oils.

Continue…

The recent introduction of Screamin’ Eagle® Synthetic Lubricant by Harley-Davidson® indicates the Motor Company has finally recognized the benefits of running synthetic motorcycle oil in their air-cooled engines. After years of advising dealers and customers to avoid using synthetic oils in their bikes, it’s natural to wonder why the company is suddenly marketing one.

For the past 20 years, Harley-Davidson® has claimed its petroleum-based Genuine H-D Oil is best for the “unique requirements of Harley-Davidson® air-cooled V-twin engines.” However, laboratory testing has consistently revealed that Genuine H-D Oil does not provide the best protection possible for Harley-Davidson® engines. In fact, Four-Ball Wear Tests show Harley- Davidson® 20W-50 Motorcycle Oil leaves a wear scar nearly 80 percent larger than that left by AMSOIL Synthetic 20W-50 Motorcycle Oil.

One of the major benefits of running a synthetic motorcycle oil is its resistance to oxidation and thermal degradation, which inhibit the formation of sludge and deposits that contribute to increased wear. In the past, Harley-Davidson® has defended use of its Genuine H-D Oil by arguing that oil breakdown in extreme heat is a non-issue because extreme heat conditions are not normally faced by motorcycle engines, while the superior cold-temperature benefits of synthetics also don’t apply to Harleys.

Four-Ball Wear Test (ASTM D4172)

The Four-Ball Wear Test is the industry’s standard test
method for measuring the wear preventive characteristics of a
lubricant. Placed in a bath of the test lubricant, three
fixed steel balls are put into contact with a fourth ball in rotating
contact at preset test conditions. Lubricant wear protection
properties are measured by comparing the average
wear scars on the three fixed balls. The smaller the
average wear scar, the better the protection.

The fact is, engine oil in Harley-Davidson® motorcycles is subject to very high temperatures. Being air-cooled, Harley-Davidson® engines get especially hot while idling in traffic, commonly reaching temperatures up to 240 degrees Fahrenheit. As heat and oxidation increase, so does viscosity, adversely affecting the lubricating qualities of the oil and increasing wear.

The water, soot and acid byproducts of combustion also contribute to deposit formation. Harley-Davidson® has stressed the importance of regular oil changes in order to remove these contaminants. Of course, promoting regular oil changes is also a good way to promote using petroleum-based Genuine H-D Oil. High-quality synthetic oils formulated with high-performance additives effectively withstand such contaminants, allowing motorcyclists to safely extend drain intervals.

In support of their about-face and the introduction of a synthetic oil, Harley maintains that “the Motor Company has never supported the use of synthetic products in our vehicles because there has never been any test validations completed on the numerous formulations in HD/Buell motorcycles. This product has been exclusively designed for Harley-Davidson® and is the only synthetic product TESTED and CERTIFIED by Harley-Davidson® engineering for use in HD/Buell motorcycles.”

Although this is necessary marketing hype, Harley-Davidson® V-twin air-cooled engines are not unique in their lubrication requirements and do not require a special Harley-only fluid. There is nothing about Screamin’ Eagle® Synthetic Motorcycle Oil that sets it apart from, or makes it better than, many other synthetic motorcycle oil formulations, except that Harley-Davidson® is marketing it and directly profiting from the sales.

According to Harley-Davidson®, one of the unique benefits offered by Screamin’ Eagle® Synthetic Motorcycle Oil is its versatility. For the first time the company is recommending an oil that can be used in the engines, primary chaincases and transmissions of most Harley-Davidson® motorcycles, including Evolution XL, Evolution 1340, Twin Cam 88 and 88B, Revolution and Buell models. This feature, however, is not unique. AMSOIL 20W-50 Synthetic Motorcycle Oil may also be used in the engines, primary chaincases and transmissions of these applications, providing superior lubricating protection in each component.

How does Screamin’ Eagle® Synthetic Motorcycle Oil measure up to AMSOIL in wear protection? Four-Ball Wear Test results indicate that AMSOIL Synthetic Motorcycle Oil still provides the best protection possible for motorcycles. In fact, Screamin’ Eagle® Synthetic Motorcycle Oil leaves a wear scar nearly 80 percent larger than AMSOIL 20W-50 Synthetic Motorcycle Oil.

Not only does AMSOIL Synthetic Motorcycle Oil offer greater wear protection than Screamin’ Eagle® Synthetic Motorcycle Oil, it also delivers greater value. Suggested retail price of Screamin’ Eagle® is nearly $2 a quart higher than AMSOIL 20W-50 Motorcycle Oil. And because AMSOIL Synthetic Motorcycle Oil may be used for extended drain intervals of up to twice the manufacturer’s suggested interval, while Screamin’ Eagle® is recommended for standard drain intervals, AMSOIL customers realize additional savings.

Harley-Davidson® claims Screamin’ Eagle® Synthetic Motorcycle Oil has been “exclusively designed” for use in their motorcycles, pointing to extensive bench testing and over 230,000 miles of durability testing to back it up. AMSOIL INC. has 30 years of experience providing superior lubricating protection for all brands of motorcycles, and AMSOIL Synthetic Motorcycle Oils have been tested in millions of over-the-road miles. Testimonials from countless motorcyclists further demonstrate the superiority of AMSOIL Synthetic Motorcycle Oils.

Formulated with top-of-the-line synthetic base stocks and high-temperature deposit control additives, AMSOIL Synthetic Motorcycle Oils provide superior protection and performance for motorcycles in all operating conditions. AMSOIL Motorcycle Oils effectively withstand oxidation and thermal degradation, keep wear to an absolute minimum, hold contaminants in suspension and keep engines running cool and clean.

AMSOIL Synthetic Motorcycle Oils 

• Reduce operating temperatures 
• Keep engines clean and deposit-free 
• Provide maximum protection against wear 
• Formulated without friction modifiers for smooth performance 
• Saves money with extended drain intervals of up to two times the manufacturers’ recommendations

Seven tests were run on the motor oils. The Thin-Film Oxygen Uptake Test (TFOUT) measures the oxidation stability of engine oils. The High Temperature/High Shear Test (HTHS) measures a lubricant’s viscosity under severe operating conditions. The NOACK Volatility Test measures the evaporation loss of oils in high temperature service. Pour Point indicates the lowest temperature at which a fluid will flow. Total Base Number (TBN) is the measurement of a lubricant’s reserve alkalinity for combating acids. The Cold Cranking Simulator Test (CCS) indicates the degree to which a lubricant can impact cold weather starting. The impressive test results show AMSOIL Synthetic 10W-30 Motor Oil outperformed the competitors in nearly every test.

Extends Oil Life

The Thin Film Oxygen Uptake Test (TFOUT) is used to evaluate engine oil’s ability to resist heat and oxygen breakdown when contaminated with oxidized/nitrated fuel, water, and soluble metals such as lead, copper, iron, manganese and silicon. This test is designed to mimic the operating conditions of a gasoline engine. AMSOIL 10W-30 Synthetic Motor Oil has superior heat and oxidation resistance to control sludge deposits and extend oil life. Engines stay clean for maximum protection and oil changes are reduced, saving time and money.

Protects Hot Engines

The High Temperature/High Shear Test measures a lubricant’s viscosity under severe high temperature and shear conditions that are similar to severe service applications in an engine. In order to prevent wear, it is important for a lubricant to maintain its protective viscosity level under severe operating conditions.

AMSOIL 10W-30 Synthetic Motor Oil does not “shear back” and thin out like other motor oils. Its superior viscosity stability provides unsurpassed bearing protection for dependable engine operation, especially during hot operating conditions.

NOACK: Maximize Fuel Economy, Reduce Emissions

The NOACK Volatility Test determines the evaporation loss of lubricants in high temperature service. The more motor oils vaporize, the thicker and heavier they become, contributing to poor circulation, reduced fuel economy and increased oil consumption, wear and emissions.

AMSOIL 10W-30 Synthetic Motor Oil resists high temperature volatilization (evaporation) better than other motor oils. AMSOIL Synthetic Motor Oil maintains peak fuel efficiency and reduces oil consumption and emissions.

Improves Cold Temperature Startup

The Pour Point Test determines the lowest temperature at which a lubricant will flow. The lower a lubricant’s pour point, the better protection it provides in low temperature service. Unlike conventional oils that solidify in cold temperatures, AMSOIL 10W-30 Synthetic Motor oil remains fluid down to -58° F. AMSOIL Synthetic Motor Oil helps engines turn over easier and flows quickly to engine parts for critical start-up protection. Engines start faster and wear is greatly reduced for extended engine life.

Controls Acid Formation

Total Base Number (TBN) is the measurement of a lubricant’s reserve alkalinity, which aids in the control of acids formed during the combustion process. The higher a motor oil’s TBN, the more effective it is in suspending wear-causing contaminants and reducing the corrosive effects of acids over an extended period of time.

The high TBN of AMSOIL Synthetic 10W-30 Motor Oil allows it to effectively combat wear-causing contaminants and acids, providing superior protection and performance over extended drain intervals.

Helps Engines Start Easier

The Cold Crank Simulator Test determines the apparent viscosity of lubricants at low temperatures and high shear rates. Viscosity of lubricants under these conditions is directly related to engine cranking and startability. The lower a lubricant’s cold crank viscosity, the easier an engine will turn over in cold temperatures. The low cold crank viscosity of AMSOIL Synthetic 10W-30 Motor Oil reduces drag on moving engine parts and allows engines to achieve critical cranking speed in extremely frigid temperatures. Engines turn over quickly and dependably in the coldest winter temperatures.

Protects Against Wear

The Four-Ball Wear Test evaluates the protection provided by engine oil under conditions of pressure and sliding motion. The size of the scar left as a result of the test determines the amount of wear protection the lubricant provides. The smaller the wear scar, the better the protection. Tests show that AMSOIL 10W-30 Synthetic Motor Oil has better antiwear performance than all other oils tested. With AMSOIL Synthetic Motor Oil, engine life can be extended and major repairs are often reduced.

Step 1: Learn Better Driving Habbits

Aggressive driving such as speeding, rapid acceleration and braking  wastes gas. It can lower your gas mileage by 33 percent at highway speeds and by 5 percent around town. Sensible driving is also safer for you and others, so you may save more than gas money. It’s important to learn to relax while you drive.   Feeling anxious or trying to “rush” to your destination is costing you much more than you realize.

Step 2:  Slow Down (Follow the speed limit)

Graph: Fuel vs. Speed

While each vehicle reaches its optimal fuel economy at a different speed (or range of speeds), gas mileage usually decreases rapidly at speeds above 60 mph. As a rule of thumb, you can assume that each 5 mph you drive over 60 mph is like paying an additional $0.20 per gallon for gas. Observing the speed limit is also safer.

Step 3: Use Amsoil Synthetic Lubricants

The advanced lubricity (slipperiness) of AMSOIL synthetic lubricants has been proven to increase fuel economy by up to 5%. Some tests have even shown increases of as much as 15% under certain weather and driving conditions.  AMSOIL reduces friction and allows your engine to use its heat-energy more efficiently.   The low intrafluid friction and metal-to-metal friction reducing properties of AMSOIL synthetic motor oils also improve fuel economy by delivering more of the energy created through combustion of the air-fuel mixture to the transmission.

Step 4: Use Amsoil P.I. Fuel Additive

Amsoil PI

The newly formulated AMSOIL P.I. Performance Improver is the most potent gasoline additive available today. As a concentrated detergent, it is unsurpassed in cleaning combustion chamber deposits, intake valve deposits and port fuel injector deposits, eliminating the need for expensive fuel injector cleaning procedures. The product is ideal for use prior to emissions inspections. It also helps maintain peak engine efficiency, fuel economy, power and drivability in newer low mileage engines. In engines with accumulated deposits, testing showed AMSOIL P.I. provided the following clean-up benefits after only one tank of gasoline.

Step 5: Check your tire pressure

Just by simply running on tires that have the recommended amount of tire pressure can save you about one mile per gallon, not to mention improving the life of your tires and the overall ride. If this seems like obvious advice, consider that under-inflation of tires is considered the most common car problem on the road today.

Step 6: Check your air filter

According to the U.S. Department of Energy, replacing a clogged air filter can increase your mileage by 10 percent.  Thats a big savings considering how inexpensive an air filter is.

Step 7: Proper Maintenance

It is essential that your car is running healthy if you expect it to get good gas mileage.  Fouled spark plugs, a dirty fuel filter or bad spark plug wires could all significantly affect your milage.  A bad oxygen sensor could cost you as much as 40% loss in mileage according the the U.S. Department of Energy.    

Step 8: Wash and Wax

Regularly washing and waxing your vehicle improves aerodynamics and therefore affects fuel economy. Engineer Tom Wagner, Jr. reported to Stretcher.com (as in stretching your dollars) a 7-percent improvement in fuel economy, from 15 to 16 mpg, during a 1,600-mile road trip.

Step 9: Take a load off

Avoid keeping unnecessary items in your vehicle, especially heavy ones. An extra 100 pounds in your vehicle could reduce your MPG by up to 2%. The reduction is based on the percentage of extra weight relative to the vehicle’s weight and affects smaller vehicles more than larger ones.  Empty out your trunk (or even your backseat) of unnecessary items.  If you have a roof rack or roof carrier, install it on your vehicle only when absolutely necessary. Not only does the carrier add extra weight, but it also increases the aerodynamic drag on the vehicle, which further contributes to a loss of fuel economy.

Step 10: Use Cruise control

 Using cruise control can improve your gas mileage by helping you maintain a steady speed, but only if you are driving on mostly flat roads. The constant slowing and accelerating caused by your foot on the petal consumes more fuel.  If you are driving in hilly terrain, using cruise control typically causes your vehicle to speed up faster (to maintain the preset speed) than it would if you were operating the accelerator yourself. Just think abou the terrain ahead before you push that cruise control button.  According to a recent test done by edmunds.com, using your cruise control can save you up to 14%.

Step 11: Think about ventilation

Running your air conditioner does cause your vehicle to consume more fuel, but driving with your windows rolled down can be even worse due to the increase of drag on the vehicle. If you are driving slowly, such as around town or in city traffic, then you are better off leaving your windows open, if at all possible. For highway driving, roll up the windows and turn the air conditioning on.

Step 12: A little extra thinking

A little planning can make quite a  difference in fuel economy. When your engine is cold, it uses more fuel than when it is warm. Combining errands can improve your gas mileage because your engine will be warm for more of the trip. It might also mean you travel less total miles. According to the DOE, several short trips all begun with a cold start can use twice as much fuel as a single, longer trip that covers the same distance.

Avoiding excess idling can also make a big difference.   This seems a bit odvious, but it is easy to forget about.  It’s simple fact that you get zero miles per gallon during idle.  It’s just good habbit that if you are stopping more than a minute to simply shut it off.  When you leave your car running while you are waiting in line at the drive-thru, or as you wait outside your kids’ school, you are wasting fuel.

Conclusion:

With a little work and a little thinking you can save yourself quite a bit of money in fuel costs.  If you consider benefiting just a little from each of these steps, you be looking at a 20% increase in your overall fuel economy.  That can easily translate in to hundreds or even thousands of dollars very quickly.  With the current rise in fuel costs, it is more important than ever to use less fuel, therefor saving yourself money now while decreasing demand, saving yourself even more money in the future.

Stats based on $2.55 per gallon.

No one a century ago could have foreseen the rapid transformations that science and invention would bring to our world. From rocket ships to microwaves, silicon chips to Dolly the cloned ewe — it has been an astonishing period of history. I mean, a hundred years ago we didn’t even have gas stations. Or highways. Or flat tires.

One of the transforming developments of our century has been the discovery of the process of organic synthesis, the combining of the raw materials of production into a nearly limitless array of plastics, films, fabrics and fluids. By understanding the geometry of organic compounds, chemists could create customized molecular designs to achieve preconceived objectives. Scientists realized that they could actually improve the characteristics of items found in nature.

One bi-product of this process has been the development of synthetic motor oil. It is believed that the first synthesized hydrocarbons were created by Friedel & Crafts in 1877 using Aluminum TriChrloride as the catalyst. Yet it wasn’t until 1929 that the commercial development of synthesized hydrocarbons was undertaken by Standard Oil of Indiana. Not surprisingly there was a lack of demand for the new product and this first marketplace introduction of synthetic lubricants was commercially unsuccessful. (There is probably no relationship between this event and collapse of stock market later that year.)

Eight years later the first PAO, a synthetic product using olefin polymerization, was manufactured. 1937 was also year that the Zurich Aviation Congress became interested in ester based lubricant technology. From 1938 to 1944 thousands of esters were evaluated in Germany with excellent results. In our own country ester basestocks were also being developed by the United States Naval Research Laboratory and introduced into military aviation applications during the 1940’s.

During this period scientists were well funded, and the new processes of synthetic creation had some great success. But as is so often the case, the existence of a “better mousetrap” does not always result in its commercial survival.

It was the space age that helped create a greater appreciation for the benefits of synthetic lubricants. Jet engines raised the bar on what was required of a lubricant. The high speed, high heat and cold temperature performance requirements of modern jets created a demand for a new kind of lubricant.

Just after the war we saw the first use of diesters by the British in turboprop engines for high temperature performance. And from the late forties to the early seventies various synthetic fluids were developed to meet the demands of new and more efficient high performance engines and machines.

Because of the self-evident cold weather benefits of synthetic jet engine oil, it would not have been difficult to find a few maverick pilots experimenting with this oil in their cars. The military paid thirty-five dollars a quart for synthetic oil in those days and even the used jet engine oil seemed clean enough for some pilots in Alaska and elsewhere to mix with their motor oil to assist cold winter starts.

One such experimenter took a more systematic approach. In the mid-1960’s, Lt. Col. Albert J. Amatuzio, jet fighter squadron commander at a northern Minnesota airbase, likewise had become familiar with these “extra ordinary” lubricants that protected the engines of the jets he flew. He began a research project that eventually became his life work and second career. At first, Amatuzio’s efforts were aimed at improving the performance of petroleum oil.

Eventually, Amatuzio realized the need to begin with a synthetic basetock and build his ideal lubricant from the ground up. His search led him to Monsanto, Drew Chemical Corporation and Hatco. It was Drew Chemical Corporation in Boonton, New Jersey, where the first polyol esters had been developed and patented in conjunction with Mobil Chemical in 1958. Mobil Oil’s Jet Engine Oil II was based on the fluids produced at Drew Chemical. The truth is, automobiles put even more stress on a lubricant than jet engines because air aspirated car engines must deal with dirt and the messy by-products of combustion. The problem was how to bring the expanded temperature range performance, wear protection and service life of a synthetic into an automotive setting. Amatuzio believed he had found a way. According to Jack Arotta, a Duluth Minnesota businessman today, “I was the first guy to put it (a specially formulated 100% synthetic motor oil) in a brand new car, a 1966 Ford Station Wagon. Al was my squadron commander up at the air base, so I always use the joke that since Al was my squadron commander, how could I not put it in when he told me to?”

Actually, for more than a year Jack had been putting a variety of Al’s synthetic formulations in his previous cars, so he did not feel that he was putting his vehicle at serious risk. After several more years of fine tuning his formulation, AMZOIL (Amatuzio-oil) was created and became the first 100% synthetic diester based engine oil to pass the API sequence tests and receive API qualification in 1972.

The following year Mobil Oil began marketing the first PAO based engine oil overseas and in 1975 they began test marketing a synthetic PAO based synthetic in the U.S. called Mobil 1.

Over time a growing niche of consumers became aware of the performance benefits synthetic offered. As additional products were developed, from synthetic diesel oil to two cycle oils, synthetic transmission fluids and gear lubes, so grew the interest. With growing market opportunity, more companies made contributions in the development of basestock fluids and new technologies, including the Gulf Oil Company (since acquired by Chevron), Chevron Corporation, Amoco, Ethyl Corporation, Exxon, Henkel, Castrol, Uniroyal, Lubrizol, Neste Chemical, and Texaco (additive technology and synfluids since acquired by Ethyl).

By the mid-nineties nearly every oil company carried a high end synthetic motor oil in its product line, though only a few companies seem truly dedicated to promoting them. Nevertheless, synthetic lubricants are currently the fastest growing segment of the oil industry and they are definitely here for the long haul.

It has been a long long time since motor oil was just oil. In the 1930s someone decided to begin putting wax modifier in the oil to address the problem of wax residue after the refining process. Thus was born the motor oil additive market.

Amsoil Lab

Today, motor oils contain a variety of ingredients designed to improve the performance capabilities of motor oil, whether petroleum or synthetic. This article is an overview of the various oil additives used in automobile engines and drivetrains.

Additives Job Descriptions

In this article we are referring to additives that are formulated into the motor oil, not the chemistries being packaged and sold as aftermarket oil additives on the shelves of auto parts stores.

Motor oil additives have three essential functions: to protect metal surfaces, to expand the lubricants application range, and to extend lubricant life. Additional considerations for additive selection include ease with which they can be handled by formulators, stability in storage, toxicity, and their smell. Yes, smell is a serious consideration.

Surface Protection Additives

 In automobile motor oils there are five kinds of problems that additives address with regard to surfaces. First, there are antiwear agents. These would include various phosphates, organic sulfur and chlorine compounds, sulfurized fats, sulfides and disulfides. These various compounds reduce friction and wear, and help prevent scoring or seizure. Through chemical processes they help prevent metal-to-metal contact.

Corrosion and rust inhibitors like zinc dithiophosphates (a multi-purpose additive), metal phenolates, fatty acids and amines are used to prevent corrosion and rust on the internal metal parts of the engine.

Detergents keep surfaces free of deposits. By use of metallo-organic compounds of sodium, calcium and magnesium phenolates, phosphonates and sulfanates varnishes and sludge are neutralized and maintained in a soluble state.

Dispersants, such as alkylsuccinimides, alkylsuccinic esters and mannich reaction products, keep insoluble contaminants dispersed in the lubricant. Contaminants are bonded by polar attraction to dispersant molecules, preventing them from agglomerating.

Friction modifiers alter an oils coefficient of friction. Typical friction modifiers include organic fatty acids and amides, high molecular weight organic phosphorus and phosphoric acid esters.

Performance Additives

the finished product

A second class of additives includes those compounds that improve the oils performance. Pour point depressants, which are not required in high quality synthetics due to their low temperature capabilities, enable lubricants to flow at lower temperatures by modifying wax crystal formation, thereby reducing interlocking. The compounds used for this function include alkylated napthalene and phenolic polymers, polymethacrylates, and certain copolymer esters.

Seal swell agents help to swell elastomeric seals by causing a chemical reaction in the elastomer. Organic phosphates and aromatic hydrocarbons are sometimes used to achieve this effect.

Viscosity modifiers help reduce the rate of viscosity change when temperatures rise or drop. Polymers and copolymers of olefins tend to expand as the temperature rises, counteracting against the tendency of oil to thin. Other compounds used for this function include methacrylates, dienes and alkylated styrenes.

Protective Additives

There are also three types of protective additives. Antifoamants reduce surface tension and speed the collapse of foam. Foam is an enemy of effective lubrication. Wherever air can get into an active fluid system it has a tendency to get trapped or swirled in, with billowing or foaming the end result. Without defoamers, you would have foam gurgling out of the dipstick when customers came in for an oil change. To fight foam oil formulators add silicone polymers or organic copolymers.

Antioxidants slow down the rate of oxidation by decomposing peroxides and terminating free-radical reactions. Zinc dithiophosphates, hindered phenols, aromatic amines and sulfurized phenols are used to this end.

Metal deactivators are used to reduce catalytic effect of metals on the oxidation rate. In other words, without organic complexes containing nitrogen or sulfur, amines, sulfides and phosphites, the rate of oxidation would speed along unchecked. These compounds form form an inactive film on metal surfaces by complexing with metallic ions.

Whats Goin On?

In short, motor oil has a lot of stuff in it these days. It is not a haphazard concoction of chemicals just thrown together. As you can see, many of the compounds in motor oil are designed to interact with what is going on inside an engine. But many compounds are selected so that they will not interfere with their designated functions. That is to say, formulators are chemists who must carefully consider the way these various chemistries interact with each other, not just the context they individually work in.

One example is the battle between corrosion inhibitors and antiwear additives. Sometimes these additives battle for sites on a metal surface. If you use too much corrosion and rust inhibitor the antiwear properties of an oil can be diminished.

It is important to realize that additive chemistries can themselves have disadvantages as well as advantages. The usage of various additives involves tradeoffs. Here are just some examples of negative side effects additive may possess.

•  Detergents and anti-wear additives can promote deposit formation in high temperature areas.
• Detergents and dispersants can promote foaming and minimize the effectiveness of anti-foaming additives.
• Certain additives can cause corrosion when exposed to high temperature.
• Too much anti-foaming additive will in itself result in foaming.

Conclusions

.Today’s additive systems are quite sophisticated. Because they can be sensitive and negatively affected by the addition of other chemicals some experts feel that lubricants of different brands or types should never be mixed. Nevertheless, motor oils are considered compatible with each other in todays market.

The rule of thumb here is that if an application does not require an additive do not use it. This holds true especially for aftermarket additives. Motor oil formulators go to great lengths to build balanced systems that meet pre-designed targets. Not only the choice of chemistries, but the concentration at which an additive is used will have a major impact both on how well a lubricant performs a task and on its cost.

AMSOIL INC. uses only the highest quality additives and thoroughly understands how each interact. Not only are the specific basestocks selected for their ability to provide extended drain intervals, but the additive package plays a vital role in a lubricants performance as well. As car manufacturers demand longer motor oil drain intervals, these aspects of lubricant performance will become increasingly important to all motor oil manufacturers.