HELP CENTER
The Answers You Need
WHAT ARE LUBRICANTS
90% of most of the lubricants worldwide consist of base oils. It is the main foundation of which all lubricants are made of. The remaining part of the lubricant is made up of a combination of additive packages.
HOW ARE THEY PRODUCED? WHAT DO THEY CONTAIN?
A lubricant consists of 70% base lubricants and up to 30% chemical compounds known as additives, which are fully mixed.
BASE OIL: WHAT IS IT? HOW CAN IT BE PRODUCED?
A. BASE LUBRICANTS OF MINERAL BASE FROM THE REFINING OF CRUDE OIL
The natural or crude oil obtained from the oil wells is a mixture of hydrocarbons, gases and other unwanted components.
The above components of crude oil can be integrated into more general categories. Some of them impart desirable properties to lubricants while some have harmful properties and effects. Hydrocarbons are called the mainstream organic components of “crude” oil, consisting solely of carbon and hydrogen. They are categorized as follows.
Alkanes or paraffins
, with saturated linear or branched carbon chains in single bonds,
Alkenes or olefins
, with saturated (or unsaturated) molecules in double bonds of carbon,
Ali-cyclic hydrocarbons or naphthenes
, saturated cyclic structures consisting of five or six carbon atoms in single bonds between them,
Aromatic hydrocarbons
, circular structures with double bonds which rely heavily on the sixfold benzene ring
Having as a criterion the basic content of crude oil in
alkanes/paraffins
(crystalline texture hydrocarbons, solid at normal atmospheric temperature with a colour close to white) and
asphalt
(crystalline or semi-solid compounds of ‑black or black-brown colour consisting of polycyclic aromatic hydrocarbons), we distinguish three main categories of crudes:
Oils of paraffinic base
They have low specific gravity, contain paraffin, little or no asphalt and give away a great proportion of mineral oils. In this category we have the oils of N. Pennsylvania and the North Sea.
Oils of asphaltic and naphthenic base
They have high specific gravity, contain asphalt, little or no paraffin and give away a small proportion of mineral oils. The oils of Nigeria, California, Mexico, the Mexican Gulf and Venezuela belong to this category.
Oils of mixed base
They contain asphalt and paraffin and the overwhelming majority (90%of oils (e.g. oils of the Middle East and East Texas, USA) belongs to this category.
It is worth noting that the “crude” oil coming from various oil wells differs in texture, not only from place to place, but even in the same area. In oil refineries, the “crude” oil is subjected to fractional distillation and a number of other processes, which result in different types of fuels, base oils, paraffin, asphalt and even some secondary products Concerning the production of base oils, their production process consists of the following steps:
Distillation:
the process of removing the components at a very low and very high boiling point, leaving the distillate in the boiling range of the lubricant.
Removal of aromatics:
It leaves the lubricating oil behind with a high proportion of saturated hydrocarbons, and improves its viscosity index and stability.
Dewaxing:
It removes candles and controls the low temperature properties of the lubricant.
Finishing:
It removes the polar components, and improves the color and stability of the base oil.
The return on the base oil from the distillation column of the refinery depends on the proportion of desirable components in the range of the lubricant’s boiling points. Distillates of base oils derived from different oils have very different properties.
Although the refining and processing techniques have been developed technologically in order to produce base mineral oils with very good properties, those produced cannot meet the requirements of today’s applications. For this reason, to the base mineral oils they add chemical additives or improvers, which enhance their physicochemical characteristics and properties while giving the final product properties and characteristics required for every application. This work is done in the mixing units, which can be within or outside the refineries.
FROM RE-REFINING OF USED LUBRICANTS
The waste lubricant, through the contamination undergone during use, has become unsuitable for lubrication due to the presence of impurities and other products (e.g. other lubricants of mineral and/or synthetic base, water, fuel, asphalt products, etc.) or due to the loss of its original properties. Re-refining separates water, oil and asphalt products and through distillation it restores the lubricating oil (distillate) as in the refining process.
The hydrotreating unit treats the lubricant (distillate) in the presence of selected catalysts in order to clean undesirable chemical compounds that make the lubricant unsuitable for use as a base. The result is the conversion of olefins (alkenes) and aromatic components in high quality added value saturated (paraffinic) and/or naphthenic (cyclic) bases, which are much less toxic and more “neutral”. More specifically, they show:
Perfect colour
High viscosity index
Low volatility (variability)/high stability
Low content in sulphur
, on the one hand to improve the quality and stability of the bases, on the other hand for long-term protection, for example, of diesel particulate filters a
nd diesel engines.
Very low aacidity
which means that the produced base oil
(given the removal of its aromatic components, see below)
exhibits high oxidative stability
(and thus not easily oxidized).
Low content in polycyclic aromatic hydrocarbons
(PAH)
which degrade the quality of the base oil, as their acidity starts a chain reaction that dramatically reduces its useful life.
Low pour point for suitability of use in formulas of final lubricant products which are expected to yield at low temperatures
(combined with the special additives of further depressant of the pour point).
The produced base lubricant is blended with chemical additives to produce lubricants for all uses, it is used, and at the end of its lifecycle it is collected and re-treated by the refinery and thus the lifecycle of the lubricant starts again…
Β. SYNTHETIC BASE LUBRICANTS
Synthetic lubricants first appeared in the early 1930s, as synthetic hydrocarbon and ester technologies were developed at the same time in Germany and the USA. The increasing demand of lubricants to perform in ever expanding temperature function ranges (mainly driven by the developments in the engines of the military aircrafts) marked the continuing development of synthetic lubricant technology.
Today, there are synthetic lubricants and they are used in virtually all fields and applications that require lubrication: automotive, shipping, industry and certainly in aviation and aerospace. A plurality of base oils has been investigated for their use as potential synthetic base oils of final lubricants, out of which the most prevalent ones are:
POLY-ALPHA-OLEFIN (PAO)
Poly-alpha-olefins (English abbreviation: PAO) are produced with a process commonly termed “synthesis”. They are completely synthetic compounds derived from the polymerization of an alpha-olefin. It is a particular type of olefin (organic) used in the production of synthetic lubricants. They offer a wide range of lubricating properties because they have very stable structures and highly uniform molecular chains.
ESTERS
Esters are 100%0synthetic chemical compounds resulting from the reaction of an acid with an alcohol or a phenol. Many esters with different chemical compositions each, because of their excellent lubricity, are used for various reasons, either as additives or as base oils for the production of final lubricants. Due to their high cost, they are used in a small proportion in the formula in order to improve the stability of the final product.
API (American Petroleum Institute) in the USA has categorized the base oils as for their origins (mineral or synthetic) and their method/process of production, the range of their viscosity index and the percentage of saturated hydrocarbons.
SYNTHETIC OR MINERAL BASE LUBRICANTS?
The synthetic base lubricants:
Offer better thermal and oxidative stability.
Retain their viscosity.
Are less mutable in different conditions.
Exhibit improved friction properties.
Exhibit lower solubility to additives.
The low solubility not only makes it difficult to dissolve some important additives during the composition and production process of the final product, but also reduces a number of key quality parameters, such as dispersancy (maintenance of suspended acidity by-products and their demolition) and compatibility with the various elastomers (e.g. seals which, while in contact with oil, optionally shrink or “bulge”).
Are more costly choices.
What effect does the base have on the performance of the final lubricant?
Desirable performance characteristics:
High thermal and oxidative stability.
High viscosity index.
Low volatility, which means that the lubricant resists evaporation due to high temperatures, and thus it shows no loss of its rheological characteristics
(i.e. its viscosity).
Low pour point.
Compatibility with eeelastom
Solubility of additives.
Therefore, the lubricant selection totally depends on the application for which it is intended.
C. CHEMICAL ADDITIVES
Additives are chemical compounds used to affect the performance characteristics and the required properties by the lubricant. The categories of additives are the following:
Antioxidants:
They constrain the “attack” of oxygen to the oil, and reduce its fatting, especially at high temperatures.
Detergents:
Metal compounds which control deposits and keep the engine clean.
Dispersants:
Non-metallic (ash-free) organic compounds that keep deposits and by-products suspended in the lubricant and prevent their creation.
Against wear:
They prevent wear. They are usually based on zinc, phosphate or other organic-metallic substances.
Inhibitors of rust and acidity:
They prevent the “attack” of acids on metal surfaces.
Modifiers of friction:
They reduce friction and vary in chemical composition, depending on the lubricant type.
Additives of extreme pressure:
It is usually about additives based on sulphur-phosphorus. They are mainly found in transmission lubricants but also in the lubricants of air compressors, hydraulic systems and machine tools (slides and anchor chains/chains).
Anti-foaming agents:
They prevent the foaming of the lubricant due to presence of air and thus help maintain the lubricant film and the pumping of oil.
Viscosity index improvers:
They change the thinning rate (as well as the viscosity index) as the temperature increases. They are polymer components varying in chemical composition, depending on the lubricant type.
Degradation of pour point:
They improve the property of lubricant to flow at low temperatures.
BASE OIL AND CRUDE OIL IS SAME??
No, base oils are a byproduct from the refining process of crude oils.During the refining process of crude oil, the light and heavy hydrocarbons are separated. The light hydrocarbons are used to make petrol and other fuels while the heavy hydrocarbons are used to make base oils and bitumen.
TYPES OF BASE OIL AND DIFFERENCE BETWEEN?
There are 5 different types of base oils: Group I, Group II, Group III, Group IV and Group V.
Group I
This is the least refined type of petroleum base oil and it is produced by a process called Solvent Refining. It consists of conventional petroleum base oils.
Solvent refining
Contains less than 90% saturates
Sulfur content is 0.03% or greater
Viscosity Index is between 80 and 120
Temperature range: 0-65 degrees Celsius
Group II
This is petroleum base oil refined even further by partially using Hydrocracking. This removes all of the impurities in the base oil which leads to the oil having a lighter colour.
Partial Hydrocracking
Contains 90% saturates or greater
Sulfur content is 0.03% or less
Viscosity index is between 80 and 120
Group III
This is the best grade available of petroleum base oil. It is produced completely by Hydrocracking.
Process is completely done by Hydrocracking
Contains 90% or more saturates
Sulfur content is 0.03% or less
Viscosity index 120 or greater
Group IV
These are what the industry refers to as Synthetic base oils which are made of Polyalphaolefins (PAO) through a process called synthesizing. These oils are much more stable in the extreme heat and in the extreme cold conditions. They have very stable chemical compositions and highly uniform molecular chains. Group IV base oils are becoming more common in synthetic and synthetic-blend products for automotive and industrial applications.
Group V
Any other type of base oils that is not a part of group I to group IV is considered a group V base oil. This includes naphthenic oils, polyalkylene glycol (PAG), biolubes and esters. These base oils are also synthetic.
HOW CAN MEASURE LUBRICANTS QUALITY ?
You can measure lubricants quality by checking the viscosity and Total Base Number (TBN) which indicates it's thickness and effectiveness against shear and acid and sludge formation.
Viscosity
Viscosity is the most important characteristic of almost any lubrication product. It is the measure of the fluidity (flowability) at definite temperatures. If the viscosity is too thin, the lubricant film will be squeezed out from between the moving metal surfaces allowing them to come into contact. If the viscosity is too thick, it will not travel into the small areas where it is needed. It will require excessive pumping force, causing undue wear on pumps and excessive heat built-up, and it will not permit easy cranking of any engine. Viscosity of base oils is most commonly stated in terms of Saybolt Viscosity. This states the time in seconds it takes 60 milliliters of oil to flow through a small diameter tube at a certain temperature. This is expressed in Saybolt Universal Seconds (SUS) at either 37.70 Celsius (= 1000 F) or 98.80 Celsius (= 2100 F), such as 200 SUS @ 37.70 Celsius or 45 SUS @ 98.80 Celsius. The metric system expresses viscosity in centistokes (cSt) or in SI units (mm2/s) at Celsius temperature. The exception in the measurement of oil viscosity is at low temperatures. In this case, a ‘Cold Crank Simulator’ (CCS) is used to determine the viscosity which is usually reported in centipoises at -10 to -350 Celsius.
Viscosity Index
All lubricants change viscosity with temperature change. Lubricants become thinner as temperature increases and thicker as temperature decreases. Oil that was 100 cSt @ 40 Celsius will have a lower viscosity at 100 Celsius and even lower viscosity again at 150 Celsius. Different types of oil results in this viscosity change at varying temperatures. This rate of change is referred to as the Viscosity Index. In short, the oil is said to be of a certain ‘VI’. The Viscosity Index scale is an entirely arbitrary one. By measuring the amount of VI change from 40 Celsius to 100 Celsius, an oil’s VI is determined. When the scale was established, the very best oil (the one that changed the least) was assigned a viscosity index value of 100. While the oil that changed the most was given the value of 0. It was thought that all other oils would fall between these two limits. However today with improved refining techniques and ‘VI Improver’ chemistry it is now possible to make oils considerably above 100 VI. It is worth nothing that, the viscosity index of base oil is directly related to the type of crude oil and the refining methods used. In general, the lower VI base oils will be from 15 to 30 VI, intermediate VI base oils from 30 to 85; and high VI base oils from 85 to 100 VI.
The TBN is the Total Base Number of a lubricant.
WHAT IS POUR POINT AND FLASH POINT
I) Pour point is the lowest temperature at which the oil will pour. This is very important for engine oils and other lubricants operating at low and extremely low temperatures. The pour point is directly related to the type of crude used and it’s wax content.
II) The flash point is the temperature at which approximately 70ml of oil will “flash” when exposed to an open flame. This can be anywhere from 1320C to 3270C. This is usually an indicator to the volatility of the oil and is a very important factor in engine oils and their consumption rate.
SAE 20W50 SM MEANS??
This is the right way to describe any specific automotive lubricant product. SAE and API both indicate that the chemical and physical properties are defined by standards set by the Society of Automotive Engineers and the American Petroleum Institute. So basically the product in question is the 20w/50 with standards set by the SAE and the grade is SM with standards set by the API. The first part ‘20w’ indicates that this lubricant has the viscosity range of SAE 20 in winter conditions, and the second part ‘50’ indicates that the lubricant has the viscosity range of SAE 50 in 100 degrees Celsius. The ‘W’ simply stands for winter and it’s placed after the first number to indicate that the first number is the one for the winter conditions.
WHAT IS API GRADING
Any API grade that starts with the letter S signifies that the lubricant is for gasoline engines and any API grade that starts with the letter C signifies that the lubricant is for diesel engines. With every new updated API grade, the second letter of the API grade descends a letter in most cases. For example: In gasoline engine vehicles, the grade SG was introduced in 1989. SH was then introduced 1993. SJ in 1996, SL in 2001 and SM in 2004. The latest grade is the SN grade that has been introduced in 2010. In diesel engine vehicles, the grade CD was introduced in 1955. CE was then introduced 1984. CF4 in 1990, CF and CF2 in 1994, CH4 in 1998. The latest grade is the CK4 grade that has been introduced in 2017.
DIFFERENT API GRADES
Gasoline Engines
The current and previous API Service Categories are listed here. Vehicle owners should refer to their owner’s manuals before consulting these charts. Oils may have more than one performance level. For automotive gasoline engines, the latest API Service Category includes the performance properties of each earlier category and can be used to service older engines where earlier category oils were recommended.
1.SN:Introduced in October 2010, designed to provide improved high temperature deposit protection for pistons, more stringent sludge control, and seal compatibility. API SN with Resource Conserving matches ILSAC GF-5 by combining API SN performance with improved fuel economy, turbocharger protection, emission control system compatibility, and protection of engines operating on ethanol-containing fuels up to E85.
2. SM:For 2010 and older automotive engines.
3. SL:For 2004 and older automotive engines.
4. SJ:For 2001 and older automotive engines.
Diesel Engines
(Follow your vehicle manufacturer’s recommendations on oil performance levels)
1. CK4: PI Service Category CK-4 describes oils for use in high-speed four-stroke cycle diesel engines designed to meet 2017 model year on-highway and Tier 4 non-road exhaust emission standards as well as for previous model year diesel engines. These oils are formulated for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or oil drain interval. These oils are especially effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are used. API CK-4 oils are designed to provide enhanced protection against oil oxidation, viscosity loss due to shear, and oil aeration as well as protection against catalyst poisoning, particulate filter blocking, engine wear, piston deposits, degradation of low- and high-temperature properties, and soot-related viscosity increase. API CK-4 oils exceed the performance criteria of API CJ-4, CI-4 with CI-4 PLUS, CI-4, and CH-4 and can effectively lubricate engines calling for those API Service Categories. When using CK-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval recommendations.
2.CJ4:For high-speed four-stroke cycle diesel engines designed to meet 2010 model year on-highway and Tier 4 non-road exhaust emission standards as well as for previous model year diesel engines. These oils are formulated for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or drain interval. API CJ-4 oils exceed the performance criteria of API CI-4 with CI-4 PLUS, CI-4, CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories. When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval.3. CI4:Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004 exhaust emission standards implemented in 2002. CI-4 oils are formulated to sustain engine durability where exhaust gas recirculation (EGR) is used and are intended for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils. Some CI-4 oils may also qualify for the CI-4 PLUS designation.
3. CI4:Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004 exhaust emission standards implemented in 2002. CI-4 oils are formulated to sustain engine durability where exhaust gas recirculation (EGR) is used and are intended for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils. Some CI-4 oils may also qualify for the CI-4 PLUS designation.
4.CH4:Introduced in 1998. For high-speed, four-stroke engines designed to meet 1998 exhaust emission standards. CH-4 oils are specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, and CG-4 oils.
WHAT IS SYNTHETIC OIL?
Synthetic oil is a lubricant consisting of chemical compounds that are artificially made. Synthetic lubricants can be manufactured using chemically modified petroleum components rather than refined crude oil. They can also be synthesized from other raw materials. Synthetic oils are a blend of fluids and additives that accentuate certain properties (anti-wear, anti-pollution, anti-corrosion) and are appropriate for the most demanding high-performance engines in extreme conditions (high temperatures, high pressures for example).
WHAT IS SEMI SYNTHETIC OIL?
These are oils that have synthetic oil mixed with regular mineral oil. In some cases it’s split equally 50%-50% and in other cases it’s not. Semi-synthetic oils are formulated to provide protection for heavier loads and high temperatures. They are less expensive than fully synthetic oils.
RECYCLED OIL!!!!!!!! ...
Recycled oil is used oil that has been run through a process of filtration that removes particulate and insoluble impurities. Although filtration removes physical impurities in the form of particulate matter from the oil, it does not remove chemical impurities and contaminants. This allows the oil to be reused in the form of fuel or as lubrication in non-critical systems. Reconditioned oil is a subset of recycled oil that is produced by mixing recycled oil with key additives to prolong the oil’s usage. Reconditioned oil is generally one-time-use and is not high enough in purity to be used in cars or trucks.
REFINED OIL!!!!!!!!...
Re-refined oil is recycled oil that goes through extensive processing, filtration, distillation and dehydration to remove both soluble and insoluble contaminants. With re-refined oils, additives are removed through chemical processing, which creates an additive-less base oil that can then be distilled to remove any remaining water or additional impurities. A dehydrating process removes residual light fuel and ethylene glycol while a vacuum distillation step removes the fraction of oil suitable for reuse as a lubricating oil. This fraction of oil undergoes hydrotreating that further removes remaining polymers and chemicals. From here the oil is fractionated into grades: light viscosity, low viscosity and high viscosity which each have different applications. The re-refined base oils (RRBL) are then blended with additives to produce finished products with optimal detergent and anti-friction capabilities. Re-refined oil must be qualified by the American Petroleum Institute (API) to maintain the same base oil ratings as virgin oils. Unfortunately there aren’t many refineries in the Middle East that can re-refine used oils to an acceptable standard. Most of the refineries in the region produce very low grade recycled oil that is not suitable for the environment or for the consumer.
HOW TO KNOW VIRGIN OIL
Appearance: Virgin oil should be clear and consistent in nature.
Smell: Recycled oil tends to have a strong smell of either sulfur or perfume. The sulfur is generally present in most recycled products and the perfume is usually used to disguise the smell of sulfur. Virgin oils shouldn’t have any smell of sulfur or perfume.
Color: Usually virgin base oils are very light in color while recycled base oils are dark in color. This is not always the case though.
Precipitations: Virgin oils will not have any residue at the bottom of the bottle while recycled oils can have some residue at the bottom of the bottle.
How to Determine the Quality of a Lubricant Additive
"How do you check the quality of a lubricant additive? Which parameters are most important?"
There are many tests that can help determine the quality of a lubricant additive. The importance of the parameters is prioritized by the specific role that the lubricant will fill. One thing to remember is that lubricant performance is not solely governed by additives. The base oil also plays a major part.
Following are some of the most critical parameters, along with the standardized testing methods, in no particular order:
1. Viscometrics – ASTM D445 (or Modified)
This test method specifies a procedure for the determination of the kinematic viscosity of liquid petroleum products, both transparent and opaque, by measuring the time for a volume of liquid to flow under gravity through a calibrated glass capillary viscometer. The dynamic viscosity can be obtained by multiplying the kinematic viscosity by the density of the liquid.
2. Wear and Friction Control – ASTM D5182 or D4998
This test method evaluates gear-tooth face scuffing resistance of fluids using A-profile gears. The rig is operated at 1,450 rpm up to 12 progressive load stages at 15-minute intervals. Gear teeth are inspected after each load stage for scuffing. In addition to a visual evaluation of gear-tooth condition, gear weight loss is measured.
3. Oxidation Resistance — ASTM D943
This test method is widely used for specification purposes and is considered valuable in estimating the oxidation stability of lubricants, especially those that are prone to water contamination. However, it should be recognized that the correlation between the results of this method and the oxidation stability of a lubricant in field service may vary markedly with field service conditions and with various lubricants. The precision statement for this method was based on steam turbine oils.
4. Dispersancy — ASTM D1401
This test method provides a guide for determining the water separation characteristics of oils subject to water contamination and turbulence. Dispersancy is used for specification of new oils and monitoring of in-service oils.
5. Base Number — ASTM D2896
New and used petroleum products can contain basic constituents that are present as additives. The relative amounts of these materials can be determined by titration with acids. The base number is a measure of the amount of basic substance in the oil, always under the test conditions. It is sometimes used as a measure of lubricant degradation in service. However, any condemning limits must be empirically established.
6. Detergency – ASTM D4951-09
Additive packages are blends of individual additives that can act as detergents, antioxidants, anti-wear agents and so forth. Many additives contain one or more elements covered by this test method. Additive package specifications are based in part on elemental composition. Lubricating oils are typically blends of additive packages, and their specifications are also based in part on elemental composition. This test method can be used to determine if additive packages and unused lubricating oils meet specifications with respect to elemental composition. Specifically looking at detergents would require investigation of calcium, phosphorous, magnesium, barium, etc.
7. Demulsibility – ASTM D2711
This test provides a guide for determining the demulsibility characteristic of lubricating oils that are prone to water contamination and may encounter the turbulence of pumping and circulation, which is capable of producing water-in-oil emulsions.
8. Corrosion Resistance – ASTM D665
In many instances, such as in steam turbine gears, water can become mixed with the lubricant, and rusting of ferrous parts can occur. This test indicates how well inhibited mineral oils aid in preventing this type of rusting. The method is also used for testing hydraulic and circulating oils, including heavier-than-water fluids, as well as for the specification of new oils and monitoring of in-service oils.
9. Pour Point – ASTM D97
The pour point of a liquid is the lowest temperature at which it becomes semi-solid and loses its flow characteristics.