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Common Myths and Science of Oil
We understand lubricant engineering and design is out of reach for normal people. People in the market are more likely to be influenced by marketing materials from oil manufacturers, market players are likely to mislead consumers by exaggerating specific parameters by comparing to specific players. ProPioneer Engineering is happy to explain in terms of science and engineering point of view of a lubricant designer. Let's understand common oil parameters.
Understanding Science of Engine Oil
PPE Extreme oil only contains Group IV, V base stock, and additives, its a true fully synthetic engine oil.
SAE - J300 2015 Revision, Engine Oil Viscosity Classification
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For 40 HTHS 3.5 minimum for 0W, 5W and 10W. For 15W-40 requires 3.7 or over
Kinematic Viscosity CST (ASTM D445) - Viscosity of oil in centistokes, the higher number the thicker of the oil. This number usually is given at a specific temperature, 40 degrees or 100 degrees celsius.
Viscosity Index (ASTM D2270) - A simple number for measurement of resistance to oil viscosity change against temperature between 40 to 100 degrees. The higher the number, the trend of getting "thin" in 100 degrees is less. It can view the stability of viscosity due to temperature rise. But this number only reflects from 40 to 100 degrees. Since most of the viscosity change due to temperature is not quite linear, this number is no good idea to measure oil stability.
CCS. mPa. S (ASTM D5293) - Cold Cranking Simulation, measurement of cold temperature oil drag. This number is given in a certain temperature condition. For 5W, it's measured at -30 degrees, 10W in -25 degrees celsius. The higher the number, the higher in oil drag. When this number becomes too high, say exceed 6600 at -30 degrees, then it's classified as a higher temperature winter-grade 10W not 5W.
Flash Point (ASTM D92) - Measurement of resistance of fire of the oil given in degrees centigrade. Higher viscosity oil tends to have a higher number. Synthetic oil usually has a flashpoint of above 230 degrees. This number can be a simple hint to tell the proportion of synthetic components in oil.
Pour Point (ASTM D97) - Measurement of the lowest temperature of the oil is pourable (not freezing point). The lower the temperature, it's likely the oil works better at low temperatures. However, the resistance of oil is given by CCS number which is a much more accurate measurement then pour point. This number exists is because of historical reasons and more than actual usefulness.
Noack Volatility % weight loss (ASTM D5800) - Measurement of evaporation loss in mass percentage when oil is tested under 250 degrees for a certain time. It reflects the stability of the oil. The higher the number, the worse the behavior of oil. You may find most of the manufacturers of oil don't publish this number. This number can easily tell the composition and quality of synthetics of oil and is in terms of the actual "cost and value" of the oil. The lower the number, the better resistance to oil evaporation loss, also the higher concentration of stable components. API sets a limit of 15%, ACEA limit at 13%. Numbers such as 14.9% can be still classified as API SN quality level, however, it reflects the oil designer mindset is trying to make the cheapest oil that satisfies such requirement.
High Temperature High Shear - HTHS (ASTM D5481) - A test that reflects the shear strength of oil film under high temperature. Its a very important parameter once high temperature and performance application is considered. Heavier weight oil with higher viscosity base stock tends to have a higher number.
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Myths of Engine Oil
Synthetic Oil Cause Oil Leak?
Esters in synthetic oil have a much better detergent then any mineral oils, it acts as a sludge solvent, softens oil seals, etc. For old car engines that have cracked oil seals, leaks might have been sealed by sludges (oxidized oil). When using synthetic oil, these sludges are likely to be washed away and causing leakage. New cars are less likely will suffer from such issues.
Excessive Oil Loss
Due to cracked oil seals can no longer rely on sludge for sealing, cracked oil seals in the camshaft cover causes internal oil leak to combustion chambers which is difficult to be noticed by sight from the outside. Replace those seals to cure engine oil loss/leaks.
High Total Base Number (TBN) is good?
Many engine oil manufacturers try to market high TBN as an advantage of engine oil. The excessive base (opposite of acidic) is only useful when oil anti-oxidation is gone or finished. A properly designed lubricant doesn't use TBN to provide anti-oxidation. TBN's idea is the measurement of base substance (opposite to acidic) from oil, in theory, it can be used to neutralize acidic substances. High TBN has a side effect of high SAPS and can damage your catalytic converters.
Is Group III oil synthetic oil? If not, why is it called synthetic oil?
There exists a famous lawsuit between two giant oil companies, one of it sue the other illegally market group III base stock oil as "synthetic" oil, however, the case is lost, and group III oil is now legal to market as synthetic oil, even technically it's from mineral oil and is not "man-made". Synthetic means not natural, man-made, which is technically applicable to group IV (PAO) and group V (Esters).
Does a high Viscosity Index mean good oil?
The definition and classification of viscosity index (VI) for engine oil is the measurement of the viscosity change from 40 degrees to 100 degrees Celcius. Synthetic oil usually has a higher VI which means for a more stable viscosity due to temperature change. However, this number can only tell the oil behavior from between 40 to 100 degrees. It doesn't reflect any HTHS or behavior that's above 100 degrees which is more crucial in realistic performance. Modern group III oil has high VI close to PAO (Group IV). This message is being told by group III oil/base stock manufacturers to promote their group III "synthetic" products.
Why Heavy Weight Oil is not always good for high temperatures?
High viscosity means oil is more difficult to flow. When the oil is difficult to flow, it will have a problem with heat dissipation or slower flow rate through oil channels and oil coolers. Engine designers assume a higher flow rate at high temperature, which is a natural behavior of any oil. A high flow rate gets more heat out of hot engines. If oil doesn't flow as good as expected, overheating is likely to happen. Engine components strength or metal parts strength decreases as temperature rise, in this case, things are expected to break easily and problems will raise in other areas, such as oil seals, soften bearings, lowered tensile strength of metal parts, speed up oxidation, expect shortened lifetime for parts and engine oil.
Oil Shortage and Pump Failures
The engine oil pump is designed to work in a certain speed range with a certain viscosity range. This involves complex fluid mechanics theories to explain in deep. In short, an oil pump will fail to pump oil when it spins too fast in a "too thick" solution. That means too thick/heavy oil in high engine speeds (or high RPM in a sense). OEM engine oil pumps, they are usually designed to work on a certain range. For example, if the factory recommended oil is 30 weight, then it should also work at 40 weight, but less likely will work at 50 weight. It's not uncommon to see modern engine failures with 40 oil in engines that are designed to run 20 weight.
HTHS - The Key for HOT Applications
With an unmodified engine oil pump, to get maximum protection (oil film strength under high temperature), the HTHS which is added by SAE during the early 1970s reflects the most critical parameter for high-performance oil. Well designed modern synthetic oil should have a sufficiently high HTHS together with good low-temperature performance (5W, 10W). Some manufacturers don't disclose the HTHS value of their product, in this case, if the choice is limited, choose a high-temperature oil (such as 15W, 20W, or 25W) not higher weight oil. By natural, oil flows better in low temperatures tends to have a lower shear strength at high temperatures. If your application is high temperature specific, oil viscosity and behavior in 100 degrees or lower becomes not important in your application.
A Note to Direct Injection Engine Users
Modern engines tend to use direct injection systems, which tend to build up carbon deposits around their intake ports. The reason this happens is that fuel injection happens inside the combustion chamber, whereas traditional external injectors spray fuel around the intake ports and wash away oil/carbon deposits from the intake ports and intake valves from behind. The source of those carbon deposits is from the circulation of evaporated oil from crankcase breathing. OEM oil catch tanks may catch some oil moisture but not all. An important parameter "Noack Volatility" reflects the ease of evaporation of oil. Mineral oil, especially group III oil has a high evaporation behavior. Most of the oil manufacturers does not publish this number whereas this number directly explains the quality of an oil. Group IV and V base stock has low evaporation properties as low as 2-3%. While API specifies 15% as an upper limit, which is designed to be met by most mineral oils. If evaporation is your concern, and this number is not available with limited choice, choose high-temperature oil such as 15W, 20W and 25W. By natural (mineral base stock), higher winter grades oil tends to have lower evaporation behavior.
This article is not intended for use as an engineering reference for oil designers or any technical guidelines nor application guidelines for critical application. Its intend to explain the theory and scientific behavior of oil, provides an understanding of common marketing messages and myths .
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