Browse Topic: Synthetic lubricants

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AIR120425-1AIR120425-1 (Current)12/4/2025
AIR120425-1
A-10 Aircraft Oxygen Equipment Committee
Verifying large alternate product code for an AIR document - AIR112425-1AIR1124250000000000000000/NEW1--1 (Current)11/24/2025
Verifying large alternate product code for an AIR document
A-10 Aircraft Oxygen Equipment Committee
Test Slabs, Acrylonitrile Butadiene (NBR-L) Low Acrylonitrile, 65 - 75AMS3217/2D (Current)3/4/2020
This specification covers a standard acrylonitrile butadiene (NBR-L) rubber stock with low acrylonitrile content in the form of molded test slabs.
AMS CE Elastomers Committee
Low Friction and Low Viscosity Final Drive Oil2019-01-233612/19/2019
The new lubricant was newly developed for differential gear unit to contribute to all friction factors/conditions (Boundary, Hydrodynamic & those Mixed Lubrication) even if the differential gear is operating under very severe conditions such as high-gear-contact pressure and highly sliding speed. The main concept of development was selecting and formulating the optimized additives for severe lubrication conditions in order to achieve the best balance between thinner-film thickness and extreme pressure performance. In conclusion, by the application of both synthetic base oil instead of mineral one and activation technology of MoDTC in spite of ZnDTP free formulation, it is finally realized to reduce the torque of final drive unit by 40% and it can be estimated the 0.5% of CO2 reduction in actual vehicles.
Kubo, Tomoo, Akie, Naoto, Okamoto, Yuji, Okuda, Sachiko, Sagawa, Takumaru, Ariyama, Mona, Komatsubara, Hitoshi
Synthesizing Renewable Oils for Use in LubricantsTBMG-341384/1/2019
Industrial machinery, agricultural equipment, transportation vessels, and home applications depend on lubricants; however, they leave a heavy environmental footprint. Common lubricants, oils, greases, and emollients typically consist of mineral, or petroleum, base oils — often up to 90 percent by weight. These mineral base oils are highly volatile and tend to thicken quickly, which means that lubricants need to be replaced often, generating waste.
PACKING, PREFORMED – O-RING SEAL AMS7272AS3551 (Historical)8/23/2018
A-6C2 Seals Committee
Test Slabs, Fluoroelastomer (FKM) 65 - 75AMS3217/4C (Current)2/23/2017
This specification covers a standard fluoroelastomer (FKM) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Wheel Bearing Lubrication Development for Low Friction and Water Resistance2016-01-19609/18/2016
Recently, vehicle production volumes have been increasing, particularly in newly developing countries that often lack adequate infrastructure. These regions utilize many unimproved roads and frequently experience heavy rainfall, requiring robust product features. In contrast, developed countries, with well-maintained infrastructure, have emphasized protection of the environment, requiring automobile manufacturers to target reductions in carbon dioxide emissions. Hub unit bearings, which enable smooth wheel rotation, are mounted at the wheel center. The hub bearing is a critical part which supports the automotive body and requires high reliability. To make environmental progress, hub unit bearings have increasing requirements for low friction. NSK has developed effective grease technologies to meet the diverse requirements of hub unit bearings, such as high reliability and low friction under severe environmental conditions. Under wet operating conditions, the developed grease extended bearing life by using a unique composition of synthetic base oil with additives for water resistance which can separate water drops and form a thicker oxide film on the bearing raceways. At low speeds and heavy load conditions, the developed grease decreased friction torque via the base oil’s low viscosity-pressure coefficient. This paper reports the results of testing and observations completed for the developed grease.
Takayama, Yukihisa
Development of High Service Temperature Fluids2016-01-04844/5/2016
Silicone fluids are known to have high Viscosity Indices (VI), and high Oxidation Onset Temperatures (OOT). Silicone VI and OOT characteristics make these fluids appealing for use as lubricants in high temperature applications, and where lubricant longevity is desired. Despite thermal and oxidative benefits, silicones lubricants have a reputation as being poor lubricants in metal-to-metal applications, and are typically only selected for use in plastic applications. Most industrial knowledge about silicone lubricants is based on characteristics of PolyDiMethyl Siloxanes (PDMS), in which case, lubricity limitations do exists. However, there are other silicone based lubricating fluid technologies, that have been commercially available for decades, that far exceed known lubricity performance of PDMS, and in some ways can rival traditional synthetic hydrocarbon. Phenyl-Methyl Silicones (PMS), Fluoro Silicones (FS), and Alkyl-Methyl Silicones (AMS) can offer great performance, at high temperatures, due to the high VI and OOT, for which silicones are known, and their molecular structures enable improved lubricity as compared to PDMS, giving these unique silicones combinatory benefits of thermal and oxidative stability, and lubricity even in metal-to-metal applications. This paper will discuss and compare different silicone-based fluids, as well as some comparison to polyalphaolefins, perfluoropolyethers, and other common synthetic lubricant technologies. Basic molecular structures will be reviewed, and comparative test data will be shared including SRV (Schwingungs-Reibungs und Verschleisstest) data, 4-Ball wear scar data, Viscosity Index, and Differential Scanning Calorimetry (DSC),. Following data sharing, a few potential high temperature applications ideas will be presented.
Chichester, Chad W.
Test Slabs, Chloroprene (CR) 70 - 80AMS3217/3C (Historical)8/6/2015
This specification covers a standard chloroprene (CR) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Development of a Novel Ultrasonic Viscometer for Real Time and In-Situ Applications in Engines2015-01-06794/14/2015
A novel ultrasonic viscometer for in-situ applications in engine components is presented. The viscosity measurement is performed by shearing the solid-oil contact interface by means of shear ultrasonic waves. Previous approaches to ultrasonically measure the viscosity suffer from poor accuracy owing to the acoustic miss-match between metal component and lubricant [1]. The method described overcomes this limitation by placing an intermediate matching layer between the metal and lubricant. Results are in excellent agreement with the ones obtained with the conventional viscometers when testing Newtonian fluids. This study also highlights that when complex mixtures are tested the viscosity measurement is frequency dependent. At high ultrasonic frequencies, e.g. 10 MHz, it is possible to isolate the viscosity of the base, while to obtain the viscosity of the mixture it is necessary to choose a lower operative frequency, e.g. 100 kHz, to match the fluid particle relaxation time.
Schirru, Michele Maria, Sutton, Mike, Dwyer-Joyce, Rob, Smith, Oliver, Mills, Robin
Squids Inspire Printable ThermoplasticsTBMG-2123312/17/2014
A team of engineers at Penn State, University Park, PA, is using squid to create an eco-friendly thermoplastic that can be used in 3D printing. Most plastics are made from fossil fuel sources or from synthetic oils. Thermoplastics can melt, be formed, and then solidify without degrading materials properties. The squid thermoplastic can be fabricated either as a thermoplastic, heated and extruded or molded, or be dissolved in a simple solvent and used in film casting. The researchers say that it can also be used in 3D printers to create complicated geometric structures.
The Effect of Engine Oil on Particulate Matter, Emissions and Fuel Economy in Gasoline and Diesel Vehicle2014-01-283710/13/2014
This study focused on the effect of engine oils on regulated emissions, particulates and fuel economy. Three engine oils of the same SAE grade (synthetic oil with poly alpha olefins (PAOs), Group III base oil, and Group III genuine oil with additive package) were used in one gasoline and one diesel vehicle. A GDI (Gasoline Direct Injection) vehicle and a diesel vehicle without DPF (Diesel Particulate Filter) were selected because those vehicles obviously emit more particulates than port-injection gasoline vehicles and diesel vehicles with DPF. A combined mode consisting of the US EPA emission test cycles FTP-75 and HWFET was used for these tests. HORIBA and PIERBURG gas analyzers were used to measure regulated emissions and fuel economy, respectively. Unregulated emissions and particulates were analyzed by FTIR and PPM-S, respectively. Samples (300 ml) of test engine oil were taken periodically just after each test, and the colors of the sampled oil compared. The color of the engine oil samples became dark due to contamination. For the diesel vehicle, in particular, the sample color changed rapidly. The properties and components of engine oil comparing new and used one were almost same. Neither emissions nor fuel economy were seriously affected by engine-oil type in either type of vehicle. The number of particulates (PN) was similar with different engine oils, in both types of vehicle. The weight of the PAO particulate matter from the gasoline vehicle with synthetic oil was greater than that produced by other engine oils. The shapes of the particles from GDI and diesel vehicles were similar for all three types of engine oil, based on examination with a scanning electron microscope.
Jang, Jinyoung, Lee, Young-Jae, Kwon, Ohseok, Lee, Minseob, Kim, Jeonghwan
Test Slabs, High Strength, Fluorosilicone (FVMQ) 55 - 65AMS3217/7A (Historical)9/5/2014
This specification covers a high strength fluorosilicone (FVMQ) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Perfluoroether ElastomerAMS7254B (Current)5/7/2014
This specification covers a perfluoroether elastomer in the form of molded rings.
AMS CE Elastomers Committee
Lubricant Induced Pre-Ignition in an Optical SI Engine2014-01-12224/1/2014
This work was concerned with study of lubricant introduced directly into the combustion chamber and its effect on pre-ignition and combustion in an optically accessed single-cylinder spark ignition engine. The research engine had been designed to incorporate full bore overhead optical access capable of withstanding peak in-cylinder pressures of up to 150bar. An experiment was designed where a fully formulated synthetic lubricant was deliberately introduced through a specially modified direct fuel injector to target the exhaust area of the bore. Optical imaging was performed via natural light emission, with the events recorded at 6000 frames per second. Two port injected fuels were evaluated including a baseline commercial grade gasoline and low octane gasoline/n-heptane blend. The images revealed the location of deflagration sites consistently initiating from the lubricant itself. With the high octane fuel (and the limited load adopted for safe optical work) lubricant induced pre-ignition was observed, but without knock. This pre-ignition was repeatedly the result of the lubricant deliberately introduced earlier on in the same cycle. With the lower octane fuel, the previously well reported “on-off” knocking nature of pre-ignited knocking combustion was observed during a sequence of cycles following a single injection of lubricant. In addition it was sometimes apparent that cycles with knock would result in oil subsequently being ejected from the piston top land area during the power stroke.
Dingle, Simon F., Cairns, Alasdair, Zhao, Hua, Williams, John, Williams, Oliver, Ali, Rana
Rings, Sealing, Tetrafluoroethylene/Propylene Rubber (FEPM) Hydraulic Fluid and Synthetic Oil Resistant 70 to 80AMS7255D (Current)3/31/2014
This specification covers a tetrafluoroethylene/propylene rubber (FEPM) in the form of molded rings.
AMS CE Elastomers Committee
Rings, Sealing, Tetrafluoroethylene/Propylene Rubber (FEPM) Hydraulic Fluid and Synthetic Oil Resistant 85 to 95AMS7256B (Current)3/23/2014
This specification covers a tetrafluoroethylene/propylene rubber (FEPM) in the form of molded rings.
AMS CE Elastomers Committee
Test Slabs, Acrylonitrile Butadiene (NBR-H) Medium-High Acrylonitrile, 65 - 75AMS3217/1B (Historical)9/16/2013
This specification covers a standard acrylonitrile butadiene (NBR-H) rubber stock with medium-high acrylonitrile content in the form of molded test slabs.
AMS CE Elastomers Committee
Specification for Aero and Aero-Derived Gas Turbine Engine LubricantsAS5780B (Historical)2/24/2013
This specification defines basic physical, chemical, and performance limits for 5 cSt grades of gas turbine engine lubricating oils used in aero and aero-derived marine and industrial applications, along with standard test methods and requirements for laboratories performing them. It also defines the quality control requirements to assure batch conformance and materials traceability, and the procedures to manage and communicate changes in oil formulation and brand. This specification invokes the Performance Review Institute (PRI) product qualification process. Requests for submittal information may be made to the PRI at the address in Appendix C, referencing this specification. Products qualified to this specification are listed on a Qualified Products List (QPL) managed by the PRI. Additional tests and evaluations may be required by individual equipment builders before an oil is approved for use in their equipment. Approval and/or certification for use of a specific gas turbine oil in aero and aero-derived marine and industrial applications is the responsibility of the individual equipment builders and/or governmental authorities and is not implied by compliance with or qualification to this specification.
E-34 Propulsion Lubricants Committee
Grease, Plug Valve, Gasoline and Oil Resistant, NATO Code Number G-363, MetricAMSG6032A (Current)8/10/2012
This specification covers the requirements for two types of gasoline and oil resistant grease for lubrication of tapered plug valves, gaskets, and for other applications in fuel and oil systems. The type I grease is identified by NATO symbol G-363 (see 6.4).
AMS M Aerospace Greases Committee
Test Slabs, Fluoroelastomer (FKM), 70-80 Hardness, for Improved Gas Turbine Engine Oil CompatibilityAMS3217/8 (Historical)5/2/2012
This specification covers a fluorocarbon elastomer as designated by ASTM D 1418 FKM Type 3 rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Test Slabs, Acrylonitrile Butadiene (NBR-L) Low Acrylonitrile, 65 - 75AMS3217/2C (Historical)4/27/2012
This specification covers a standard acrylonitrile butadiene (NBR-L) rubber stock with low acrylonitrile content in the form of molded test slabs.
AMS CE Elastomers Committee
Cartridges, Grease, 14 Ounce (for Cartridge-Type Grease Gun)AMSC22587A (Current)2/3/2012
This specification covers 14 ounce capacity grease cartridges. They are designed for use with cartridge-type grease guns conforming to MIL-G-3859.
AMS M Aerospace Greases Committee
The Effect of Engine, Axle and Transmission Lubricant, and Operating Conditions on Heavy Duty Diesel Fuel Economy: Part 2: Predictions2011-01-21308/30/2011
A predictive model for estimating the fuel saving of “top tier” engine, axle and transmission lubricants (compared to “mainstream” lubricants), in a heavy duty truck, operating on a realistic driving cycle, is described. Simulations have been performed for different truck weights (10, 20 and 40 tonnes) and it was found that the model predicts percentage fuel economy benefits that are of a similar magnitude to those measured in well controlled field trials1. The model predicts the percentage fuel saving from the engine oil should decrease as the vehicle load increases (which is in agreement with field trial results). The percentage fuel saving from the axle and gearbox oils initially decreases with load and then stays more or less constant. This behaviour is due to the detailed way in which axle and gearbox efficiency varies with speed/load and lubricant type. A customer that uses fuel economy engine, axle and gearbox lubricants will achieve higher fuel savings compared to a customer that just uses a fuel economy engine oil. Predicted fuel savings amount to just over 0.6 kg/hour for a 40 tonne truck. This estimate is for an SAE 5W-30 synthetic engine oil (compared to a mineral based SAE 15W-40), a synthetic SAE 75-80 gearbox oil (compared to a mineral SAE 80W gearbox oil) and a synthetic SAE 75W-90 axle oil (compared to a mineral SAE 90). This equates to a percentage fuel consumption saving of approximately 2.3%. Larger savings are predicted if lower viscosity engine lubricants were to be used (and example calculations have been performed for an SAE 0W-20 engine oil).
Taylor, Robert, Selby, K., Herrera, R., Green, D. A.
Test Slabs, Fluoroelastomer (FKM) 65 - 75AMS3217/4B (Historical)6/7/2011
This specification covers a standard fluoroelastomer (FKM) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Use of the Rancimat ® Method for the Control of the Oils Motor Vehicles Quality2010-36-054810/17/2010
Synthetic, semi-synthetic and mineral vehicular oils used in gasoline/alcohol/VNG engine were evaluated by Rancimat® method. The experiment consisted in submitting 3 g of different virgin (off the self) motor oils samples to a temperature of 110°C and 10 L/h air flow. The oils are chosen and classified as multiviscous brands and recognized by their trademarks: Lubrax (Petrobras) and Mobil (Esso). The conductivity curves show the oxidative evolution as a function of time for the different oils. The synthetic, as well as, the mineral motor oil shows almost the same profile, where the conductivity curve differential is about 0.55 μS/cm₂h. However, once one start measuring up to 10.8 days, the mineral oil presents an oxidation meaning values 1.4 μS/cm₂ higher than any synthetic oil.
Pepe, I. M., Silva Brasil, C. S., Brito Pereira, P. J., Ponte, V., Soares @sJr., L. C. S., D'Erasmo Fernando, J., Aragao, L. M.
PACKING, PREFORMED, "O" RING, SYNTHETIC LUBRICANT RESISTANTAS29561A (Historical)12/30/2009
A-6C2 Seals Committee
Determination of Used Crankcase Oil Condition by Capillary Electrophoresis Analysis of Extracted Organic Acids2009-01-268911/2/2009
Organic acid degradation products and other anions in engine oil were speciated by capillary electrophoresis (CE) and liquid chromatography-mass spectrometry (LCMS) with electrospray ionization. The sample preparation procedure involved selectively extracting the acids and other water soluble salts into 0.05M aqueous potassium hydroxide. Samples of engine-aged mineral oil and synthetic engine oil contained formic acid, acetic acid, and complex mixtures of fatty acid degradation products. CE analysis of formic acid, acetic acid and selected fatty acids is proposed as a new chemical analysis method for evaluating the condition of engine oil and for studying the effects of high temperature-high load (HTHL) oxidation. Because the overall pattern of CE peaks in the electropherogram changes with oil age or condition, CE-fingerprint (i.e., pattern recognition) techniques may also be useful for evaluating an aged oil's condition or remaining service life.
Olson, Keith L., Halalay, Ion C., Schneider, Eric W., Snider, Matthew J.
Vegetable Oil with Ester Base as a Two-Cycle SI Engine Lubricant2008-01-17186/23/2008
The work reported here was initiated in the attempt to develop a bio-based two-cycle SI engine lubricant as an alternative to commercially available mineral based synthetics. In the first phase of the project, it was discovered that straight soy based biodiesel at any volume ratio with gasoline had insufficient lubricity to prevent engine seizure. Mixtures of synthetic with biodiesel proved to have adequate lubricity. A two-cycle lubricant was then synthesized via a trans-esterification of canola oil with hydrogen peroxide and vinegar forming canola oil based biodiesel (COBB). COBB proved to have superior lubricity to synthetic lubricant. The superior lubricity of COBB is hypothesized to be due to a saturated solution of non-reacted canola oil in the biodiesel. This hypothesis was tested using mixtures of canola oil in a solution of phenyl acetate as a two-cycle SI engine lubricant. This resulting phenyl acetate/canola oil lubricant (PACO) outperforms synthetic lubricant in terms of lubricity, head temperature, increased engine RPM at full throttle, and engine longevity.
Mueller, Michael R., Collins, Benjamin, Colchin, Matthew, Cunningham, Patrick, Fulk, Michael, Hale, Douglas, Lawyer, Kristina, Whitaker, Chad, Wilson, Jeffrey T.
In-Situ Monitoring of Engine Oils through Electrical AC Impedance Measurements2007-01-409210/29/2007
The time dependence of the electrical properties for several fully formulated engine oils was tracked during engine dynamometer tests. The pattern for the resistivity indicates the existence of two types of processes (fast ion-depleting and slow ion-releasing) whose existence cannot be inferred through standard engine oil analysis. After these processes have subsided, the change in the resistivity correlates with the change in oil viscosity. We show that the peak value of the resistivity at early test times correlates with oil performance longevity as determined from conventional oil analysis parameters. In addition, the permittivity can provide an early warning of a dangerously low oil level. The significance of the results and their consequences for on-board monitoring of oil life through sensing technology based on electrical ac impedance measurements are discussed.
Halalay, Ion C., Schneider, Eric W.
Extended-Drain Field Testing of Group III-Based Lubricants in Heavy-Duty Transmissions and Axles2007-01-19877/23/2007
In North America, all of the major suppliers of Class 8, heavy-duty manual transmissions and axles offer extended equipment warranties for 1,200,000 kilometers of on-highway service. In order to obtain the extended warranty, the customer must use an OEM-approved lubricant. The initial drain interval of the extended-warranty lubricant is 800,000 kilometers. Each OEM requires the lubricant marketers to pass very demanding bench and field test specifications in order to gain official approval. This paper describes the development and field testing of three extended-warranty lubricants made with Group III base oils. One lubricant is specially designed for heavy-duty, non-synchromesh manual transmissions. Another lubricant is specially designed for heavy-duty, rear drive axles. The third lubricant is designed as a “one drum” fluid for both transmissions and axles. The bench and field test results show that these lubricants perform as well as the more commonly used Group IV PAO-based lubricants in extended-drain applications.
Zakarian, Jack A., Haire, Michael J.
TEST SLABS, HIGH STRENGTH, FLUOROSILICONE (FVMQ) 55 - 65AMS3217/7 (Historical)6/8/2007
This specification covers a high strength fluorosilicone (FVMQ) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Axle and Manual Transmission LubricantsJ308_200703 (Historical)3/22/2007
This SAE Information Report was prepared by the SAE Fuels and Lubricants Technical Committee for two purposes: (a) to assist the users of automotive equipment in the selection of axle1 and manual transmission lubricants for field use, and (b) to promote a uniform practice for use by marketers of lubricants and by equipment builders in identifying and recommending these lubricants by a service designation.
Fuels and Lubricants TC 3 Driveline and Chassis Lubrication
Physical and Chemical Properties of Engine OilsJ357_200611 (Historical)11/6/2006
This SAE Information Report reviews the various physical and chemical properties of engine oils and provides references to test methods and standards used to measure these properties. It also includes general references on the subject of engine oils, base stocks, and additives.
Fuels and Lubricants TC 1 Engine Lubrication
The Impact of Some Gear Lubricants on the Surface Durability of Rolling Element Bearings2006-01-03574/3/2006
The additive chemistry of some gear lubricants can have a major impact on the surface durability of rolling element bearings (1). Lubricant formulation has been slanted heavily toward protecting gear concentrated contacts from galling and wear. As such, much of the performance differentiation of lubricants has been dependent on highly accelerated, standardized laboratory tests related to gears. Methods have been proposed to evaluate and quantify a lubricant's performance characteristics as they relate to rolling element bearings (2). Results from several lubricant performance evaluations are presented. The implications of these findings suggest that the detrimental performance effects on rolling element bearings need further fundamental study by the lubricant industry.
Nixon, Harvey P.
Methods for Assessing the Bearing Surface Durability Performance of Lubricant Formulations2005-01-380810/24/2005
Lubricant formulations and lubricant additives have been demonstrated to have a major impact on the surface durability of rolling element bearings. However, there are very few standard tests used to assess the performance aspects of lubricants as they relate to bearing surface performance. Lubricant formulations have been slanted heavily toward protecting gear concentrated contacts from galling and wear. In addition, much of the performance differentiation of lubricants has been dependent on highly accelerated, standardized laboratory tests related to gears. Methods have been developed for properly evaluating a lubricant's performance characteristics as they relate to bearings. These methods are explained and the corresponding test results are reviewed, to show their effectiveness as lubricant performance evaluation tools. The implications of these findings provide direction and suggestions for ways to minimize or avoid potential detrimental performance effects of lubricant formulations on rolling element bearings.
Nixon, Harvey P.
Specification for Aero and Aero-Derived Gas Turbine Engine LubricantsAS5780A (Historical)10/14/2005
This specification defines basic physical, chemical, and performance limits for 5 cSt grades of gas turbine engine lubricating oils used in aero and aero-derived marine and industrial applications, along with standard test methods and requirements for laboratories performing them. It also defines the quality control requirements to assure batch conformance and materials traceability, and the procedures to manage and communicate changes in oil formulation and brand. This specification invokes the Performance Review Institute (PRI) product qualification process. Requests for submittal information may be made to the PRI at the address in Appendix C, referencing this specification. Products qualified to this specification are listed on a Qualified Products List (QPL) managed by the PRI. Additional tests and evaluations may be required by individual equipment builders before an oil is approved for use in their equipment. Approval and/or certification for use of a specific gas turbine oil in aero and aero-derived marine and industrial applications is the responsibility of the individual equipment builders and/or governmental authorities and is not implied by compliance with or qualification to this specification.
E-34 Propulsion Lubricants Committee
Continuing to advance technologyOFHJUN05_026/1/2005
With close to $1 billion spent on R&D in 2004 alone, Caterpillar is taking a lead role in the push to move the commercial-vehicle industry forward. Caterpillar, through keeping a close eye on industry trends and communicating with dealers and operators, has continually been able to introduce new technologies to address key issues facing the industry. At Cat's Tinaja Hills training facility near Tucson, AZ, where the company recently showcased some of its new technologies and 60 model introductions for 2005, Gerald L. Shaheen, Caterpillar Group President, and Bill Springer, Vice President for Caterpillar's Product Support Division, addressed where the industry is headed and how it has changed.
Monaghan, Matt
Development of New Manual Transmission Gear Oil for Fuel Economy2005-01-21825/11/2005
We developed a new Manual Transmission Gear Oil (MTF) named LV for improved fuel economy and CO2 reduction. MTF LV is a low viscosity fluid to reduce stir losses at lower temperatures. In general, low viscosity fluids can cause metal fatigue, wear and seizure. The MTF LV was designed to overcome these problems by maintaining the oil film thickness after it is deteriorated and improving the wear characteristics with additives. As a result, the MTF LV provides equal or better durability than the current MTF. In addition, it also has good performance at low temperatures, better shift feeling characteristics, and improved oxidation stability.
Yamamori, Kazuo, Saito, Koji, Yoneda, Tetsuzou
The Evaluation of the Fuel-Economy Performance of Low-Viscosity Drive-Train Lubricants and the Development of Oils with Improved Fatigue Life2004-01-302910/25/2004
In recent years, progress has been made in reducing the viscosities of manual transmission fluids (MTFs) and automatic transmission fluids (ATFs). Lower viscosities of MTFs and ATFs are expected to improve the fuel economy of automobiles by reducing the viscous resistance. Examples of low-viscosity ATFs already commercially available include Toyota Auto Fluid WS and ZF Friedrichshafen AG's ZNF 13014. This paper first reports methods for measuring the torque transmission efficiency in manual and automatic transmissions. We explain a simple rig test that we developed using an IAE gear test machine, and we describe oil temperature increase tests and torque measurement tests using actual transmissions and fuel economy tests using actual vehicles. Next, we describe the effects of lower viscosities on the torque transfer efficiency as measured with these measurement methods. Because lower viscosities are likely to worsen the wear resistance, extreme-pressure performance, and fatigue resistance of MTFs and ATFs, we studied the effect of the base oil composition and the molecular structure of PMA-based viscosity index improvers (VIIs) on the oil film thickness. We were able to determine by three methods that the film thickness of low viscosity lubricant could be made greater than that of conventional lubricant. The oil film was made thicker in the first method by increasing the molecular weight distribution of the base oil, in the second method by reducing the molecular weight of the PMA-based VIIs, and in the third method by changing the alkyl groups of the polymethacrylate-based (PMA-based) VIIs. The results of our study showed that our optimized lower-viscosity MTF, when evaluated in terms of its wear prevention, extreme-pressure properties, and fatigue prevention, has equal or better performance in each area in comparison with MTFs with conventional viscosities.
Ito, Masaaki, Kurosawa, Osamu, Matsuoka, Toru
Preliminary Evaluation of Octyldithiobenzoic Acid as an Antioxidant in Mineral and Synthetic Oils2004-01-305110/25/2004
Organic composition such as mineral oils and lubricating compositions are subject to deterioration by oxidation and in particular are subject to such deterioration at high temperatures in the presence of air. This deterioration often leads to buildup of insoluble deposits which can foul engine parts, deteriorate performance and increase maintenance. It is desirable that an effective inhibitor which can reduce deposit forming tendencies and improve antioxidation capacities, is employed in a lubricant oil. In our study, an oil-soluble additive octyldithiobenzoic acid compound derivative of thiosalicylic acid was synthesized. The antioxidation and deposit inhibition properties in mineral 150 SN, ester base or engine oils, were evaluated by differential scanning calorimetry (DSC), oxidation-corrosion tests, and modified micro-oxidation test respectively. In differential scanning calorimetry test, this additive can improve oxidation induction time and onset temperature of mineral oil or engine oil at high temperature, even better than commercial zinc dialkyldithiophospate (ZDDP) and dialkyldithiocarbamate derivative (BDDC) at same treat level. In the oxidation-corrosion test, in comparison to the ester oil, the additive showed a reduction in viscosity increase of about 73.7% at 0.5 wt.% concentration, an increase in the total acid number at 0.5 wt.% concentration of 41.5% less than those of the ester oil. Moreover, these results indicate that the additive shows good oxidative synergies with the arylamine antioxidant or synthetic oil FSPE. In the thin film micro-oxidation test, by means of measurement of deposit weight, the data shows that the additive can reduce deposit formed in base oil or engine oil significantly, and the behaviors of decrease in deposit weight were consistent with the result of the former two antioxidant tests.
Jianqiang, Hu, Xianyong, Wei, Lifang, Zhang, Zhimin, Zong, Xiaodong, Ouyang
Engine Oil Effects on Friction and Wear Using 2.2L Direct Injection Diesel Engine Components for Bench Testing Part 2: Tribology Bench Test Results and Surface Analyses2004-01-20056/8/2004
The effects of lubricating oil on friction and wear were investigated using light-duty 2.2L compression ignition direct injection (CIDI) engine components for bench testing. A matrix of test oils varying in viscosity, friction modifier level and chemistry, and base stock chemistry (mineral and synthetic) was investigated. Among all engine oils used for bench tests, the engine oil containing MoDTC friction modifier showed the lowest friction compared with the engine oils with organic friction modifier or the other engine oils without any friction modifier. Mineral-based engine oils of the same viscosity grade and oil formulation had slightly lower friction than synthetic-based engine oils. In the comparison of wear on cylinder bores lubricated with the same viscosity of lubricant, the lubricant containing the MoDTC friction modifier had the lowest wear depth, probably because of a wear-resistant reaction film formed by the reaction of sulfur from ZnDTP (Zinc Dialkyl Dithiophosphate) and MoDTC. The wear depth of the engine oil without any friction modifier was the highest among all lubricants tested. With MoDTC in the engine oil, the wear depths for all tested piston rings were lower than those operating in the absence of MoDTC. This might be caused by a synergistic wear-resistant film formation (both MoS2 and polyphosphates formed) on both cast iron bores and piston rings as evidenced by EDX and XPS surface analyses. Surface analyses were conducted to help understand the surface mechanisms responsible for friction reduction and the impact of engine materials and additives on wear.
Tung, Simon C., McMillan, Michael L., Hong, Gao, Bardasz, Ewa
Test Slabs, Acrylonitrile Butadiene (NBR-L) Low Acrylonitrile, 65 - 75AMS3217/2B (Historical)3/26/2004
This specification covers a standard acrylonitrile butadiene (NBR-L) rubber stock with low acrylonitrile content in the form of molded test slabs.
AMS CE Elastomers Committee
High Performance Ball Joint2003-01-366811/18/2003
In automobile steering and suspension systems, ball and socket joints are exposed to contaminants(water, sand salt, dirt and others) during their life span. Ball joints use a seal (also known as a boot, or dust cover) to prevent these contaminants from penetrating into its housing. Penetration by these contaminants will in most cases drastically reduce the useful life of a ball and socket joint. In order to avoid such a condition there have been several efforts made by ball and socket joint manufacturers aiming at improving the performance and reliability of seals (dust covers). This paper focuses on the development of a ball and socket joint capable of performing adequately after the dust cover has failed and permitted the penetration of contaminants into the interior of the housing. This has generated the development of a ball joint that displays the use of new design features and new materials. This paper also includes experimental tests results that compare the new ball joint design to the conventional design currently used.
Bordon, Walter, Zucchini, Marcus, Simião, Gustavo
RINGS, SEALING, TETRAFLUOROETHYLENE/PROPYLENE RUBBER (FEPM) Hydraulic Fluid and Synthetic Oil Resistant 85 to 95AMS7256A (Historical)11/17/2003
This specification covers a tetrafluoroethylene/propylene rubber (FEPM) in the form of molded rings.
AMS CE Elastomers Committee
RINGS, SEALING, TETRAFLUOROETHYLENE/PROPYLENE RUBBER (FEPM) Hydraulic Fluid and Synthetic Oil Resistant 70 to 80AMS7255C (Historical)11/17/2003
This specification covers a tetrafluoroethylene/propylene rubber (FEPM) in the form of molded rings.
AMS CE Elastomers Committee
Test Slabs, Chloroprene (CR) 65 - 75AMS3217/3B (Historical)11/17/2003
This specification covers a standard chloroprene (CR) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Test Slabs, Fluorosilicone (FVMQ) 55 - 65AMS3217/5B (Historical)11/17/2003
This specification covers a standard fluorosilicone (FVMQ) rubber stock in the form of molded test slabs.
AMS CE Elastomers Committee
Effect of Oil Drain Interval on Crankcase Lubricant Quality2003-01-195710/27/2003
The average oil change interval for passenger vehicles in the USA is gradually increasing, and is currently approaching 8,320 km (5,200 miles). This paper details the results of lubricant condition monitoring on samples taken from hundreds of vehicles at intervals ranging from 0 to 25,600 km (16,000 miles). The data indicate steady additive depletion by 4,800 to 9,600 km (3,000-6,000 miles), resulting in a concomitant decrease in measured oxidation resistance. Oxidation and nitration of the basestock was also found to be present at this point, resulting in a gradual increase in both kinematic and HTHS viscosity. As a result, it is predicted that excessively long drain intervals will produce a measurable increase in fuel consumption and associated CO2 emissions. Many owners' manuals recommend service intervals of 12,000 and 4,800 km (7,500 and 3,000 miles) under “normal” and “severe” service conditions, respectively. Overall, the data indicate that the majority of passenger vehicles operate under “severe” service conditions. This finding is confirmed by a survey of owners, many of which are unaware that “normal” service does not include stop and go traffic, short trips, etc. However, the data indicate that longer drain intervals are possible for lubricants formulated using synthetic basestocks.
Lacey, P.I., Gunsel, S., Ferner, M.D., Pozebanchuk, M., Alim, A
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