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Lubricant Viscosity Explained

Written by Charleen
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Lubricant Viscosity Explained

Ed Newman|

A lubricant’s viscosity and how it changes under different temperatures and operating conditions is one of the most important properties that determines lubricant performance and protection.

Viscosity can be viewed in two ways:

• Kinematic viscosity
• Dynamic (or absolute) viscosity

Kinematic viscosity is defined by the lubricant’s resistance to flow and shear due to gravity. To illustrate, imagine pouring two containers, one filled with water and the other with honey. Each fluid’s Kinematic viscosity governs the rate at which it flows. Since the Kinematic viscosity of water is lower, it flows faster. Kinematic viscosity, measured using ASTM D445 methodology, determines an SAE oil’s high-temperature viscosity grade (the “30” in 5W-30).

Dynamic viscosity, measured by the Cold Crank Simulator (CCS) test (ASTM D5293), is defined as the lubricant’s resistance to flow as indicated by its measured resistance, best thought of as the amount of energy required to move an object, such as a metal rod, through the fluid. It takes less energy to stir water compared to honey because the Dynamic viscosity of water is lower. Dynamic viscosity determines an oil’s low-temperature grade (the “5W” in 5W-30).

What does it mean to motorists? The lubricant’s viscosity at 40ºC and 100ºC is used to calculate its viscosity index (VI) – a measure of how much the viscosity of the fluid changes due to temperature. As we said, viscosity change due to temperatures and operating conditions influences performance. A lubricant that undergoes little viscosity change will generally perform better. A high VI indicates the fluid undergoes little viscosity change due to temperature fluctuations, while a low VI indicates a relatively large viscosity change.

Synthetic fluids generally have much higher viscosity index numbers compared to conventional fluids, meaning they provide improved protection to critical components over a wide range of temperatures. VI is normally reported on the oil’s product data sheet, like this one.

AMSOIL synthetic lubricants boast high VI numbers, meaning they’re more stable than competitive lubricants, so you can count on them to deliver outstanding protection.

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Stiction… What Is It?

Written by Charleen
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Stiction… What Is It?

Mark Nyholm|

By now you’ve inevitably seen this term in turbo diesel enthusiast magazines.  And if you own a Ford Powerstroke 6.0L diesel engine, then you likely have experienced it. Stiction… it’s a combination of two words. Static and Friction. What it really means is that there are two components touching each other and a specific force is required to get them to move relative to each other. Like your pen resting on your desk. It requires a certain amount of force to get your pen to slide across your desk.

Solving Stiction on Ford 6.0Stiction has been a marketing term in the turbo diesel market for about the past 6-8 years now with the issues that Ford has seen with their 6.0L diesel engine. It’s a HEUI motor that, unfortunately, Ford made a poor decision to crank up the fuel pressure while utilizing similar injectors to the 7.3L diesel and they just aren’t capable of handling the pressure. So what happens is the solenoid on the injector that controls when the injector fires wears and gets sloppy. That wear puts it into a binding condition and the injector control is lost. The net result is poor idle and throttle response.

So what have some savvy entrepreneurs done? They’ve come out with a product to improve on the situation. Unfortunately the problem is irreversible. You cannot replace wear with chemistry. So can it make it better for the short term? Yes. However it is truly short term and typically ends in injector replacement.

What is the magic chemistry in a small bottle that costs so much? It is a combination of detergent and friction modifier. The detergent goes in there and cleans up any deposits in the oil side of the injector to ensure the solenoid can fire as smooth as possible. The friction modifier goes in there and coats the two metallic components and provides a more slippery surface so that the increased clearance between the two of them results in less binding. Unfortunately this method doesn’t last that long and you have to either keep adding this special juice or just replace the injectors.

I’m sure if you are a 6.0L owner you are wondering what I could have done differently. Unfortunately, based on the design and pressures, I’m doubting whether there is a foolproof method to eliminate the problem. But there are ways to lessen the pain and improve on the longevity of those injectors.

First, you want to choose a high quality synthetic diesel engine oil, like AMSOIL, to ensure your injectors are staying clean and the oil is providing the best wear protection possible. Regular oil change intervals using a high quality oil filter is step two to this important process. And finally if you are trying to keep the oil side of the injector clean you better think about the nozzle of the injector and keeping that fuel flowing as Ford intended. Using a concentrated dose of diesel fuel additive, like AMSOIL Diesel Injector Clean, will help keep that injector flowing like new.

One more thing for northern climate enthusiasts to consider is engine oil viscosity. Since the HEUI injector uses engine oil to build fuel pressure it is very important to ensure the viscosity of the oil is suitable to promote development of proper fuel pressure. Take a look into your owner’s manual the next time you are in the garage. Your book will tell you that a 5W-40 or 15W-40 oil is recommended in most conditions, however if the temperature drops into the freezing range, Ford recommends you change to a 10W-30. No mystery why that is. The lower viscosity of the 10W-30 will flow more freely in cold temps and help develop fuel pressure much easier. Something to consider as you plan your oil changes throughout the year. Perhaps a viscosity change in the fall is the right answer for you. Whatever you choose to do, be confident that AMSOIL has a full line of high performance turbo diesel products for your truck. Take a closer look at http://www.amsoil.com/shop/by-equipment/diesel-motors/

Photo courtesy Diesel Power Magazine

Synthetic Warehouse note: The lower viscosity does so well for the Ford 6.0 that our #1 seller thanks for various diesel forums is our HDD 5W-30. Reduce the stress on your Ford 6.0 and call us or stop in for the 100% Synthetic Heavy Duty Diesel 5W-30 (Product Code HDD)

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Can I Use Diesel Oil in My Gas Engine?

Written by Ches Cain

Thoughts on using Diesel Oils in Gasoline Engines

It’s common for some owners of gasoline-powered vehicles to favor diesel oils over their gasoline counterparts.

An article from AMSOIL’s Blog by John Baker

The simple answer: Yes, provided the diesel oil meets the appropriate specifications and viscosity requirements of your engine. For example, if your gas engine calls for a motor oil that meets the API SN specification, you can safely use a diesel oil of the correct viscosity that meets the API SN spec. For the typical gasoline application, a diesel oil isn’t required and the more appropriate choice is a quality gasoline motor oil for both performance and value.

The detailed answer: It’s common for some owners of modified gasoline-powered vehicles to favor diesel oils over their gasoline counterparts. Many assume diesel oils are more durable and more capable of withstanding the increased heat of a powerful, turbocharged engine. Others lean toward higher-viscosity oils to protect against wear, and it’s sometimes easier to find a 40- or 50-weight diesel oil than a gasoline motor oil. Others favor the increased detergency of diesel oils. (which is my reason for using them in my 1983 AMC Eagle station wagon BTW.)

While you can use a diesel oil in your gasoline engine, provided it meets the appropriate specifications and viscosity requirements, there’s far more to the topic than that, as I learned after talking to Mark Nyholm, AMSOIL Technical Product Manager – Heavy Duty.

Can diesel oil safely be used in gas engines?

Mark Nyholm: It depends on the specifications the diesel oil carries and the recommendation of the original equipment manufacturer (OEM). The American Petroleum Institute (API) publishes its “C” category of specification for diesel oil (currently CJ-4) and its “S” category for gasoline motor oil (currently SN). It’s common for today’s diesel engine oils to carry both the API CJ-4 and SN specifications. Though they’re truly designed for diesel applications, they can be used in gasoline applications for those customers who want to use one oil in all applications. If the diesel oil carries both specs, feel assured the oil is safe to use in diesel and gas applications. If the diesel oil does not carry the “S” category, I strongly recommend against using it in gasoline applications.

Why do some motorists favor diesel oil over gasoline motor oils?

Nyholm: There are many reasons people choose the oil they use. Since oil is not top-of-mind with many motorists, it’s typical for people to purchase based on viscosity alone. Many gasoline engines today call for 5W-30, with more and more requiring 5W-20, meaning those viscosities are typically what’s readily available. So, if you’re looking for a 5W-40 or 15W-40, it’s often easiest to find that viscosity in the diesel engine oil aisle.

Others use diesel oil under the assumption it’s a more “heavy-duty” product and must be better than gasoline motor oils. They may have been told diesel oil is formulated with special components not available in gasoline motor oils, such as more robust detergency additives to handle the soot inherent to diesel engines. In their minds, diesel oils are analogous to better protection.

Do most gasoline engines really need some of the additives in most diesel oils?

Nyholm: Diesel and gasoline oils are formulated with a variety of additives that improve wear protection, corrosion protection, resistance to foaming, viscosity retention and more. Whether the application is gasoline-powered or diesel-powered, many of the same additives are used based on what we are asking them to do in the formulation.

Now, there are additives designed to manage the byproducts of combustion, and some of those byproducts change, depending on whether you’re burning gasoline or diesel. If you’re running a gasoline engine, it’s best to use an oil that contains the correct additives to handle the byproducts of gasoline combustion. The same holds if you’re operating a diesel engine.

When should someone use diesel oil in their gas engine?

Nyholm: If your gasoline engine is heavily modified to put out more horsepower, using a diesel oil can be beneficial. It’s likely modified engines will need a higher viscosity to withstand the increased stress. You can turn to diesel engine oils for those needs or you might want to consider a racing oil, depending on your engine modifications and lubrication requirements.

Many times the engine builder will help provide insight as to what success they have found. Outside of that, if you have a bone-stock gasoline-powered application it’s best to stick with a gasoline motor oil. They are designed for that type of application and have the components required to manage that engine. Sure, you can run a diesel oil in a gasoline application; however it’s likely the formula has additional components your gasoline application doesn’t require, which might end up costing you more money.

AMSOIL diesel for gas engines

AMSOIL formulates a complete line of gasoline and diesel oils for nearly anything you have. They’re dialed in to deliver outstanding protection for their intended applications. Consult the AMSOIL product guides for recommendations for your vehicle.

Sioux Falls has a LOT of classic cars.

Some of these are survivors (never been restored) which the motors have never been rebuilt. Assuming a good amount of deposits are in the engine, have no fear – AMSOIL synthetic products are perfect. One of the things that sets AMSOIL apart is the better quality seal conditioners. It is not a fact that “synthetics cause leaks”. The issue of causing leaks simply means that the oil is not engineered and built to prevent that. It happens more frequently with conventional motor oils of average quality due to profit requirements of the stock holders. That said our HDD (Heavy-Duty) Diesel AND Gasoline Engine Oil is often the best choice.  The detergents will help clean the engine while keeping contaminants in suspension while our high capacity Absolute Efficiency Oil filters remove the problem causing deposits. Many use our High Zinc AME Diesel 15W-40 as well for this purpose as it costs significantly less. Also be sure to check out our bypass oil filtration kits.  These partial filters will remove even more deposits you will never get out through frequent oil drains alone.  Guaranteed to filter 98% at 2-microns!

So here in Sioux Falls there is a better choice for all your engines. AMSOIL’s Sioux Falls dealer at 4610 W. 12th St. or call 402-933-3902.

Thank you!

 

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Extreme Cold – No problem for AMSOIL Synthetic Engine Oils

Written by Ches Cain
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Start Your Winter Mornings – and Your Vehicle – with AMSOIL Synthetic Lubricants

John Baker |Jan 14, 2015 8:46:00 AM

Long before coming to work at AMSOIL, I owned an Oldsmobile Cutlass Ciera that refused to start on below-zero mornings. I blamed it first on the battery and then on the car itself. “It must be a lemon,” I reasoned.

Cold Temperature Protection
Turns out it was probably the dirt-cheap conventional motor oil I used in those days. Unfortunately, there was no friendly AMSOIL Dealer in my neighborhood to teach me that conventional oils contain paraffins (wax) that can thicken in the cold enough to prevent the crankshaft from turning fast enough to start the car.

The Cold Crank Simulator (CCS) Viscosity Test is one method of testing a lubricant’s cold-flow properties. The test is used to determine the internal fluid friction in motor oils with a “W” grade designation. It measures the amount of energy required to overcome the resistance present in a lubricant that has been collected at temperatures from 23°F (-5° C) to as low as -31°F (-35°C), depending upon the anticipated SAE “W” classification of the oil being tested.

The CCS Viscosity Test simulates an engine’s ability to turn over at cold temperatures. Gauges monitor rotations per minute, amperage draw and motor input. A universal motor is run at a constant voltage to drive a rotor, which is closely fitted inside a stator and immersed in the test oil. The viscosity of the oil at the given test temperature determines the speed of the rotor and amperage draw; thicker oil results in slower speed and more amperage drawn. Speed and amperage drawn are then converted to centipoise (cP).

CCS results showing a lower cP number indicate lower viscosity. Oils that are thicker at low temperatures (high cP number) tend to exhibit more resistance and require more energy to pump and circulate and display a higher cP number on the CSS test. A higher cP number at a given temperature is directly correlated to a greater amount of energy required to turn an engine over, and it also indicates a greater potential for starting difficulties. Most importantly, CCS results suggest a lubricant’s ability to be circulated at a given temperature and its ability to provide wear protection.

As seen in the graph, AMSOIL Signature Series 5W-30 Synthetic Motor Oil outperformed several leading synthetic motor oils in a CCS test.

AMSOIL versus others in cold flow properties

 

 

Solve oil starvation at start-up

Extreme cold can cause conventional motor oil, transmission fluid and gear lube to thicken, starving vital moving parts of necessary lubrication. In many cases, thick motor oil will prevent vehicles from starting. Cold, thick transmission fluid results in delayed or sluggish shifts and inadequate protection for bearings, valves and other critical parts. Thick gear lube, meanwhile, requires more energy to turn the gears, reducing fuel efficiency. Because gears and bearings in the axle housing are splash-lubricated, conventional gear lubes that are too thick at cold temperatures can starve internal components of lubrication, which can cause excessive wear and premature failure.

Conventional petroleum lubricants thicken because they often contain paraffins (wax). While modern refining techniques remove most of the wax from petroleum oil, some wax-like molecules remain. These wax-like molecules are soluble at ambient temperatures above freezing, but crystallize into a honeycomb-like structure at lower temperatures and cause circulation problems. At startup, this can leave working parts unprotected while the lubricant warms to a temperature that allows it to flow.

AMSOIL synthetic lubricants (http://oilordering.com/products/) do not contain paraffins, so they remain fluid in sub-zero temperatures. Watch the video to see what happens when AMSOIL Signature Series Synthetic Motor Oil (http://syntheticwarehouse.net/home/featured-products/signature-series-5w-30-synthetic-motor-oil) and a conventional oil are cooled to -40º. While the conventional oil fails to flow from the beaker, Signature Series remains fluid and delivers 36% easier and faster cold starts*. This means it can reach vital components faster, providing more immediate engine protection and reduced wear.

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