OGQC Oil & Grease Quick-Change
Acronym Definition
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OGQC Oil & Grease Quick-Change
Motor oil is a type of liquid oil used for lubrication by various types of
internal combustion engines. While the main function is to lubricate moving
parts, motor oil also cleans, inhibits corrosion, and cools the engine by
carrying heat away from the moving parts. The majority of motor oils are derived
from petroleum.
Synthetic motor oil, consisting of artificially-synthesized compounds, currently
has a majority share in the motor oil market place because, while more
expensive, it offers enhanced performance.
Semi-synthetic motor oil was introduced in 1966.
Use of motor oil
Motor oil is a lubricant in internal combustion engines, typically found in
automobiles and other vehicles, boats, lawn mowers, trains, airplanes. In
engines there are parts which move very closely against each other at high
speeds, often for prolonged periods of time. Such motion causes friction,
absorbing otherwise useful power produced by the motor and converting the energy
to useless heat. Friction also wears away the contacting surfaces of those
parts, which could lead to lower efficiency and degradation of the motor. This
increases fuel consumption.
Lubricating oil makes a film between surfaces of parts moving next to each other
so as to minimize direct contact between them decreasing friction, wear, and
production of excessive heat, thus protecting the engine. Motor oil also carries
away heat from moving parts, which is important because materials tend to become
softer and less abrasion-resistant at high temperatures. Some engines have an
additional oil cooler.
In petrol (gasoline) engines, the top compression ring can expose the motor oil
to temperatures of 320 F / 160 C . In diesel engines the top ring can expose the
oil to temperatures over 600 F / 315 C. Motor oils with the higher viscosity
indexes tend to thin less at these higher temperatures.
Coating metal parts with oil also keeps them from being exposed to oxygen, which
inhibits their oxidation at elevated operating temperatures (basically
preventing them from rusting) Corrosion inhibitors may also be added to the
motor oil. Many motor oils also have detergent additives to help keep the engine
clean and minimize oil sludge buildup.
Rubbing of metal engine parts inevitably produces some microscopic metallic
particles from the wearing of the surfaces. Sludge also accumulates in the
engine. Such particles could circulate in the oil and grind against the moving
parts, causing erosion and wear. Because particles inevitably build up in the
oil, it is typically circulated through an oil filter to remove harmful
particles. An oil pump, a gear pump powered by the vehicle engine, pumps the oil
through the oil filter. Oil filters can be a full flow or bypass type.
In the crankcase of a vehicle engine, motor oil lubricates rotating or sliding
surfaces between the crankshaft journals, bearings, and rods connecting the
pistons to the crankshaft. The oil collects in an oil pan at the bottom of the
crankcase. In some small engines such as lawn mower engines , dippers on the
bottoms of connecting rods dip into the oil at the bottom and splash it around
the crankcase as needed to lubricate parts inside. In modern vehicle engines,
the oil pump takes oil from the oil pan and sends it through the oil filter into
oil galleries from which the oil lubricates the main bearings holding the
crankshaft up at the main journals and camshaft bearings operating the valves.
In typical modern vehicles, oil pressure-fed from the oil galleries to the main
bearings enters holes in the main journals of the crankshaft. From these holes
in the main journals, the oil moves through passageways inside the crankshaft to
exit holes in the rod journals to lubricate the rod bearings and connecting
rods. Some simpler designs relied on these rapidly moving parts to splash and
lubricate the contacting surfaces between the piston rings and interior surfaces
of the cylinders. However, in modern designs, there are also passageways through
the rods which carry oil from the rod bearings to the rod-piston connections and
lubricate the contacting surfaces between the piston rings and interior surfaces
of the cylinders. This oil film also serves as a seal between the piston rings
and cylinder walls to separate the combustion chamber in the cylinder head from
the crankcase. The oil then drips back down into the oil pan. To see these
details on a crankshaft, see "How Car Engines Work" at HowStuffWorks or "Types
of Lubricating Systems" at Integrated Publishing.
Automatic transmission fluid is a separate fluid. It is typically colored red to
distinguish it from the motor oil and other fluids in the vehicle.
Non-vehicle motor oils
Other kinds of motors, such as internal combustion engines in motorcycles,
mopeds, outboard motors (for boats), snowmobile, ATVs, personal watercraft,
scooters, and go-carts, etc., also use motor oil, as well as engines that are
not in vehicles such as those for electrical generators. Examples include
4-stroke or 4-cycle internal combustion engines such as those used in many lawn
mowers and other engines, and special 2-cycle oil used in 2-stroke or 2-cycle
internal combustion engines such as those used in various smaller engines like
snow throwers (blowers), chain saws, toy engines like those in model airplanes,
certain gardening equipment like weed/grass trimmers, leaf blowers, soil
cultivators, etc. Often, the applications are not exposed to as wide a
temperature range in use as vehicles, so these oils may be single grade or have
less viscosity index improver. 2-cycle oil is used differently than other motor
oils in that it is pre-mixed with the gasoline or fuel, often in a gasoline :
oil ratio of 50 : 1, and burned in use along with the gasoline.
In addition to the 2-cycle oil used if they have gasoline engines, chain saws
also separately use "bar and chain oil" for lubricating the surfaces where the
cutting chain moves around bar. Other examples of mechanical equipment often
using oil include oil-driven compressors, vacuum pumps, diffusion pumps, sewing
machines and other devices with motors, oil-driven hydraulic equipment,
turbines, and mechanisms using gears such as gear differentials for rear
wheel-drive vehicles. The oil properties will vary according to the needs of
these devices.
Properties of motor oil
Spills of engine oil onto wet concrete create characteristic iridescent
(rainbow-hued) stains — a thin layer of oil floats above the water.Most motor
oils are made from a heavier, thicker petroleum hydrocarbon base stock derived
from crude oil, with additives added as needed to improve the properties. One of
the most important properties of motor oil in maintaining a lubricating film
between moving parts is its viscosity. In layman's terms, the viscosity of a
liquid can be thought of as its "thickness" or a quantity of resistance to flow.
The viscosity must be high enough to maintain a satisfactory lubricating film,
but low enough that the oil can flow around the engine parts satisfactorily to
keep them well coated under all conditions. The viscosity index is a measure of
how much the oil's viscosity changes as temperature changes. A higher viscosity
index indicates the viscosity changes less with temperature than a lower
viscosity index.
Motor oil must be able to flow at cold winter temperatures to lubricate internal
moving parts upon starting up the engine. Another important property of motor
oil is its pour point, which is indicative of the lowest temperature at which
the oil could still be poured satisfactorily. The lower the pour point
temperature of the oil, the more desirable the oil is when starting up at cold
temperature.
Oil is largely composed of hydrocarbons which can burn if ignited. Still another
important property of motor oil is its flash point, the lowest temperature at
which the oil gives off vapors which can ignite. It is dangerous for the oil in
a motor to ignite and burn, so a high flash point is desirable. At a petroleum
refinery, fractional distillation separates the motor oil fraction from the
crude oil fractions, removing the volatile components which ignite more easily,
and therefore increasing the oil's flash point.
Another test done on oil is to determine the Total Base Number (TBN), which is a
measurement of the reserve alkalinity of an oil to neutralize acids. The
resulting quantity is determined as mg KOH/(gram of lubricant). Analogously,
Total Acid Number (TAN) is the measure of a lubricant's acidity. Other tests
include zinc, phosphorus, or sulfur content, and testing for excessive foaming.
Different motor oils are sold for Diesel fuel engines, with many claimed to
contain a higher level of detergents to keep fine combustion soot in suspension.
However, for some brands only the packaging varies (the oil is the same), and in
general a diesel engine can use any good quality oil of the correct grade.
Grades of motor oil
Range of Motor Oils on display in Kuwait
Single-grade motor oil
The Society of Automotive Engineers, usually abbreviated as SAE, has established
a numerical code system for grading motor oils according to their kinematic
viscosity. For single-grade oils, the kinematic viscosity is measured at a
reference temperature of 100 °C (212 °F) in units of mm²/s or the equivalent
older non-SI units, centistokes (abbreviated cSt). Based on the range of
viscosity the oil falls in at that temperature, the oil is graded as an SAE
number 0, 5, 10, 20, 30, 40, 50, 60 or 70. The higher the viscosity, the higher
the SAE grade number is. These numbers are often referred to as the weight of a
motor oil. The reference temperature is meant to approximate the operating
temperature to which motor oil is exposed in an engine.
The viscosity of single-grade oil derived from petroleum unimproved with
additives changes considerably with temperature. As the temperature increases,
the viscosity of the oil decreases logarithmically in a relatively predictable
manner. On single-grade oils, viscosity testing can be done at cold, winter (W)
temperature (as well as checking minimum viscosity at 100 °C or 212 °F) to grade
an oil as SAE number 0W, 5W, 10W, 15W, 20W, or 25W. A single-grade oil graded at
the hot temperature is expected to test into the corresponding grade at the
winter temperature; i.e. a 10 grade oil should correspond to a 10W oil. For some
applications, such as when the temperature ranges in use are not very wide,
single-grade motor oil is satisfactory; for example, lawn mower engines.
Multi-grade motor oil
The temperature range the oil is exposed to in most vehicles can be wide,
ranging from cold ambient temperatures in the winter before the vehicle is
started up to hot operating temperatures when the vehicle is fully warmed up in
hot summer weather. A specific oil will have high viscosity when cold and a low
viscosity at the engines operating temperature. The difference in viscosities
for any single-grade oil is too large between the extremes of temperature. To
bring the difference in viscosities closer together, special polymer additives
called viscosity index improvers are added to the oil. These additives make the
oil a multi-grade motor oil. The idea is to cause the multi-grade oil to have
the viscosity of the base number when cold and the viscosity of second number
when hot. The viscosity of a multi-grade oil still varies logarithmically with
temperature, but the slope representing the change is lessened. This slope
representing the change with temperature depends on the nature and amount of the
additives to the base oil.
The API/SAE designation for multi-grade oils includes two grade numbers; for
example, 10W-30 designates a common multi-grade oil. The first number associated
with the W (again 'W' is for Winter, not Weight) is not rated at any single
temperature. The "10W" means that this oil can be pumped by your engine as well
as a single-grade SAE 10 oil can be pumped. "5W" can be pumped at a lower
temperature than "10W". "0W" can be pumped at a lower temperature than "5W", and
thins less at temperatures above 99°C (210°F). The second number, 30, means that
the viscosity of this multi-grade oil at 100°C (212°F) operating temperature
corresponds to the viscosity of a single-grade 30 oil at same temperature. The
governing SAE standard is called SAE J300. The motor oil grade and viscosity to
be used in a given vehicle is specified by the manufacturer of the vehicle.
Many new vehicles are marked to use 5W-20 oil (Honda, Ford, and more recently
Toyota). Some ultra fuel efficient and hybrid vehicles are marked to use 0W-20
oil. For some selective mechanical problems with engines, using a more viscous
oil can ameliorate the symptoms, i.e. changing from 5W-20 to 20W-50 may
eliminate a knocking noise from the engine but doesn't solve the problem.
Common multi-grade oils
Some of the common multi-grade oils are:
0W-20
0W-30
0W-40
5W-20
5W-30
5W-40
5W-50
10W-30
10W-40
10W-50
10W-60
15W-40
15W-50
20W-40
20W-50
Turbine motor oil
Turbine motor oils are designed somewhat differently than reciprocating engine
oils traditionally used in automobiles. Deposit control and corrosion are not
significant issues when formulating a turbine oil, and the shear stresses that
turbine oils are exposed to are minimal in light of the fact that turbines are
naturally balanced rotating machines unlike reciprocating engines. Turbine oils
tend to have the ISO VG range 32, 46, and 68 (cSt at 40°C), and make extensive
use of polyolester, polyalphaolefin, and Group II as base stock due to the high
temperatures they must endure. Varnish is the most problematic contaminant,
which can only be detected accurately with the Ultra Centrifuge test resulting
in the "UC value".
In most aviation gas turbine applications, peak lubricant temperatures are not
reached during engine operation, but after shutdown, when heat has been able to
migrate from the combustor cans and the compressors into the regions of the
engine with lubricated bearings and gearboxes. The gas flow associated with
running the turbine provides significant convective cooling that disappears when
the engine is shut down, leaving residual heat that causes temperatures within
the turbine to rise dramatically, an often-misunderstood phenomenon.
American Petroleum Institute
Motor oil used for vehicle engines is commonly called engine oil in American
Petroleum Institute (API) documentation. Engine oil is used for the lubrication,
cooling, and cleaning of internal combustion engines. Motor oil may be composed
of a lubricant base stock only in the case of non-detergent oil, or a lubricant
base stock plus additives to improve the oil's detergency, extreme pressure
performance, and ability to inhibit corrosion of engine parts. Lubricant base
stocks are categorized into five groups by the API. Group I base stocks are
composed of fractionally distilled petroleum which is further refined with
solvent extraction processes to improve certain properties such as oxidation
resistance and to remove wax. Group II base stocks are composed of fractionally
distilled petroleum that has been hydrocracked to further refine and purify it.
Group III base stocks have similar characteristics to Group II base stocks,
except that Group III base stocks have higher viscosity indexes. Group III base
stocks are produced by further hydrocracking of Group II base stocks, or of
hydroisomerized slack wax, (a byproduct of the dewaxing process). Group IV base
stock are polyalphaolefins (PAOs). Group V is a catch all group for any other
synthetic and mineral base stocks. Examples of group V base stocks include
polyol esters, polyalkylene glycols (PAG oils), and perfluoropolyalkylethers (PFPAEs).
Groups I, II, and III are sometimes referred to as mineral oils and groups IV
and V as synthetic oils. However, most manufacturers have labeled their group
III based oils as synthetic in the US for reasons of economy and marketing.
Motor oils are further categorized by their API service class[1]. The API
service classes have two general classifications: S for "Service" (typical
passenger cars and light trucks using gasoline engines) and C for "Commercial"
(typical diesel equipment). Note that the API oil classification structure has
eliminated specific support for wet-clutch motorcycle applications in their
descriptors, and API SJ & newer oils are referred to be specific to automobile
and light truck use. The latest API service standard designation is SM for
gasoline automobile and light-truck engines. The SM standard refers to a group
of laboratory and engine tests, including the latest series for control of
high-temperature deposits. Current API service categories include SM, SL and SJ
for gasoline engines. All previous service designations are obsolete, although
motorcycle oils commonly still utilize the SF/SG standard. There are seven
diesel engine service designations which are current: CJ-4, CI-4, CH-4, CG-4,
CF-4, CF-2, and CF. All others are obsolete. It is possible for an oil to
conform to both the gasoline and diesel standards. Engine oil which has been
tested and meets the API standards has the API starburst symbol with the service
designation on containers sold to oil users. The latest guide to API oil
certifications can be found at [2].
The International Lubricant Standardization and Approval Committee (ILSAC) also
has standards for motor oil. Their latest standard, GF-4[3] was approved in
2004. A key test is the Sequence IIIG [4] , which involves running a 3.8L, GM
3.8L V-6 at 125 horsepower, 3600 rpm, and 150°C oil temperature for 100 hours.
These are much more severe conditions than any passenger car would see: cars
typically average a few dozen horsepower and 80°C. The IIIG test is about 50%
more difficult [5] than the previous IIIF test, used in GF-3 and API SL oils.
Engine oils bearing the API starburst symbol since 2005 are ILSAC GF-4
compliant. [6]
The ACEA A3/A5, and MB 229.5 tests used in Europe are even tougher, it is
debatable whether this matters for normal drain intervals (5,000-7,000 miles).
CEC (The Co-ordinating European Council) is the development body for fuel and
lubricant testing in Europe and beyond, setting the standards via their European
Industry groups; ACEA, ATIEL, ATC and CONCAWE.
The Japanese Automotive Standards Organization (JASO) has come up with their own
set of standards for 4-stroke gasoline motorcycle engines (JASO-MA), for
4-stroke automotive engines (JASO-MB) and 2-stroke gasoline engines (JASO-FC).
These standards, especially JASO-MA and JASO-FC are designed to address
oil-requirement issues not addressed by the API service categories.
Maintenance
In engines, there is inevitably some exposure of the oil to products of internal
combustion, and microscopic coke particles from black soot accumulate in the oil
during operation. Also the rubbing of metal engine parts inevitably produces
some microscopic metallic particles from the wearing of the surfaces. Such
particles could circulate in the oil and grind against the part surfaces causing
erosion and wear. The oil filter removes many of the particles, but eventually
the oil filter becomes clogged. The motor oil and especially the additives also
undergo thermal and mechanical degradation. For these reasons, the oil and the
oil filter need to be periodically replaced.
The vehicle manufacturer specifies which grade of oil should be used for the
vehicles it produces. Oil changes should be made, historically, every 3,000
miles or every 3 months. Many modern cars list higher intervals for changing of
oil and filter. There are many types (or sizes) of oil filters for vehicle
engines. Vendors of oil filters have information on which type of oil filter is
compatible with a given vehicle.
When an engine is not running, the oil collects in an oil pan or sump at the
bottom of the crankcase. There is at least one oil drain plug normally screwed
into a drain hole at the bottom of the oil pan which is accessible from
underneath the vehicle. To change the oil in a vehicle's engine, the drain plug
is unscrewed to let the oil drain out of the oil pan. After the used oil drains
out, the plug is screwed back into the drain hole. Some drain plugs have a
replaceable washer to prevent leakage due to corrosion, rust or worn threads in
the drain hole. The removable oil filter can be unscrewed at this time, often
with the help of an oil filter removal tool. Then a new oil filter is screwed
back in after applying fresh oil to the sealing surface of the new filter. Then
new oil is poured in through an otherwise capped opening at the top of the
engine. For many cars, 4 to 5 quarts or liters of oil are needed to fill the
engine. In the engine, there is a removable dipstick, accessible from above the
engine, to check the oil level while the engine is not running. (In contrast,
automatic transmission fluid level is checked with a separate dipstick while the
engine is running.) Traditionally, lubrication at various joints in the vehicle
is also done at the time of an oil change. Mechanics often call this maintenance
routine "oil change and lube" or "LOF" (lube, oil, and filter).
For a detailed how-to guide to changing motor oil in a car, see How to Change
the Oil in Your Car - WikiHow.
Changing a vehicle's oil should lead to slightly improved fuel efficiency, lower
temperature, and less wear since friction is reduced. Because changing a
vehicle's oil could be messy and inconvenient for the owner since he/she must
drain from under the vehicle, vehicle owners often have mechanics change the oil
for them because they can hydraulically lift the vehicle to easily access the
oil pan. Many quick oil change shops have appeared in the USA to conveniently
provide this service to owners. Many of these shops have rooms below ground
level for a mechanic to access the underside of a vehicle. Used motor oil can be
taken to recycling centers, auto parts stores and oil change locations for
recycling. In addition, some states mandate that any location selling motor oil
must also accept waste motor oil at no charge.
Other additives
In addition to the viscosity index improvers, motor oil manufacturers often
include other additives such as detergents and dispersants to help keep the
engine clean by minimizing sludge buildup, corrosion inhibitors, and alkaline
additives to neutralize acidic oxidation products of the oil. Most commercial
oils have a minimal amount of zinc dialkyldithiophosphate as an anti-wear
additive to protect contacting metal surfaces with zinc and other compounds in
case of metal to metal contact. The quantity of zinc dialkyldithiophosphate is
limited to minimize adverse effect on catalytic converters.
There are other additives available commercially which can be added to the oil
by the user for purported additional benefit. Some of these additives include:
Zinc dialkyldithiophosphate (ZDDP) additives, which typically also contain
calcium, are available to consumers for additional protection under
extreme-pressure conditions or in heavy duty performance situations. ZDDP and
calcium additives are also added to protect motor oil from oxidative breakdown
and to prevent the formation of sludge and varnish deposits.
In the 1980s and 1990s, additives with suspended PTFE particles were available
to consumers to increase motor oil's ability to coat and protect metal surfaces.
There is controversy as to the actual effectiveness of these products as they
can solidify and clog the oil filters.
Some molybdenum-containing additives to lubricating oils are claimed to reduce
friction, bond to metal, or have anti-wear properties.
Various other extreme-pressure additives and antiwear additives
Synthetic oil and synthetic blends
Synthetic lubricants were invented initially for high-temperature gas
turbine/jet engine applications, where traditional mineral-derived lubricants
provided inadequate performance. In the mid 1970s, synthetic motor oils were
formulated and commercially applied for the first time in automotive
applications. The same SAE system for designating motor oil viscosity applies to
synthetic oils also.
Instead of making motor oil with the conventional petroleum base, "true"
synthetic oil base stocks are artificially synthesized. ("Commercial" synthetic
oils are in fact Group III mineral base oils.) True synthetics include classes
of lubricants like synthetic esters and polyalpha-olefins. Higher purity and
therefore better property control means synthetic oil has good mechanical
properties at extremes of high and low temperatures. The molecules are made
large and "soft" enough to retain good viscosity at higher temperatures, yet
branched molecular structures interfere with solidification and therefore allow
flow at lower temperatures. Thus, although the viscosity still decreases as
temperature increases, these synthetic motor oils have a much improved viscosity
index over the traditional petroleum base. Their specially designed properties
allow a wider temperature range at higher and lower temperatures and often
include a lower pour point. With their improved viscosity index, true synthetic
oils need little or no viscosity index improvers, which are the oil components
most vulnerable to thermal and mechanical degradation as the oil ages, and thus
they do not degrade as quickly as traditional motor oils. However, they still
fill up with particulate matter at the same rate as the conventional oils do,
and the oil filter still fills and clogs up over time. So, periodic oil and
filter changes should still be done with synthetic oil; but some synthetic oil
suppliers suggest that the intervals between oil changes can be longer,
sometimes as long as 10,000 - 15,000 miles.
With improved efficiency, synthetic lubricants are designed to make wear and
tear on gears far less than with petroleum-based lubricants, reduce the
incidence of oil oxidation and sludge formation, and allow for extended drain
intervals. Today, synthetic lubricants are available for use in modern
automobiles on nearly all lubricated components, potentially with superior
performance and longevity as compared to non-synthetic alternatives. Some tests
[citation needed] have shown that fully synthetic oil is superior to
conventional oil in many respects, providing better engine protection,
performance, and better flow in cold starts than petroleum-based motor oil.
However, a test by Consumer Reports showed that taxi-cabs exhibited the same
amount of engine wear regardless of which oil was used.[citation needed]
Future of motor oil
A process to break down polyethylene, a common plastic product found in many
consumer containers, is used to make wax with the correct molecular properties
for conversion into a lubricant, bypassing the expensive Fischer-Tropsch
process. The plastic is melted then pumped into a furnace. The heat of the
furnace breaks down the molecular chains of polyethylene into wax. Finally, the
wax is subjected to a catalytic process that alters the wax's molecular
structure leaving a clear oil. (Miller, et al., 2005)
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