Engine, Hydraulic and gear oil

Introduction: Oils are used for several purposes in engines. First, obviously, oil acts as a lubricant to prevent metal to metal contact between parts, enabling engines to perform correctly. Oil circulates throughout the engine, and cools parts that cannot get near a water jacket. For example, the motorcycle transmissions are oil cooled. Another job of oil is to hold wear particles which occurs due to friction between mating parts and the particles are grab by an oil filter. Oils are also used to transmit power and these types are known as hydraulic oils. Lubricants for gasoline and diesel engine are different as the load, cycles and fuels are different. The oil in an engine does more than just reduce friction between its moving parts. It also helps to seal the highpressure combustion gases inside the cylinders, to impede the corrosion of metal parts, to absorb some of the harmful by-products of combustion, and to transfer heat from one part of the engine to another. Viscosities of oil are stated in kinematic (kv) and absolute (cSt or mm2/s) terms.

Mineral oils: A mineral oil or liquid petroleum is a liquid by-product of the distillation of petroleum to produce gasoline and other petroleum based products from crude oil. Mineral oil is used in a variety of industrial/mechanical capacities as a non-conductive coolant or thermal fluid in electric components as it does not conduct electricity, while simultaneously functioning to displace air and water. Some examples are in transformers where it is known as transformer oil and in high voltage switchgear where mineral oil is used as an insulator and as a coolant to disperse switching arcs. Because it is non compressible, mineral oil is used as a hydraulic fluid in hydraulic machinery and vehicles. It is also used as a lubricant and a cutting fluid. Light mineral oil is also used in textile industries and used as a jute batching oil. An often cited limitation of mineral oil is that it is poorly biodegradable; in some applications, vegetable oils such as cottonseed oil or rapeseed oil may be used instead.

Synthetic oils: Synthetic oil is a lubricant consisting of chemical compounds that are artificially made (synthesized). Synthetic lubricants can be manufactured using chemically modified petroleum components rather than whole crude oil, but can also be synthesized from other raw materials. Synthetic oil is used as a substitute for lubricant refined from petroleum when operating in extremes of temperature, because, in general, it provides superior mechanical and chemical properties than those found in traditional mineral oils.

Synthetic Base Stocks Synthetic motor oils are man-made oils from the following classes of lubricants:

Polyalphaolefin (PAO) = American Petroleum Institute (API) Group IV base oil Synthetic esters, etc = API Group V base oils (non-PAO synthetics, including diesters, polyolesters, alklylated napthlenes, alkyklated benzenes, etc.)

Hydrocracked/Hydroisomerized = API Group III base oils. Chevron, Shell, and other petrochemical companies developed processes involving catalytic conversion of feed stocks under pressure in the presence of hydrogen into high-quality mineral lubricating oil. In 2005, production of GTL (gas-to-liquid) Group III base stocks began, the best of which perform much like polyalphaolefin. Group III-base stocks are considered synthetic motor oil only in the United States; elsewhere they are not allowed to be marketed as "synthetic".

Semi-synthetic oil Semi-synthetic oils blends of mineral oil with no more than 30% synthetic oil, designed to have many of the benefits of synthetic oil without matching the cost of pure synthetic oil. Motul introduced the first semi-synthetic motor oil in 1966. (Motul is a French company, now worldwide which develops lubricants for cars, motorcycles and other engine and for the industries.

Hydraulic oil is a fluid lubricant used in hydraulic systems for transmitting power. Common hydraulic system consists of: Oil tank Hydraulic pump Oil filter Control valves Pistons Pipes

Optimal properties of hydraulic oils are achieved by a combination of a base oil and additives (anti-wear additives, detergents, Anti-oxidants, anti-foaming agents, Corrosion inhibitors etc.). Viscosity of a hydraulic fluid depends on its composition and the temperature. Low viscosity limit is determined by the lubrication properties of the oil and its resistance to cavitation. Upper viscosity value is limited by the ability of the oil to be pumped. Common viscosity of hydraulic oils is in the range 16 100 centistokes. Optimum viscosity value is 16 - 36 centistokes.

Classification of base oils: There are five specific categories of base oils. These categories define the type of base stock the oil is formulated from. The categories are as follows: Group I - Solvent Freezing: Group 1 base oils are the least refined of all the groups. They are usually a mix of different hydrocarbon chains with little or no uniformity. While some automotive oils on the market use Group I stocks, they are generally used in less demanding applications. Group II - Hydro processing and Refining: Group II base oils are common in mineral based motor oils currently available on the market. They have fair to good performance in lubricating properties such as volatility, oxidative stability and flash/fire points. They have only fair performance in areas such as pour point, cold crank viscosity and extreme pressure wear.

Group III- Hydro processing and Refining: Group III base oils are subjected to the highest level of mineral oil refining of the base oil groups. Although they are not chemically engineered, they offer good performance in a wide range of attributes as well as good molecular uniformity and stability. They are commonly mixed with additives and marketed as synthetic or semi-synthetic products. Group III base oils have become more common in America in the last decade.

Group IV -Chemical Reactions: Group IV base oils are chemically engineered synthetic base stocks. Polyalphaolefins (PAO's) are a common example of a synthetic base stock. Synthetics, when combined with additives, offer excellent performance over a wide range of lubricating properties. They have very stable chemical compositions and highly uniform molecular chains. Group IV base oils are becoming more common in synthetic and synthetic-blend products for automotive and industrial applications.

Group V - As Indicated: Group V base oils are used primarily in the creation of oil additives. Esters and polyolesters are both common Group V base oils used in the formulation of oil additives. Group V oils are generally not used as base oils themselves, but add beneficial properties to other base oils.

Ester synthetic oils are made from the products of alcohols and acids. It was once used to lubricate aircraft engines and gear systems. Ester oils work well in a broad range of temperatures, provide cleaner lubrication and benefit the environment with their biodegradable ingredients. Esters have an added slipperiness, which can enhance lubrication in mineral-based synthetic oils when added.

Polyalpholefins(PAO) made from synthetic hydrocarbons (synthetic mixtures of carbon and hydrogen), consist of chemically pure liquids. Most lubricants can be created from PAO-based oils, including low viscosity (related to the thinness or thickness of oil), making PAOs desirable for use in vehicles. PAOs have a high heat resistance, which is ideal for engines.

Additives in oil: Plain mineral oils cannot provide all the necessary functional properties that an engine requires. These plain mineral oils need fortification with chemicals/additives which when used in small quantities, import or enhance the desirable functional properties. Some of the types and reasons for their use are as follows: Dispersants: Keeps sludge, carbon and other deposit- precursors suspended in oil. Detergents: Keeps the engine parts clean from deposits. Rust/Corrosion Inhibitors: Prevents or controls oxidation of oil, formation of varnish, sludge and corrosive compounds, limit viscosity increase. Extreme Pressure (EP), Anti wear and friction modifiers: These form protective film on the engine parts and reduce wear and tear. Metal deactivators: Forms surface films so that metal surface does not catalyze oil oxidation. Pour Point Depressant: Lowers freezing point of oils assuring free flow at lower temperatures. Anti-foamants: Reduces foam in crankcase and blending.

Viscosity Index: The viscosity index, commonly designated VI, is an arbitrary numbering scale that indicates the changes in oil viscosity with changes in temperature. Viscosity index can be classified as follows: low VI - below 35; medium VI - 35 to 80; high VI - 80 to 110; very high VI - above 110. A high viscosity index indicates small oil viscosity changes with temperature. A low viscosity index indicates high viscosity changes with temperature. Therefore, a fluid that has a high viscosity index can be expected to undergo very little change in viscosity with temperature extremes and is considered to have a stable viscosity.

Flash point: The flash point of a product is the temperature which it must attain before it produces sufficient vapour which will ignite in the presence of a naked flame. The lower the flash point, the more volatile the product and therefore a greater potential risk of explosive mixtures forming during storage and handling.

API(American Petroleum Institute) classification:

The letter classification system is a method of classifying engine oils according to their performance characteristics, and relating this to their intended type of service. The API system currently includes service classifications for service stations/spark ignition engines ("S" series), for commercial application/compression ignition engines ("C" series), and for energy conserving engine oil ("EC" series). It is an "open-ended" system which allows for the addition of new designations with little change to existing ones. The S series classifications are for the gasoline engines. Examples; o o o o o o o SA Utility Gasoline Engine Service OBSOLETE(no longer in use) SB Minimum Duty Gasoline Engine Service OBSOLETE SC 1964 Gasoline Engine Warranty Service OBSOLETE SD 1968 Gasoline Engine Warranty Maintenance Service OBSOLETE SE 1972 Gasoline Engine Warranty Maintenance Service OBSOLETE SF 1980 Gasoline Engine Warranty Maintenance Service OBSOLETE SG 1989 Gasoline Engine Warranty Maintenance Service Service typical of gasoline engines in cars, vans and light trucks, beginning with the 1989 model year operating under manufacturers recommended maintenance procedures. Provides improved control of engine deposits, oil oxidation, sludging and engine wear relative to previous categories. Rust and bearing corrosion limits are the same as SF oils. o SH 1994 Gasoline Engine Service Category SH was adopted in 1992 to describe engine oil first mandated in 1993. It is for use in service typical of gasoline engines in present and earlier passenger cars, vans and light trucks operating under vehicle manufacturers recommended maintenance procedures. Engine oils developed for this category provide performance exceeding minimum requirements of API Service Category SG, which it is intended to replace, in the areas of deposit control, oil oxidation, wear, rust and corrosion. They may be used where API Service Category SG and earlier categories are recommended. o SJ 1996 Gasoline Engine Service Category SJ was adopted in 1996 and became mandatory in 1997, superseding API rating SH for gasoline only engine oils. It addresses improved performance in compatibility for catalytic converters, volatility, high temperature deposits and low temperature pump-ability. Usual SJ viscosities include 0W-20, 5W-20, 5W-30 and 10W-30.

SL 2001 Gasoline Engine Service Category SL was adopted to describe engine oils for use in 2001. It is for use in service typical of gasoline engines in present and earlier passenger cars, sport utility vehicles, vans and light trucks operating under vehicle manufacturers recommended maintenance procedures. They may be used where API Service Category SJ and earlier categories are recommended.

SM 2004 Gasoline Engine Service For all automotive engines currently in use. Introduced in 2004, SM oils are designed to provide improved oxidation resistance, improved deposit protection, better wear protection, and better low-temperature performance over the life of the oil. Some SM oils may also meet the latest ILSAC (International Legal Services Advisory Council) specification and/or qualify as Energy Conserving.

The C series classifications are for the diesel engines. Examples; o o o o o CC Moderate Duty Diesel and Gasoline Engine Service OBSOLETE CD Severe Duty Diesel Engine Service OBSOLETE CD-II Severe Duty Two-Cycle Diesel Engine Service OBSOLETE CE Very Severe Diesel Engine Service OBSOLETE CF-4 Severe Diesel Engine Service CF-4 is designed to replace the CE engine oil classification. CF-4 designates oils with additive packages for protecting high speed, low emission, four stroke diesel engines in heavy duty on-highway applications. Requirements for CF-4 oils include greater oxidation resistance, high activity detergents and dispersants to prevent sludging and deposits. Oil consumption requirements have also been stiffened. CF-4 oils supersede CD and CE oils and may be used where these service classifications are recommended. o CF Indirect Injected Diesel Engine Service Service typical of indirect injected diesel engines and other diesel engines that use a broad range of fuel types, including those using fuel with sulfur content above 0.5%. Requirements include control of piston deposits, wear and bearing corrosion. Engines may be naturally aspirated, turbocharged or supercharged. CF rated oils may be used when API CD oils are called for. o CF-2 Severe Duty Two-Stroke Cycle Diesel Engine Service Service typical of two-stroke cycle diesel engines requiring highly effective control of wear and deposits. Oils designed for this service demonstrate improved performance over API CD-II oils and can be used wherever API CD-II oils are recommended.

CG-4 1994 Diesel Engine Service CG-4 is intended to address engine wear and deposit issues linked to fuel specifications and engine designs that are required to accommodate 1994 EPA emissions regulations. CG-4 oils exceed the requirements of the API CF-4 service category and replace CF-4. These oils are particularly suited to on-highway, heavy duty truck applications. When combined with the appropriate S category, they can also be used in gasoline and diesel powered personal vehicles. That is, automobiles, light trucks and vans when recommended by the vehicle or engine manufacturer.

CH-4 1998 Reduced Emission Diesel Engine Service The CH-4 category is intended to address the requirements for high-speed, four stroke diesel engines to meet 1998 exhaust emission standards. CH-4 oils are specifically compounded for use with diesel fuels containing up to 0.5% sulfur. They can also be used in gasoline engines when combined with the appropriate S category when the vehicle or engine manufacturer recommends.

CI-4 2002 Severe-Duty Diesel Engine Service The API CI-4 Service category describes oils for use in those high-speed, four-stroke cycle diesel engines designed to meet 2004 exhaust emission standards, to be implemented October 2002. These oils are compounded for use in all applications with diesel fuels ranging in sulfur content up to 0.05% by weight. These oils are especially effective at sustaining engine durability where Exhaust Gas Recirculation (EGR) and other exhaust emission componentry may be used. Optimum protection is provided for control of corrosive wear tendencies, low and high temperature stability, soot handling properties, piston deposit control, valve train wear, oxidative thickening, foaming and viscosity loss due to shear. API CI-4 oils can effectively lubricate engines calling for API CH-4, CG-4 and CF-4 Service Categories.

CI-4 Plus - 2004 - Used in conjunction with API CI-4, the " CI-4 PLUS" designation identifies oils formulated to provide a higher level of protection against soot-related viscosity increase and viscosity loss due to shear in diesel engines.

CJ-4 2006 Heavy Duty Diesel Engine Service; Exhaust After treatment Introduced in 2006. For high-speed, four-stroke engines designed to meet 2007 model year on-highway exhaust emission standards. CJ-4 oils are compounded for use in all applications with diesel fuels ranging in sulfur content up to 0.05% by weight. However, use of these oils with greater than 0.0015% by weight sulfur fuel may impact exhaust after treatment system durability and/or oil drain interval. CJ-4 oils are effective at sustaining emission control system durability where particulate filters and other advanced after treatment systems are used. Optimum protection is provided 8

for control of catalyst poisoning, particulate filter blocking, engine wear, piston deposits, low and high temperature stability, soot handling properties, oxidative thickening, foaming, and viscosity loss due to shear. API CJ-4 oils exceed the performance criteria of API CI-4 with CI-4 PLUS, CI-4, CH-4, CG-4, and CF-4 and can effectively lubricate engines calling for those API Service Categories.

American Petroleum Institute (API) established a performance grading system for gear oils (mostly automotive gear oils). According to the system gear oils are designated by the letters GL (Gear Lubricant) followed by a number 1,2,3,4 or 5: GL-1 gear oil has rust and oxidation protection effect but it does not contain extra pressure (EP) additives. The oil is used in low load applications only. GL-2 gear oil contains more additives than GL-1, but without EP effect. It is used in medium loaded worm gears. GL-3 gear oil possesses light EP effect. It is used in non-hypoid gears. GL-4 gear oil possesses moderate EP effect. It is most widely used oil. GL-5 gear oil possesses high EP effect. It is used in hypoid and other highly loaded gears.

ISO classification of oil: International Standardization Organization (ISO) established a viscosity grading (VG) system for industrial gear oils. According to the system industrial gear oils are designated by the letters ISO followed by a number equal to the oil viscosity measured in centistokes at 40C:

ISO VG 32, ISO VG 46, ISO VG 68, ISO VG 100, ISO VG 150, ISO VG 220 etc.

SAE and W grade oils: Monograde gear oils are designated by one number (70, 90, 140, 250, etc.). The number indicates a level of the oil viscosity at a particular temperature. The higher the grade number, the higher the oil viscosity. W on a viscosity rating means that the oil viscosity has been tested at a colder temperature. The numbers without the W are all tested at 100 C which is considered an approximation of engine operating temperature. In other words, a SAE 30 motor oil is of the same viscosity as a 10w-30 or 5W-30 at 100 C. For example, a 5W-30 motor oil performs like a SAE 5 motor oil would perform at the cold temperature specified, but still has the SAE 30 viscosity at 100 C which is engine operating temperature. This allows the engine to get quick oil flow when it is started cold verses dry running until lubricant either warms up sufficiently or is finally forced through the engine oil system. The quicker the oil flows cold, the less dry running. That is, much less engine wear. Basically the SAE grade viscosity is determined by using a viscometer, a measured amount of oil at 100 C is allowed to flow through an orifice and timed. Using a table they determine SAE viscosity based on different ranges. Thicker or heavy viscosity oils will take longer to flow through the orifice in the viscometer and end up in higher number ranges such as SAE 50 or SAE 60 for example. If an oil flows through faster, being thinner/lighter then it will wind up in a low number range such as SAE 10 or SAE 20 for example. The Winter (W) grade viscosity is determined by comparing its performance factor at low temperatures. For example, if it performs like a SAE 0 motor oil, at the colder temperature, then it will receive the SAE 0W viscosity grade. Consequently, if the motor oil performs like a SAE 20 motor oil at the reduced, then it will be a SAE 20W motor oil. If a motor oil passes the cold temperature or W (winter grade) specification for a SAE 15W and at 100 C flows through the viscometer like a SAE 40 motor oil, then the label will read 15W-40. Consequently, if the motor oil performs like a SAE 5 motor oil on the reduced temperature scale and flows like a SAE 20 at 100 C, then this motor oil's label will read 5W-20. These are known as multi-grade oils. For petroleum based motor oil, Viscosities Improvers additive is used to keep oils from thinning at higher temperatures. For example a SAE 5W-30 will have more Viscosities Improvers additive that a 5W20 oil. 10

But there is a drawback with the Viscosities Improvers additive. These additives shear back in heat or during high shear force operations and break down causing sludging. As the additive start to deplete, the oil no longer resists thinning. The more the additives in an oil, the worst is the problem. Viscosity Chart:

SAE Viscosity Chart (High Temp) 100 C SAE Viscosity 20 30 40 50 60 Kinematic (cSt) 100 C Min 5.6 9.3 12.5 16.3 21.9 Kinematic (cSt) 100 C Max <9.3 <12.5 <16.3 <21.9 <26.1

Winter or "W" Grades SAE Viscosity 0W 5W 10W 15W 20W 25W Low Temp (C) Viscosity cP Kinematic Cranking Max 3,250 @ -30 3,500 @ -25 3,500 @ -20 3,500 @ -15 4,500 @ -10 6,000 @ -5 Pumping Max (NYS) 60,000 @ -40 60,000 @ -35 60,000 @ -30 60,000 @ -25 60,000 @ -20 60,000 @ -15 (cSt) 100 C Min 3.8 3.8 4.1 5.6 5.6 9.3

The kinematic viscosity is the quotient of the dynamic viscosity and the fluid density , =/. The physical principle of measurement is based on the rate at which a fluid flows under gravity through a capillary tube. 11

Types of Oil according to their grade: SAE 80W-90 It is a mineral based multi-grade gear oil with the following properties: Density at 15 C = 887 kg/m3 Kinematic viscosity at 40 C = 140 mm2/s Kinematic viscosity at 100 C = 15 mm2/s Viscosity index = 108

SAE 85W-140
A multi-grade gear oil with the following properties

Density at 15 C = 887 kg/m3 Kinematic viscosity at 40 C = 284 mm2/s Kinematic viscosity at 100 C = 29 mm2/s Viscosity index = 137

The 80W-90 and 85W-140 are premium extreme pressure hypoid gear oils for use on or off road in high torque differentials, gear boxes, steering gears and non-synchronised manual transmissions. It is intended for high torque differentials and final drives.

SAE 15W-40

The 15W-40 is a high performance, multifunctional diesel engine lubricant designed for use in all modern high speed diesel engines. It is used for heavy duty applications and has the following properties: Density at 15 C = 887 kg/m3 Kinematic viscosity at 40 C = 105.1 mm2/s Kinematic viscosity at 100 C = 14.3 mm2/s Viscosity index = 139 Flash point = 230

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Shell Rimula R3 X has been shown to protect in three key areas giving lower wear, improved deposit and sludge control combined with resistance to breakdown by heat compared to previous generation oils. Shell Rimula R3 X is an ideal choice for most on and off-highway equipment running in heavy duty service. It has high thermal stability which provides a high standard of protection against piston deposit. Anti-wear additives for long engine life and hence lowers the servicing cost.

CAT 15W-40 is a diesel engine used for many heavy vehicles and meeting the requirements of many truck manufacturers with the following properties: Kinematic viscosity at 40 C = 108 mm2/s Kinematic viscosity at 100 C = 14.6 mm2/s

Tellus T46

It incorporates an anti-wear hydraulic oil with high performance. These oils help stretch oil and pump life in extended heavy duty service with their balance of excellent properties. Since they contain a zinc dithiophosphate antiwear agent, they should not be used in specialized pumps with silver plated bearing surfaces. Shell TELLUS Oil technology is also a pioneer accomplishment because it is not adversely affected by small amounts of water. Uses high shear stability viscosity index improver that allows the retention of the original viscosimetric characteristics preventing the oil to get thinner at high temperature. Shell TELLUS Oils: Have excellent filterability and antiwear activity Are non corrosive to brass, bronze, steel and copper Possess oxidation stability for long system oil life Have low pour points Provide good demulsibility

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Applications: o Hydraulic and fluid power transmission systems subjected to wide variations in temperature, or where low viscosity change with fluctuating temperature is required o o Oil lubricated rolling bearings Lubrication of bearings by the micro-fog technique

T46 has the following properties: Density at 15 C = 872 kg/m3 Kinematic viscosity at 40 C = 46 mm2/s Kinematic viscosity at 100 C = 7.9 mm2/s Viscosity index = 143 Flash point = 225

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Shell Rimula Energised protection Oil: Shell Rimula oils contain powerful neutralizing agents that protect the engine from acid attack. When diesel fuel is burned acid is formed and can escape in the oil where they corrode parts of the engine.

Shell Rimula Energised Protection oils contain active molecules that block or carry away particles that can cause deposits.

Build-up of excessive piston deposits can result in ring sticking and abrasion, and cylinder wear. This shortens engine life and increases oil consumption.

Shell Rimula contains molecules that transform into protective film that keep metal surfaces apart, preventing wear.

Failure to keep moving metal surfaces separated can result in hot spots and wear.

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Synthetic oil v/s petroleum-based oil: Synthetic oil is often preferred due its cleaner running capabilities. It's also seen as a great alternative to numerous oil changes. With synthetic oil, you need fewer oil changes than with a petroleum-based oil.

The main disadvantage of synthetic oil is the price. Manufacturing synthetic oil requires a far more involved process. Because of this, the price of synthetic oil is nearly four times the price of petroleumbased oil.

Using synthetic oil is not recommended for brand new or newer vehicles. As new vehicles get broken in, they need the friction created by petroleum-based oils to run properly. If synthetic oils are used right away in a brand new car, this could cause the car to not run as it should.

Used synthetic motor oil is a major environmental pollutant. When oil is used, most of it is dumped improperly. It ends up water resources, including groundwater. When this happens it's very hard to remove the oil from these sources. Dumped synthetic oil can cause health issues for those using water in areas where the oils have been dumped. In fact, 40 percent of pollution in U.S. waterways occurs from carelessly dumped motor oil. Though petroleum-based motor oils have the same effect on the environment Synthetic oils harm the environment in the same way that petroleum-based oils do.

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Oil viscosity according to ambient temperature: Oil thins when heated and thickens when cooled. Choosing the proper motor oil viscosity grade for the ambient temperature of your geographic location is therefore vitally important.

In mono-grade oils, the motor oil viscosity is defined at only one temperature, either high or low. A multi-grade must keep a viscosity that will protect the engine effectively at both high and low temperatures. This makes multi-grades an easy and popular year-round choice for drivers who experience hot summers and harsh winters. Multi-grades are easily recognized by the dual viscosity rating (i.e. 10W-30 where the 10W is the low temperature or winter designation and the 30 is the high temperature designation). It is the motor oil viscosity modifier additive that produces a thickening effect at high temperatures but is dormant at low temperatures.

SAE Viscosity Grade Motor Oil: 5W-30 Temperature Conditions: Below 0 F Description: Provides excellent fuel economy and low temperature performance in most latemodel automobiles.

SAE Viscosity Grade Motor Oil: 10W-30 Temperature Conditions: Above 0 F Description: Most frequently recommended motor oil viscosity grade for most automobile engines, including high-performance multivalve engines and turbo-charged engines.

SAE Viscosity Grade Motor Oil: 10W-40 Temperature Conditions: Above 0 F Description: The first multi-grade introduced; a good choice for controlling engine wear and preventing oil breakdown from oxidation.

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SAE Viscosity Grade Motor Oil: 20W-50 Temperature Conditions: Above 20 F Description: Provides maximum protection for high-performance, high-RPM racing engines; Excellent choice for high temperature and heavy loads such as driving in the desert or towing a trailer at high speeds for long periods of time.

SAE Viscosity Grade Motor Oil: SAE 30 & SAE 40 Temperature Conditions: Above 40 F & Above 60 F Description: For cars and light trucks, where recommended by manufacturers. Not recommended when cold-temperature starting is required.

Table of lubricants, showing different grades of oil suitable for a certain ambient temperature.

Ambient Temperature v/ Oil viscosity (Picture taken from: http://www.vwresource.com/engine_oil.html)

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Motor oil recycling and the environment:

When replacing the oil in your engine, you must also properly dispose of resulting waste. Exposure to used motor oil poses a danger to your health and is a hazard to the environment. Plus, it is often illegal to dump used motor oil into garbage cans, down kitchen sinks and drains and into sewers and rivers or even pour it on the ground. A single pint of oil can create an oil slick the size of a football field!

A single gallon of used oil can contaminate a million gallons of fresh water, an amount equal to a year's supply of drinking water for 50 people. Given how widespread this contamination can be, it is obvious that proper motor oil recycling measures must be taken.

The good news is that motor oil recycling and even, oil filters recycling is easy. Used oil can be recycled into different types of fuel and lubricants, conserving the Earth's precious petroleum resources while at the same time protecting our environment. Most motor oil recycling facilities and local refuse centers accept used oil from consumers.

Recycling your used motor oil keeps it out of our rivers, lakes, streams and even the ground water. That means to keep it out of our drinking water, beaches and wild life.

A primary use is to re-refine it into a base stock for lubricating oil. This process is very similar to the refining of crude oil. The result is that the re-refined oil is of as high a quality as a virgin oil product. A secondary use of the used oil is to burn it for energy. Large industrial boilers can efficiently burn the used oil with minimum pollution. As a result some used oil is sent to power plants or cement kilns to be burned as fuel. On a smaller scale small quantities of used oil are burned in specially designed heaters to provide space heating for small businesses. If you recycle just two gallons of used oil it can generate enough electricity to run the average household for almost 24 hours.

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References:

Auto Guide, Oil as lubrication; Synthetic Oil; Additives, viewed on 26 May 2011 http://auto.indiamart.com/auto-consumables/lubricants-engine-oil.html

AMSOIL, Base oil categories, viewed on 1st June 2011 http://www.performanceoiltechnology.com/baseoilcategories.htm

AMSOIL, Motor oil viscosity grades, viewed on 1st June 2011 http://www.upmpg.com/tech_articles/motoroil_viscosity/

TECHNI/TIPS, A Publication of the Lubrication Engineers Technical Department, API classification Introducing Shell Rimula heavy duty engine oils, Shell Rimula Energised protection, About energized protection

SubsTech, Hydraulic oils, viewed on 10th June 2011 http://www.substech.com/dokuwiki/doku.php?id=hydraulic_oils&DokuWiki=fb1d404b1b9acb3 c2e252f6c6bde7b1a

SubsTech, Gear oils, viewed on 10th June 2011 http://www.substech.com/dokuwiki/doku.php?id=gear_oils

eHow, Disavantages of using synthetic oil, viewed on 10th June 2011 http://www.ehow.com/list_5889801_disadvantages-using-synthetic-motor-oil.html

Castrol, Motor oil viscosity, viewed on 10th June 2011 http://www.castrol.com/castrol/genericarticle.do?categoryId=8264018&contentId=7007302

Castrol, Motor oil recycling, viewed on 10th June 2011 http://www.castrol.com/castrol/genericarticle.do?categoryId=8264018&contentId=6003229

American Petroleum Institute, The oil recycling process, viewed on 10th june 2011 http://www.recycleoil.org/recycle_oil_process/consumer.html

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