Gear Lubrication Q&A with Evonik’s Aidan Rose · 12 YEARS of publishing excellence TRIBOLOGY &...

12 YEARS of publishing excellence

T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y

SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS AN PUBLICATION | SEPTEMBER 2016

Digital TLT: Sponsored this month by Acme-Hardesty at www.stle.org.

TLT HEAVY-DUTY DIESELLUBRICANTS

Gear Lubrication Q&A with Evonik’s Aidan Rose

Testing for Biodegradability Measurement variables

Rust Resistance Fundamentals of corrosion protection

Rheology Explained Tribology at the dinner table

Career Coach Should you accept that job offer?

How they’ll impact fuel standards.

INTRODUCING

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Passion for Solutions® is a registered trademark in the United States.

IN A WORLD WHERE INDUSTRIAL GEAR BOXES ARE INCREASING IN POWER DENSITY, PROTECTION TECHNOLOGY IS CRUCIAL FOR EXTENDING GEARBOX LIFE AND OIL DRAIN INTERVALS WHILE REDUCING OPERATING COSTS.

INDUSTRIAL GEAR MICROBOTZ™ DEFEND GEARBOXES WITH A PROTECTIVE SHIELD.AND, AS OEMS INTRODUCE NEW, MORE DEMANDING SPECIFICATIONS, AFTON’S GEAR TECHNOLOGIES RISE TO THE CHALLENGE.

HITEC® 307 AND HITEC® 352 PERFORMANCE ADDITIVES DELIVER EXCELLENT CLEAN GEAR PERFORMANCE; SUPERIOR COMPATIBILITY WITH PAINTS & SEALS AND OUTSTANDING BEARING WEAR PROTECTION - BUT NOW THEY HAVE ANOTHER ACCOLADE: THEY ARE

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RUST, DUST, DEBRIS - WHEN LUBRICANT FILM FAILS, METAL TOUCHES METAL, BEARINGS SCRATCH,

GEAR TEETH SCORE AND GEARBOXES DIE.

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PEER-REVIEWED PAPER (EDITOR’S CHOICE)

46 Tribological Dependence of the High-Performance Ferrous-Based Coating on Different Coating Counterparts in Engine Oil

By Yongxin Wang, Bin Wang, Jinlong Li, Fuqiang Ma and Qunji Xue

BOOK REVIEW

80 A review of Tribosystem Analysis: A Practical Approach to the Diagnosis of Wear Problems.

By Dr. Robert M. Gresham

FEATURES

TLT / SEPTEMBER 2016 / VOLUME 72 / NO. 9

10 22 26

Contents

WEBINARS

28 Fundamentals of rust preventives used for temporary corrosion protection

A lot of things can happen between the steel mill and the finished metal part. Corrosion doesn’t have to be one of them.

By Dr. Nancy McGuire

FEATURE ARTICLE

36 Heavy-duty diesel lubricants: How will they address fuel economy in the future?

The imminent availability of PC-11 lubricants is a focus on fuel efficiency for HD vehicles.

By Jeanna Van Rensselar

TECH BEAT

10 Special Report Antioxidants: Key additives

enable lubricants to operate under more severe conditions

But maximizing their performance depends on formulating the proper lubricant and monitoring it during use.

By Dr. Neil Canter

20 MINUTES WITH…

22 Aidan Rose

Evonik’s global business director discusses resource efficiency, gear lubrication and the automotive market.

By David Gray

COMMENTARY

26 Be careful what you ask for

When Man’s well-intentioned plans bump up against Mother Nature, unintended consequences often are the result.

By Dr. Robert M. Gresham

36

W W W . S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y S E P T E M B E R 2 0 1 6 • 1

DEPARTMENTS

58 Newsmakers

This month’s newsmakers include Chevron Oronite, The Schaeffler Group, Sea-Land Chemical, ANGUS Chemical and more.

68 New Products

Silver-colored anti-friction coating; elemental spectrom-eters and more.

70 Sounding Board

What are the biggest obstacles to using new additives in finished lubricant formulations?

76 Advertisers Index

78 Resources

Keep up to date with the latest technical literature available in print and online.

PUBLISHER/ EDITOR-IN-CHIEF Thomas T. Astrene [email protected]

ASSOCIATE EDITOR Rachel Fowler [email protected]

SENIOR FEATURE WRITER Jeanna Van Rensselar

CONTRIBUTING EDITORS Stuart F. Brown Dr. Neil Canter Dr. Robert M. Gresham Dr. Nancy McGuire Debbie Sniderman

CIRCULATION COORDINATORS Myrna Scott Judy Enblom (847) 825-5536

DESIGN/PRODUCTION Joe Ruck

ADVERTISING SALES Tracy Nicholas VanEe Phone: (630) 922-3459 Fax: (630) 904-4563 [email protected]

TRIBOLOGY AND LUBRICATION TECHNOLOGY (USPS 865740) Vol. 72, Number 9, (ISSN-1545-858), is published monthly by the Society of Tribologists and Lubrication Engineers, 840 Busse Hwy, Park Ridge, IL 60068-2376. Periodicals Postage is Paid at Park Ridge, IL and at additional mailing offices. POSTMASTER: Send address changes to Tribology and Lubrication Technology, 840 Busse Hwy, Park Ridge, IL 60068-2376.

EDITOR Evan Zabawski, CLSReliability Specialist

Calgary, Alberta, [email protected]

TECHNICAL EDITORS

Contents

4 President’s Report STLE stands up for STEM

6 From the Editor Rheology at the dinner table

8 Headquarters Report Did you forget something?

82 Career Coach Should you accept that job

offer?

86 On Condition Monitoring Complexity in ISFA (in-service

fluid analysis): Part XXVIII

88 Worldwide Testing for biodegradability

COLUMNS

Patrick Brutto ANGUS Chemical Co. Buffalo Grove, Illinois

Vincent Gatto Vanderbilt Chemicals, LLC Norwalk, Connecticut

David B. Gray Evonik Oil Additives Horsham, Pennsylvania

Dr. Martin Greaves The Dow Chemical Co. Horgen, Switzerland

Michael D. Holloway ALS Tribology Highland Village, Texas

Tyler Housel INOLEX, Inc. Philadelphia, Pennsylvania

Dr. Robert Jackson Auburn University Auburn, Alabama

Dr. Zulfiqar Khan Bournemouth University Poole, Dorset, United Kingdom

Dr. Kook-Wha Koh Chrysan Industries, Inc. Plymouth, Michigan

Andras Korenyi-Both Tribologix, Inc. Golden, Colorado

Michael N. Kotzalas The Timken Co. North Canton, Ohio

Dr. Anoop Kumar Royal Manufacturing Co. Tulsa, Oklahoma

Shawn McCarthy Ocean State Oil, Inc. Riverside, Rhode Island

Dr. Mary Moon Presque Isle Innovations, LLC Yardley, Pennsylvania

William Nehart Calumet Specialty Products Partners, L.P. Apple Valley, Minnesota

Jason Papacek POLARIS Laboratories Indianapolis, Indiana

Dr. Mehdi Shafiei Novelis Global Research & Technology Center Kennesaw, Georgia

Paula Vettel Novvi, LLC Emeryville, California

Jeff Walkup Gram & Juhl Englewood, Colorado

2 • S E P T E M B E R 2 0 1 6 T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y W W W . S T L E . O R G

Copyright © 2016 Society of Tribologists and Lubrication Engineers. All Rights Reserved.

TLT magazine is owned and published in print and electronically by the Society of Tribologists and Lubrication Engineers (STLE). The views set forth in this magazine are those of the authors and not necessarily the views of STLE. Material from TLT magazine may be reproduced only with written permission from STLE. TLT magazine assumes no liability or responsibility for any inaccurate, delayed or incomplete information. For more information, contact us at [email protected].

Subscription and Single Copies: Current volume single copies are $25 (not including shipping and handling). Annual subscription rate is $225/U.S., $290/international. Prepayment is required before subscription is started. Remittances from foreign countries must be by international money order or bank draft drawn on U.S. bank.

4

This Month’s Factoids: Comets, meteors and asteroids

Front cover image © Can Stock Photo Inc. / logoboom

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© 2015 Exxon Mobil Corporation. All rights reserved.All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its affiliates unless otherwise noted.

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FOR THE PAST SEVERAL YEARS STLE has hosted STEM camps as part of its annual meetings. For this year’s camp, May 16 in Las Vegas, we were very privileged to have 51 stu-dents from the Mojave High School. STEM, which stands for science, technology, engi-neering and math, is a nationwide educa-tional effort to raise next-generation profes-sionals for the challenges and opportunities of the 21st Century.

The fact that we live in a highly mobile, technology-savvy digital world makes clear the importance of STEM education. Together with its many sections, STLE is doing its part to support STEM through camps, donations and scholarships. STEM has become an inte-gral part of our modern lifestyle and all that goes on around us. Can we imagine a life with-out smartphones, computers, HDTVs and high-speed trains, planes and automobiles?

The short answer is no. There is a lot of deep-thinking math and engineering princi-ples involved in every one of these techno-logical marvels, so the value of STEM is un-questionable as it literally regulates everything that goes around us and impacts every aspect of our lives. Smooth, safe and long-lasting operations of many of those tech-nological marvels are in part due to advanced tribological principles that were employed during their productions. Many moving parts in complex mechanical systems also rely on advanced materials, coatings and lubricants to execute their specific functions.

As the Mojave STEM students entered the convention center at this year’s camp, they were warmly greeted by the smiling faces of our headquarters staff and many volunteers. Students wore their conventional attire but were given a nice T-shirt with the STLE logo on the front and an “I Love Tribology” sign on the back. The shirts were a big hit as almost all of the students wore them.

Then all of a sudden you were among a room full of curious young tribologists proac-

tively participating in 11 different experiments run by our many academic and industrial volun-teers. Running the experiments and seeing the end results instantly gave the students a real sense of what tribology is all about and why it is so important for so many things that we do or encounter in our daily lives. These kids were re-ally smart in grasping the logic behind each experiment and asking many relevant questions.

One of the major highlights of this year’s STEM camp was a lunch session with retired U.S. Navy Captain Heidemarie Stefanyshyn-Piper, who shared her experiences as a NASA astronaut. Captain Piper is one of our STEM enthusiasts who graciously travelled a long way to join us at this year’s camp.

After the STEM camp, students were asked to express their favorite memory and the coolest thing they had learned in words and in drawings. There were so many of them, but this one summarizes in a nutshell the reflec-tions that these kids conveyed: “I’ve learned that lubrication is in my life more than I an-ticipated. My favorite memory is when the

astronaut ate lunch with us. She explained a lot during lunch and her speech. She is an amazing and inspirational woman.”

STLE thanks Captain Piper and Past Presi-dent Maureen Hunter, who has graciously as-sumed the position of STLE STEM Ambassador this year to make future STEM camps even more successful and enjoyable. Maureen has been an advocate for STEM activities for a long time and we are honored to have her take on this leadership role. We also thank ExxonMobil Corp. for its generous financial support for our STEM educational and scholar-ship programs.

Finally, thanks to the real unsung heroes of this year’s STEM camp—the many volun-teers who set up and ran the experiments with the students.

PRESIDENT’S REPORT

Dr. Ali Erdemir

Ali Erdemir is a Distinguished Fellow at Argonne National Laboratory in Lemont, Ill. You can reach him at [email protected].

A team of volunteers introduced 51 Las Vegas high school students to the world of tribology.

STLE stands up for STEM

Professor Ashlie Martini demonstrates an experiment in friction for Las Vegas high school students attending the 2016 STLE STEM Camp.

4 A comet is a relatively small solar system body that orbits the sun. When close enough to the sun, they display a fuzzy outline called a coma or tail.

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WE HAVE ALL STRUGGLED AT ONE TIME OR ANOTHER to get the right amount of ketchup out of a glass bottle. Ketchup never pours readily—and sometimes pours too quickly—and each witness to the struggle offers a different technique to get it right.

Ketchup’s origins stem from a seasoned sauce made from fermented or pickled fish thought to have been brought by traders from Vietnam to Southeast China. Around the late 17th or early 18th Century, British trad-ers sought to recreate the sauce at home, evidenced by a recipe published in 1732 for Ketchup in Paste by Richard Bradley, which referenced “Bencoulin [a British settlement on Sumatra] in the East Indies” as its origin. British recipes did not call for a tomato base and instead used walnuts, anchovies, oysters or Jane Austen’s purported favorite: mushrooms.

The first known recipe calling for toma-toes wasn’t until 1812, but it was still missing vinegar and sugar. Ketchup’s popularity rose due to its nearly year-long shelf life, but the challenge was year-round preservation of the tomato pulp obtained during a short grow-ing season. A variety of preservatives were

employed, including coal tar and sodium ben-zoate. By 1896 a study deemed that 90% of commercial ketchups contained ingredients that posed a health hazard, and Dr. Harvey Washington Wiley spearheaded efforts against their use.

Dr. Wiley believed high-quality ingredi-ents and proper handling negated the need for such preservatives, and he partnered with a ketchup manufacturer whose recipe called for ripe, red tomatoes (which had higher levels of the natural preservative pectin) and much higher levels of vinegar (which also reduced spoilage). His partner’s name was Henry J. Heinz, who began pro-ducing ketchup in 1876 and developed a preservative-free recipe in 1906.

A concoction of tomato paste, vinegar, sugar and spices is not inherently thick, so thixotropic xanthan gum is added, which gives ketchup its non-Newtonian proper-ties. (A Newtonian fluid is one whose viscos-ity does not change relative to time, flow or stress, and time-dependent non-Newtonian fluids are called thixotropic.) Non-Newtonian fluids, whose viscosity is time independent,

are largely shear thickening (like Oobleck) or shear thinning (like paint).

These properties prevent the ketchup from flowing off of a hamburger but also are what makes it so difficult to get out of a bottle. There is no trick to it; one must simply cause the ketchup to shear and it will flow readily. Some people have taken the literal approach by inserted a knife up the neck of the bottle, which works best when the bottle is full. In 1983 Heinz introduced the squeeze bottle, completely negating this effort, since forced flow through an orifice creates the necessary stress for the viscosity to decrease. Funnily enough, it took until 2002 before they de-signed the bottle to be stored upside down so that partially consumed bottles did not require shaking to get the ketchup toward the cap.

Returning to our struggle with a glass bottle, others resort to thumping the bottom of the bottle. Though this does occasionally produce positive results, it can be difficult to control and can produce an excessive glop. This excess of ketchup is a result of achieving the yield stress, a point at which the viscosity decreases by a factor of 1,000.

For best results, firmly tap the sweet spot of the bottle with two fingers (index and middle). Just where is that sweet spot you ask? On a bottle of Heinz it is where the 57 is embossed, a secret that Heinz’s Website claims only 11% of people know, so now you have joined a reasonably exclusive club.

Ketchup displays thixotropic (it will even-tually flow to the bottom of the bottle), shear-thinning (squeeze bottle) and yield-stress (big glop) properties, making it a great example for learning about rheology.

Evan Zabawski, CLS, is a reliability specialist based in Calgary, Alberta, Canada. You can reach him at [email protected].

FROM THE EDITOR

Evan Zabawski

A popular condiment explains non-Newtonian flow.

Rheology at the dinner table

One must simply cause the ketchup to shear and it will flow readily.

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6 A comet’s tail is created as the comet gets closer to the sun, causing water, carbon dioxide and other compounds to sublime from its surface.

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LIKE MOST ASSOCIATIONS, STLE enjoys amembership renewal rate of 80%-85%.Looked at another way, in any given year welose 15%-20% of our members. Fortunately,our recruiting efforts replace most of thosedepartures with new members, and we havekept the total stable at 3,500 members for thepast 10 years.

Reducing the attrition rate would be agood thing for the organization. However, fac-tors such as job reassignments, career chang-es and retirements make retention an uphillbattle. But association marketing expertspoint to one other factor that suppresses re-tention rates—people simply forget about us!

The vice president of a marketing firmthat specializes in association membershipdevelopment emphasized that point in a re-cently released study. He observed, “Associa-tions must realize that many members fail torenew because they simply aren’t payingclose attention to renewal notices.”

STLE goes to considerable lengths to ad-dress that situation and get your attention.Every member receives three dues renewalnotices over a 90-day period before they aredropped from the rolls for non-payment of dues.The notices provide multiple payment options.

You can also self-check your dues statusand renewal deadline by logging into your pro-file on www.stle.org. Several other technolo-gy-based programs that support renewal no-tices and payments are being investigated.We’re also happy to personally assist if you callSTLE headquarters during normal businesshours to check status or process a renewal.

STLE’s internal research emphasizes thatmembership matters because the benefits arevaluable. In STLE’s 2016 Association Labora-tory Membership Satisfaction study, surveyrespondents gave STLE stellar ratings for bothvalue and relevance. Nearly 90% of the 500members who participated in the study ratedtheir overall satisfaction with membership as

high. According to the report, “Participantsare highly satisfied with STLE member bene-fits. Benefits with the highest satisfactionratings are also the ones considered mostimportant to the membership decision.”

If you are among the more than 1,800people who have earned one of STLE’s certi-fication credentials, it also pays to pay atten-tion when it’s time to renew every three years.Factors similar to those affecting member-ship, such as retirements or job changes,sometimes result in a non-renewal. But simplyforgetting to renew in the prescribed timeperiod can be a painful experience. The onlyway to reactivate a lapsed certification cre-dential is by taking and passing the certifica-tion exam once again.

STLE’s strategic plan places renewed em-phasis on creation of members-only benefits.As a result the number and variety of high-

value exclusive services is growing. Case inpoint will be the debut this fall of expandedprofessional development tools on the STLEWebsite, www.stle.org. Individuals seekingrelevant professional development guidanceand support will have a better experience whenaccessing and locating this more focused con-tent—provided they are an STLE member!

Don’t let a simple memory lapse lock youout of access to this valuable members-onlyeducation resource and from the many othertangible and intangible benefits that accrueto STLE members.

HEADQUARTERS REPORT

Edward P. Salek, CAE / Executive Director

You can reach Certified Association Executive Ed Salek at [email protected].

Did you forget something?Don’t let a memory lapse damage your career prospects.

Keep your STLE membership and certification credentials current.

Nearly 90% of the 500 members who participated in the study rated their overall satisfaction with membership as high.

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8 Comets are made of ice, dust and small rocky particles.

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DEMANDS PLACED ON LUBRICANTS TO PROVIDE SUPERIOR PERFORMANCE under more stressful operating environments over longer periods of time are increasing. This means that the function that antioxidants perform to protect lubricants is continu-ing to increase in importance.

With the implementation of two new engine oil specifications, as was discussed in a previous TLT article,1 antioxidants will continue to play an important role in automotive lubricants. But antioxidants also are an important additive used in industrial lubricants.

This article furnishes an update on the use of antioxidants in industrial lubri-cants that includes discussions about critical lubricant applications, how to select antioxidants, assessing antioxidant performance and future trends.

Input on developments with antioxidants has been obtained from representatives at the following companies: BASF, Chemtura, Fluitec Industries, King Industries, Polnox, Rhein Chemie and Vanderbilt Chemical.

FUNCTION OF ANTIOXIDANTSOxidation is a multistep process involving a three-step radical process that if left unchecked will eventually lead to the total breakdown of the components in the lubricant. In the first step of the radical process, known as initiation, an external factor such as heat, severe pressure or the presence of a metal will trigger the forma-tion of a free radical (or unpaired electron) that is derived from one of the organic components found in the lubricant. Either a bond inside the organic species between two atoms is broken to form the radical or an electron is subtracted from a molecule by an oxidized metal.

Antioxidants Key additives enable lubricants to operate under more severe conditions

TECH BEAT

Dr. Neil Canter / Contributing Editor

KEY CONCEPTS

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• Evaluating• Evaluating thethe effectivenesseffectivenessofof antioxidantsantioxidants usedused inin aaspecificspecific lubric tlubricantlubricant requiresrequiresrequires aaaseriesseries ofofof laboratorylaboratory teststestsfollowedfollowed byby anan assessmentassessmentofof fieldfieldfield performance.performance.

1 0 • S E P T E M B E R 2 0 1 6 T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y W W W . S T L E . O R G

SPECIAL REPORT

But maximizing their performance depends on formulating the proper lubricant and monitoring it during use.

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The free radical formed is a highly reactive species that can react with oxy-gen to form a hydroperoxide radical in the second step of the radical process. This is known as propagation because the additional radicals formed acceler-ate the decomposition of the lubricant. The hydroperoxide radicals formed en-gage in a third step, known as the mul-tiplying step, leading to the formation of additional radicals.

Dr. Michael König, senior manager application for Rhein Chemie Rheinau GmbH in Mannheim, Germany, says,

“A second aspect of propagation is that the peroxides formed can further react to form additional radicals in a branch-ing and multiplying process. By con-tinuous breaking of bonds, smaller or even volatile molecules are generated.” A schematic showing initiation, propa-gation and multiplying is illustrated in Figure 1.

The only termination step of the radical process is the recombination step where two of the free radicals will combine to form a stable compound in a reaction that essentially removes free

radicals from the lubricant as shown in Figure 2.

The termination step is only effec-tive in stopping the process if no more free radicals are formed during ini-tiation. For this to occur, the external stresses that are causing the lubricant to oxidize must stop.

Ultimately, König points out that the final products of oxidation are car-bon dioxide and water, as shown in Figure 2.

Antioxidants interfere with oxida-tion through reacting with free radicals

W W W . S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y S E P T E M B E R 2 0 1 6 • 1 1

Radical Mechanism of Aging and Oxidation/Point of Action of Antioxidants

Termination Step of Radical Process/Final Results of Oxidation

chain

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Figure 1 | The three-step process describing oxidation involves the initiation, propagation and multiplication of free radicals. (Figure courtesy of Rhein Chemie Rheinau GmbH.)

Figure 2 | Termination of oxidation takes place through recombination of two free radicals as shown in the top reaction. The ultimate oxidation products as shown in the bottom reaction are carbon dioxide and water. (Figure courtesy of Rhein Chemie Rheinau GmbH.)

recombination,

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to form stable species. STLE-member Vince Gatto, research director for Vanderbilt Chemicals LLC in Norwalk, Conn., says, “The two major classes of antioxidants used in industrial lubri-cant applications are aromatic amines and hindered phenols. They are clas-sified as primary antioxidants because they function to scavenge peroxy radi-cals in the oil, converting the peroxy radicals into more stable hydroperox-ides. Quite frequently the combina-tion of these two classes are used due to the known stabilization synergy that results (basically aromatic amines an-tioxidants at high temperatures while hindered phenolics are more effective at lower temperatures).”

STLE-member Cyril Migdal, R&D director for Chemtura Corp. in Nau-gatuck, Conn., provides specific exam-ples of aromatic amines and hindered phenolics. He says, “The most widely used aromatic amine are the alkylated diphenylamines (ADPAs). Another radical scavenger aromatic amine type used is phenyl-alpha-naphthyl amine (PANA) or its alkylated version, alkyl phenyl-alpha-naphthyl amine (APA-NA). The most widely used hindered phenolic is 2,6-di-t-butyl-p-cresol, commonly known as BHT. Other ex-amples of hindered phenolics with the benefit of lower volatility than BHT are 3,5-di-t-butyl-4-hydroxy-hydrocin-namic acid, C7-C9 branched alkyl ester and 4,4’-methylenebis (2,6-di-tertiary-butylphenol).”

Secondary antioxidants are a sec-ond class that decompose less stable hydroperoxide radicals to more stable alcohols. Migdal says, “Examples of secondary antioxidants are zinc dial-kyldithiophosphates (ZDDPs), phos-phites, sulfides and thiocarbamates.”

Gatto believes that ashless dithio-carbamates provide some additional benefits. He says, “Ashless dithiocarba-mates are an example of a supplemental antioxidant that are used in addition to aromatic amine and hindered phenolics to enhance certain specific properties of the finished industrial fluid. They are synergistic with the aromatic amine antioxidants and can enhance general

oxidation control but in addition also can deliver some antiwear benefits.”

A third type of antioxidant is ter-tiary antioxidants. König says, “Tertiary antioxidants inhibit the formation of catalysts used in the initiation reaction (see Figure 1). They typically have the function of acting as ferrous and non-ferrous metal inhibitors.”

An example of a tertiary antioxi-dant is an alkylated diphenylamine derivative of tolutriazole. Gatto says, “Alkylated diphenylamine derivatives of tolutriazole function as both pri-mary antioxidants (scavenging peroxy radicals) and corrosion inhibitors (pas-sivating metal surfaces). They also are synergistic with ashless dithiocarba-mates.”

CRITICAL LUBRICANT APPLICATIONSSTLE Past President Robert Baker, technical sales & marketing advisor for King Industries in Norwalk, Conn., says, “Very few applications (such as lost lubricants and once through) do not benefit from the ability of antioxi-dants to extend the functional life of the lubricant and prevent premature failures. There is economic incentive in most cases with critical applications being those where the cost of down-time to change out the lubricant is sig-nificantly greater than the cost of the lubricant itself. Perhaps the most cur-rent example may be the wind turbine.”

Galen Greene, technical service manager for BASF Corp. in Tarrytown, N.Y., agrees and says, “Almost every lubricant needs antioxidants! They are used across the spectrum of industrial

lubricants, from relatively low-temper-ature applications such as hydraulic oils to more demanding applications where the lubricant is exposed to high-er temperatures such as gas turbine oils and compressor oils.”

STLE-member Jo Ameye, general manager Europe for Fluitec Inter-national in Antwerp, Belgium, says, “Antioxidants are needed in any ap-plication where the fluid’s primary mode of failure is oxidation. Examples include turbine, compressor and rotat-ing equipment (rust and oxidation for-mulations) and the new generation of synthetic gear oils.”

STLE-member Ashok Cholli, presi-dent and chief technology officer of Polnox Corp. in Lowell, Mass., says, “Lubricant products essentially com-prise approximately 85%-95% base stock oil that basically consists of or-ganic hydrocarbon molecules derived from petroleum, synthetic or biobased raw materials. Antioxidants are an es-sential additive for all applications, and their use depends upon the nature and quality of oil and the stability re-quirements of the end-use application. Lubricants containing more stable oils (such as synthetic base stocks) may need only a very low level of anti-oxidant, while less oxidatively stable vegetable oils may require higher treat levels.”

König says, “All industrial lubri-cants formulated for long lifetime op-erations and exposed to heat and/or air require antioxidants.”

Migdal lists criteria involving the application, lubricant type and appli-cation where antioxidants are needed. He says, “The most critical antioxidant needs are applications where the sus-tained operating temperature is > 40 C, the base stock is of poor quality (high in aromatics and unsaturates), metal contamination in the lubricant is pos-sible and applications that are intended to be ‘filled for life.’”

Gatto discusses operating condi-tions that place a large demand on antioxidants. He says, “The stress ap-plied to antioxidants is most severe in applications such as high temperature

‘The two major classes of antioxidants used

in industrial lubricant applications are aromatic

amines and hindered phenols.’

12 The name comet comes from the Greek word meaning ‘hair of the head.’ Aristotle coined the phrase because he observed comets as ‘stars with hair.’

turbines and compressors, where the lubricant is exposed to severe environ-ments involving high temperatures, cold spots and metal contamination and where water places a large demand on antioxidants. Even more severe con-ditions are encountered when tempera-tures in a specific application are highly variable. This is due to the potential for water buildup at low temperatures that can lead to acid buildup and corrosion which both accelerate oxidation.”

ANTIOXIDANT SELECTIONIn selection of antioxidants, it is im-portant to use a mixture of aromatic amines and hindered phenolics to af-ford the broadest temperature coverage. Migdal says, “At temperatures less than 120 C, hindered phenolic antioxidants perform very well and are predominate-ly used, however at temperatures great-er than 120 C, aromatic amines such as alkylated diphenylamines are more effective than hindered phenolics.”

The need for multiple antioxidants is demonstrated in Figure 3 that shows the evaluation of turbine oils in the Turbine Oil Oxidation Stability Test (TOST—ASTM D943) and in Figure 4 that shows the same samples examined using the Rotating Pressure Vessel Oxi-dation Test (RPVOT—ASTM D2272). These studies demonstrate how com-bining an alkylated diphenylamine with a hindered phenolic leads to better oxidation protection than either of the two antioxidants used by themselves.

Gatto indicates that combinations of antioxidants represent the best ap-proach for lubricant formulators to use in order to ensure that the lubricant will perform up to its capability in a particular application. He says, “The formulator should use a combination of hindered phenolics and aromatic amines plus one or more supplemen-tal antioxidants. This strategy takes advantage of the performance synergy between antioxidant classes and gener-ally allows for the lowest cost formula-tion. Formulators should use hindered phenolics in combination with aro-matic amines plus supplemental ash-less dithiocarbamates and supplemen-

tal alkylated diphenylamine derivatives of tolutriazole. The ratio among anti-oxidants is important and needs to be worked out for each application.”

Gatto also gives guidelines for how hindered phenolics and aromatic amines should be used. He adds, “In applications where sludge or deposits

is a problem, hindered phenolics are fa-vored. In high temperature applications where sludge and deposits are less of an issue, aromatic amines are favored.”

Baker is in agreement that multiple antioxidants should be used. He says, “Even in applications not considered severe, a mix of chemistries may be


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Figure 3 | Better results in delaying the onset of oxidation are achieved with multiple anti-oxidants such as the combination of an alkylated diphenylamine (ADPA) and hindered phenolic (HP) in the TOST. (Figure courtesy of Chemtura Corp.)

Figure 4 | The ADPA, HP antioxidant combination also shows better results in the RPVOT. (Figure courtesy of Chemtura Corp.)

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more cost effective.” Figure 5 shows an example of data compiled by formu-lating an ISO VG 46 Group I base oil with antioxidants. Better performance results are achieved when the RPVOT and TOST are run using formulations with two antioxidants, as well as two metal catalyst passivators.”

Baker also points out an important factor regarding the heat/temperature of the application. He says, “Oxidation is a typical reaction for which the rate doubles approximately every 10 C. An-tioxidants are sacrificial and are con-sumed as they perform their function, so there will be a half-life decrease for every 10 C increase in the average op-erating temperature of the lubricant.”

Greene feels that antioxidant selec-tion needs to be done by developing a test program that correlates well with a specific application. He says, “Once a field-correlated test program has been selected and validated, antioxidants can be selected and validated based on base fluid solubility, regulatory requirements and performance.”

Making a careful selection of anti-oxidants when formulating can lead to beneficial results as shown in the TOST study in Figure 6. Greene says, “In this case a hydraulic fluid formulated with an ashless additive package can be sup-plemented with a mixture of specific aromatic amine antioxidants. Since the right antioxidant system is in place, a lubricant formulator can dial in the desired TOST performance up to very high levels without compromising the fluid’s sludging tendency while keeping a very low additive treat rate.”

Cholli lists three key considerations that the lubricant formulator must con-sider in selecting an antioxidant for a specific lubricant application. He says, “The formulator must know the na-ture of the base stock and whether it is derived from petroleum, synthetic or a biobased raw material. Operating temperature that the lubricant will be subjected to must be evaluated as there are different antioxidants optimized for low-temperature or high-temperature performance, and cost-performance re-quirements must be considered based

on the price of the antioxidant and its treat rate.”

König feels that one other factor that a formulator must be aware of is whether the specific antioxidant meets the regulator requirements of the spe-cific country or region. Migdal points out that there is an additional step the formulator must take if the antioxidant

is needed for a food-grade lubricant. He says, “The formulator must select an antioxidant for a food-grade applica-tion that is registered under a certifi-cation such as USDA’s HX-1 category.”

BIOLUBRICANTSOne specific class of base stocks that is particularly troublesome from the


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Figure 5 | Formulating with two antioxidants and two metal catalyst passivators leads to su-perior RPVOT and TOST performance results. (Figure courtesy of King Industries.)

Figure 6 | Supplementing a hydraulic fluid with a mixture of specific aromatic amines enables the antioxidation performance to be tailored to meet particular operating conditions. (Figure courtesy of BASF Corp.)

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oxidation standpoint are biolubri-cants. Cholli explains, “In contrast to petroleum-based lubricants, biolubri-cants consist of esters of mixed fatty acids (i.e., saturated, monosaturated and polyunsaturated) that contain sig-nificant levels of unsaturated compo-nents particularly those that are poly-unsaturated. The level of unsaturated components is known to correlate with increasing oxidative instability.”

Cholli maintains that the perfor-mance of conventional antioxidants is relatively ineffective when used with biolubricants. He says, “The most seri-ous issues in using conventional anti-oxidants are the lack of sufficient reac-tivity to efficiently scavenge the highly reactive free radical intermediates that propagate oxidation chains in polyun-saturated oils and the sacrificial nature of conventional existing antioxidants that makes them incapable of function-ing as antioxidants once they scavenge a free radical.”

An alternative antioxidant technol-ogy known as DT-mPM has been found to be a better option for lubricant for-

mulators. Cholli says, “This technology exploits a unique regenerative mecha-nism to improve the antioxidant per-formance by multiple times to provide a significant improvement in efficacy over conventional products.”

Performance data showing the effec-tiveness of DT-mPM versus a commer-cial antioxidant are shown in Figure 7. The two antioxidants are each added separately at a 2% treat rate to canola oil and metal catalysts (iron and cop-per) and their effectiveness compared using the Pressure Differential Scan-ning Calorimetry (PDSC) test proce-dure, ASTM D6186. Both samples are heated at 135 C for seven days and the oxidation induction time (OIT) deter-mined on a daily basis and charted in Figure 7.

Cholli says, “Subjecting the canola oil containing DT-mPM to pro-oxidant metal catalysts and a temperature of 135 C for four days leads to an iden-tical OIT compared to the canola oil sample after it is just blended with 2% of a commercial antioxidant (see arrow in Figure 7). The DT-mPM antioxidant

provides strong performance under se-vere conditions compared to a commer-cial antioxidant that has not even been subjected to the harsh experimental conditions.”

Figure 7 also reveals that even af-ter seven days of exposure of heat and metal catalysts to the oil, the DT-mPM antioxidant outperforms and maintains its superior efficacy compared to the commercial antioxidant, according to Cholli.

Baker points out that the type of base stock used in the biolubricant is critical in determining whether an antioxidant will be effective. He says, “Natural oils simply cannot be inhib-ited to withstand any significant heat and are restricted to more or less ambi-ent applications. The life of formulated conventional and many synthetic fluids can be compared using the TOST in the thousands of hours; however, inhibited natural oils are at best in the hundreds of hours and biodegradable synthetics can only be compared without the ad-dition of water.”

Figure 8 on Page 17 compares the performance of petroleum, natural oil and synthetic ester base stocks with an appropriate treat rate of the same an-tioxidant blend in the TOST and the RPVOT. The natural oils display infe-rior oxidation characteristics compared to the petroleum base oils and the satu-rated biodegradable, synthetic ester.

Baker adds, “For more demand-ing applications that require or desire biolubricants, it is necessary to move toward synthetic esters and utilize the benefit of antioxidant blends similar to those that have been demonstrated in petroleum base stocks.”

König believes that hydrolysis of biolubricants is as important as oxida-tion. He says, “Hydrolysis products of esters promote the radical formation and aging of esters. This means that esters need as much protection from hydrolysis as from oxidation and ag-ing of esters by radical reactions must be distinguished from aging by hydro-lysis. One challenge faced by lubricant formulators is the main types of anti-oxidants are not readily biodegradable,

Figure 7 | A PDSC study shows that an alternative antioxidant technology known as DT-mPM exhibits superior performance in canola oil versus a commercial antioxidant. (Figure courtesy of Polnox Corp.)

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so care must be taken by lubricant for-mulators in developing biolubricants that only contain antioxidants that are non-bioaccumulative and exhibit low aquatic toxicity.”

Greene is in agreement and states that formulating biolubricants is con-strained by regional specifications. He says, “Specifications for biolubricants in specific global regions (e.g., the Eu-ropean Eco-Label) often limit which antioxidants can be used and the treat rate that may be used.”

Migdal offers suggestions for what antioxidants to use in formulating un-saturated biolubricants. He says, “In general, higher doses of antioxidant are required and even then biolubricants will not be as oxidatively stable as low unsaturated counterparts. Antioxidants such as PANA and APANA generally work well in vegetable oils and other ester base stocks whether bio-derived or not.”

Gatto also feels that combinations of aromatic amine-based antioxidants are useful in working with biolubri-cants. He says, “Alkylated diphenyl-amines should be used with alkylated phenyl-alpha-naphthylamines and a supplemental antioxidant such as the ashless dithiocarbamates.”

DIFFERENTIATE ANTIOXIDANT PERFORMANCEThe best approach to differentiate an-tioxidant performance is through run-ning a series of laboratory tests (recog-nizing that no bench test simulates all the possible operating conditions to be encountered). Details on the available tests can be found in the ASTM Fu-els and Lubricants Handbook.2 Baker says, “Four of the most common fluid lubricant oxidation tests are the TOST, RPVOT, PDSC and the Cincinnati Mi-lacron ‘thermal stability’ test” (see Table 1). It should be noted that automotive engine oils are typically confronted with conditions not common to most industrial applications and industrial bench tests are generally not consid-ered predictive of engine performance.”

Gatto offers his thoughts for evalu-ating antioxidants. He says, “My pref-

erence is to use one bulk oil oxidation test (dry TOST or Indiana Stirring Oxi-dation Test (ISOT)), one thin film oxi-dation test (PDSC) a varnish or sludge test (Cincinnati Milacron Thermal Sta-bility Test or 1,000 hour TOST) and a deposit test (Panel Coker). The RPVOT is used by the lubricants industry as an antioxidant screener for turbine and compressor oils, although the test was

not designed for that purpose.”Besides the PDSC, Ameye offers

other tests for evaluation of antioxi-dants in order to differentiate their performance. He says, “Linear Sweep Voltammetry (LSV) is used to mea-sure the content of aromatic amines and hindered phenolics in turbine oils through the ASTM D6971 and D6810 test methods, respectively. FT-IR mea-

Figure 8 | The challenge in protecting natural oil-based lubricants from oxidizing as compared to other base stocks is shown in this RPVOT and TOST study. (Figure courtesy of King Industries.)

Test Method Description

“TOST” – ASTM D943Standard Test Method for Oxidation Characteristics of Inhibited Mineral Oils

Commonly referred to as the Turbine Oil Oxidation Stability Test, perhaps the bench test that best correlates to reality. Unfortunately well-inhibited oils run thousands of hours. There are several similar bench tests that produce results in less time, mostly by accelerating conditions.

“RPVOT” – ASTM D2272Standard Test Method for Oxidation Stability of Steam Turbine Oils by Rotating Pressure Vessel

The test is used to measure the remaining life of in-service oils by comparing the current result to the new oil value. It is not intended to compare the performance of different oils; however, it is commonly used for screening because the results are in minutes rather than hours and is helpful in comparing similar AO variations.

“PDSC” – ASTM D6186Standard Test Method for Oxidation Induction Time of Lubricating Oils by Pressure Differential Scanning Calorimetry

This test provides fast results with very small samples and is useful in screening; however, ASTM states, “no correlation has been established between the results of this test method and service performance.”

“Cincinnati Milacron Thermal Stability” – ASTM D2070Standard Test Method for Thermal Stability of Hydraulic Oils

A well-recognized test that includes oxidation as an occurring mechanism with copper and iron catalysts added to the fluid sample evaluated at 135 C for one week.

Table 1 | (Table courtesy of King Industries.)

Common Fluid Lubricant Oxidation Tests

Multicomponent Ashless R&O PackageBench Test Results by Base Oil

Short-term comets like Halley’s Comet have orbital periods of fewer than 200 years. Long-term comets have orbital periods of more than 200 years. 1 7

sures the concentration of hindered phenolics in lubricants and high-pres-sure liquid chromatography/gas chro-matography are two methods that also can be used to measure the concentra-tion of antioxidants in lubricants.”

Migdal feels that a series of tests can be used to properly differentiate antiox-idant performance. He says, “The PDSC can be tailored for use under different pressures, temperatures, atmospheres and catalysts. The RPVOT is used to simulate an environment of 150 C in applications where water may be pres-ent. The TOST is used in steam tur-bines, where water is present and is run at a temperature (95 C) that simulates the low temperature of this application. For gas turbines, a relatively new test method known as the Determination of the Oxidation Stability and Insolubles Formation of Inhibited Turbine Oils at 120 C was developed and is known as ASTM D7873.”

Migdal continues by stressing that

statistical experimental design (SED) methodology should be used to maxi-mize the information obtained from a series of environmental stress tests used to evaluate antioxidant performance. He says, “SED is the best technique to identify synergistic or antagonistic effects between additives. Variables to consider when setting up an SED to evaluate antioxidants include: additive concentration, end-use temperature range, presence/type of metal ions, oxi-

dation in bulk or thin-film and whether to include water.”

Greene indicates that field perfor-mance will drive customer perception about the value of the lubricant and counsels that test programs should be tailored to evaluate the performance parameters that matter. He says, “Combinations of parameters such as viscosity control, acid number control, sludge and deposit control must be prioritized with regard to the specific application. Many well-understood, in-dustry-standard bench-and-rig tests are available for industrial lubricants and OEM specifications can offer a guide to which tests are appropriate for which applications.”

Cholli prefers to use the PDSC to assess antioxidant performance. He says, “The PDSC is a direct method that detects the heat generated as a result of exothermic processes that are oc-curring due to the reaction of heat and oxygen with the lubricant oil molecules

‘Specifications for biolu-bricants in specific global regions often limit which antioxidants can be used

and the treat rate that may be used.’


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in auto-oxidation reactions. It is simple to correlate the role of antioxidants to retard such exothermic reactions by measuring the time required to go to the auto-oxidation stage under the isothermal conditions of the test. The PDSC also is highly accurate and repro-ducible, requires only a small amount of sample and more importantly does not take a long time to run.”

König cautions that evaluation of antioxidants may actually take a long period of time. He says, “Sometimes, it is necessary to run long-term tests to cover all aspects of complex antioxi-dant mechanisms.”

ADDITIVES THAT COMPLEMENT ANTIOXIDANTSSecondary and tertiary antioxidants work to supplement the performance of primary antioxidants. Greene says, “Most machines are made of metals that can play a role in accelerating oxidation by catalyzing the hemolysis

of O-O bonds in the peroxides that inevitably form in a lubricant. Mini-mizing the catalytic activity of metals through the use of a robust corrosion inhibitor and metal deactivator system is an important element in formula-tion of an industrial lubricant with a long service life.”

Migdal points out that there is a second class of metal deactivators be-sides the triazoles that are effective in preventing metal ions (i.e., Fe+2, Cu+2) from catalyzing oxidation of the lu-

bricant. He says, “The second class is the chelating type that can attach themselves to metal ions in solution keeping them from catalyzing the oxi-dation process. An example of a chela-tor is N,N-disalicylidene-1,2-propane-diamine.”

Gatto feels that sulfur- and phos-phorus-free molybdate esters act syn-ergistically with antioxidants. He ex-plains, “Both of these additive types are not very effective antioxidants, but they synergize alkylated diphenylamines and sulfurized compounds. This ap-proach has been used in engine oils but has not been tried as much in industrial lubricants. One reason for their use in engine oils is that molybdate ester also are synergistic with zinc dialkyldithio-phosphates.”

EXTEND OPERATING LIFE OF AN OXIDIZED LUBRICANTAll of the respondents caution that once oxidation of a lubricant starts,

‘Radical scavengers and/or peroxide decomposers can be added in an attempt to slow down the oxidation

process.’


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it will continue to accelerate, in many cases exponentially, making it difficult to stop and leading eventually to the need to replace the lubricant. A few suggestions are offered below.

Greene says, “One approach is to top treat the lubricant with an antioxi-dant, but this can lead to unpredictable results and is generally unadvisable. This is because the antioxidant system is carefully balanced, and it is highly possible an end-user would upset this balance leading to worse performance.”

König agrees that addition of anti-oxidants may be helpful if the lubricant system has not reached a critical situa-tion. He says, “Radical scavengers and/or peroxide decomposers can be added in an attempt to slow down the oxida-tion process.”

Ameye says, “Two steps to take are to remove oxidation and degradation products by chemical filtration to pre-vent further base-oil degradation and to replenish with fresh antioxidants.”

Cholli says, “Where oil contamina-tion is limited, it may be possible to consider replenishing the lubricant sys-tem with fresh oil at regular intervals to maintain performance.”

Baker suggests the use of another additive type to minimize the presence of insoluble species if the lubricant system has not reached the point of no return. He says, “Addition of a dis-persant may be helpful in reducing the presence of sludge or varnish formation that can result from oxidation.”

Gatto claims that use of a highly re-fined base oil gives the lubricant end-user more of a chance to stabilize the situation. He says, “If a lubricant based on a Group I base oil has started de-grading, then not much can be done. But lubricants formulated with Group II, III and IV base stocks have a very high oxidation stability and usually do not degrade to a large extent in the presence of antioxidants. Monitoring antioxidant depletion in the system can be used to find the optimum point where antioxidant replenishment is fea-sible. This is usually at a stage where between 50% and 75% of the antioxi-dant is depleted.”

Ultimately, Gatto considers all of these approaches to extend the operat-ing life of the oxidized lubricant to be operationally challenging and techni-cally complex. “Some are only tempo-rary measures requiring the lubricant to eventually be changed to avoid equipment failure,” he says.

Gatto also indicates that a new antioxidant shows good performance in initial testing and can be used in a broad range of base stocks including Group IV oils and PAG-based fluids. He says, “This antioxidant has a key benefit of boosting fluid resistance to oxidation without compromising sludge control. Normally this is very difficult to do.”

Figure 9 shows RPVOT and sludge control data prepared from a turbine oil formulated with a Group II base oil and 0.8% of a turbine oil package contain-ing antioxidant, corrosion inhibitor, rust inhibitor and diluent oil in the list-ed percentages. Introduction of 0.2% of the new antioxidant as a top treat boosts the RPVOT while lowering the milligrams of sludge to an acceptable level as evaluated using ASTM D2070,

a method that is done to evaluate ther-mal stability of industrial lubricants.

Gatto adds, “This work demon-strates that a top treat can work if the correct formulation approach is used.”

ASSESSMENT OF CURRENT ANTIOXIDANTSThe increasingly stressful operating conditions for lubricants means that there is need to assess the performance characteristics of the currently available antioxidants. Ameye says, “A better synergy needs to be achieved between different types of aromatic amines and hindered phenolics. Better antioxidant solutions are needed on the newer gen-eration of steam and gas turbines and radial/centrifugal compressors because they tend to use smaller oil reservoir volumes that have less dwell time lead-ing to additional oxidative stress.”

One other area where improvement is needed is in hydraulic fluids. Ameye says, “More hydraulic oils need to be enhanced with primary antioxidants such as aromatic amines and hindered phenolics instead of relying on second-ary antioxidants.”

Figure 9 | Addition of the proper top treat can boost antioxidant performance as shown in the evaluation of a turbine oil using the TOST and a thermal stability test. (Figure courtesy of Vanderbilt Chemicals LLC.)

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Corrosion Inhibitor 6.25 %

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Diluent Oil 18.75 %

Sludge Fail

w/0.2% AOXtop treat

Improve Oxidation Control While Reducing Sludge

20 Records of humans observing Halley’s Comet go back thousands of years, with appearances noted by Babylonian, Chinese and European star gazers.

Baker points out that a big chal-lenge for the lubricants industry is the lack of new antioxidants to work with in new and existing products. He says, “Registrations of new antioxidant can-didates have become more difficult and expensive, which is virtually preclud-ing the development of new chemis-tries. The continuing challenge is to seek cost-effective synergies of existing chemistries.”

FUTURE TRENDSFuture trends revolve around the continuing use of more highly refined petroleum oil base stocks, synthetic base stocks and the need to find ways to keep lubricants based on these materials operating effectively over longer lifetimes. “Higher refined and modern base oils promise a longer lifetime,” says König, “while end-user requirements for oxidative stability of lubricants increase. The required stabilities—even in higher refined and modern base oils—can only be achieved by use of optimized antioxi-dant and/or industrial oil packages.”

Cholli emphasizes that biobased lubricant use will continue to grow as will the challenges associated in using them. He says, “Increased environmen-tal awareness in society to minimize the consequences of pollution coupled with increased regulatory requirements are expected to drive the development of lubricant additives that are non-tox-ic and environmentally friendly. The trend also may include using raw ma-terials from renewable resources (bio-based) in manufacturing of additives in order to lessen dependence on the petroleum-based chemicals that domi-nate the world today.”

Migdal points out that the lubri-cants industry trend away from Group I base oils will leave a need for inte-grating a specific antioxidant type into future formulations prepared with more highly refined base oils. He says, “Blending of hydrocarbon synthetic-based lubricants may require an addi-tional antioxidant because the ‘natural’ antioxidant present in Group I base oils is removed in processing more highly

refined base oils. The antioxidant that lubricant formulators may need to add is generally the secondary type or hy-droperoxide decomposers.”

Baker sees that maximizing lubri-cant performance in the future will only be part of an overall strategy by the end-user to maximize the perfor-mance of the system. He says, “Increas-

ing attention is being paid to a system approach to equipment operation and maintenance, such that the benefit of prolonging the functional life of the lubricant to the system as a whole is recognized (versus the cost of the lu-bricant alone).”

Greene focuses on the greater de-mands that end-users are facing, which puts more pressure on antioxidants to effectively perform. He says, “Custom-ers continue to expect lower cost of ownership including longer service intervals and higher energy efficiency. This means longer lubricant life at higher operating temperatures. More and higher performing antioxidants will be needed to meet these expecta-tions.”

Gatto specifically discusses the op-portunity to conduct proper condition monitoring of compressor and turbine oils to extend lubricant performance. He says, “An enormous opportunity exists for extending the useful life of certain compressor and turbine oils via antioxidant replenishment. The tech-nology already exists to do this with the key being proper condition monitoring of the service lubricant and having the right systems in place for removing contaminants that build up over time. Using the right combination of antioxi-dants that can be easily monitored in

the turbine oil and easily replenished at the appropriate time is essential. This can potentially provide enormous cost savings to the power generation indus-try if developed properly.”

Gatto continues, “Another oppor-tunity exists for higher temperature, more thermally stable antioxidants pro-viding superior deposit control. Such technology already exists for aviation lubricants but is exceedingly expen-sive. Cost reduction for this technol-ogy becomes a challenge because it may require the development of a new molecule that is costly and can take many years.”

Ameye points out that longer lu-bricant life will lead to reduced main-tenance costs and improved reliabil-ity in lubricant applications. He says, “Higher use of antioxidants in insulat-ing/transformer fluids is needed as the lubricants industry has switched from naphthenic to paraffinic base oils.”

It is clear that antioxidants will con-tinue to be an important additive type that is required to protect lubricants from the more demanding operating conditions they face on a daily basis. Finding better ways to use antioxidants in specific combinations for particular applications and working to better monitor lubricant systems are two ways that the industry will be able to maxi-mize their value in the future.

REFERENCES

1. Canter, N. (2015), “GF-6, PC-11 and dexos1™: New engine oil specifications mean new additive challenges,” TLT, 71 (9), pp. 10-24.

2. Totten, G., Ed. (2003), “Fuels and lubricants handbook: Technology, properties, performance and test-ing,” ASTM International.

Neil Canter heads his own consulting company, Chemical Solutions, in Willow Grove, Pa. Ideas for Tech Beat items can be sent to him at [email protected].

‘Sometimes, it is necessary to run long-term tests to cover all aspects of complex antioxidant

mechanisms.’


Evonik’s global business director discusses resource efficiency, gear lubrication and the automotive market.

Aidan Rose

20 MINUTES WITH…

By David Gray

Aidan Rose is the global business director, driveline and industrial gear oils, for Evonik Oil Additives USA, Inc. With more than 20 years at Evonik, he has held a va-riety of business roles in Europe and North America. He’s currently responsible for their global automotive and industrial transmissions and gear business.

Rose started his career with a major U.S.-based oil company where he gained technical and marketing experience in a broad range of lubricant and fuels applications.

A physics graduate from Imperial College London, based for many years in the U.S., he led the introduction and market development of a new generation of VI improver polymers that deliver improved fuel efficiency and durable service life for lubricants.

He leads a business team focused on providing cost-effective and advanced technology components to oil marketers, and in specific cases, creating fully developed formulation solutions for the industry.

AIDAN ROSE – The Quick File

Aidan Rose


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TLT: What do you think your back-ground adds to your team?

Rose: It’s a pleasure to lead a team that works closely with creative industry ex-perts and formulators. I trust my experi-ence has ensured we have the projects balanced between immediate applica-tion needs and the longer term perspec-tive of changing industry demands and issues, especially from OEMs.

My past responsibilities in testing, both vehicle emissions and conduct-ing fleet test programs, have helped us move in this direction at Evonik, confi-dent we can demonstrate transmission efficiency improvements with high quality data, especially as it has to be readily accepted by our customers and the industry in general.

We continue to do fundamental re-search on next generation additives, a strength the industry well recognizes in polymethacrylates from Evonik, and will continue to participate in longer term projects. I’m convinced the cus-tomers get a better offering and final outcome because we’ve checked more boxes before they see the materials. It’s not our customer’s job to develop our products for us. We work hard to un-derstand the market, encourage cus-tomers to share their perspective and help define what they want from us. We share our learnings at conferences and regional industry meetings and believe the industry benefits from the flow of expert papers and publications for knowledge sharing. A little self-ishly, there’s also company promotion and the benefits for individuals as part of their career development and peer recognition.

With past experience coordinating new product market introductions, I’ve worked to ensure we have a practical, selective view on what we need to de-velop and that our customers receive robust, effective experimental and branded additives, with good support-ing data. This can take more resources and effort with longer lead times before pre-commercial sampling, or a creative approach, if we work to optimize a tai-lored product in formulations for im-

portant customer projects.All this is made possible by contin-

ued demand from the market for im-proved energy efficiency solutions and the commitment from Evonik to be in this business segment for the long term.

My scientific background has al-ways made for easy technical dialogues and comprehension. I guess I have a mechanical bent, and with some phys-

ics, I can usually make some contribu-tions when physical fluid phenomena are on the agenda. I stopped playing under the car hood years ago—systems got way too complex for an amateur like me. Motorcycles proved to be eas-ier, even though electronics are chang-ing there as well.

TLT: Describe the industry’s biggest gear challenge today.

Rose: In automotive markets, it’s all about OEMs meeting emissions tar-gets, and a key contributing element is the drive for constant improvement of drivetrain fuel efficiency.

In industrial markets, we see tech-nical challenges to ensure durable ser-vice life, especially in large gearbox systems such as wind turbines. There is a growing trend to search more in-tensively for industrial energy efficien-cy opportunities, where well-designed lubricants can demonstrate less power loss and deliver measurable cost ben-efits to end-users. We are developing our NUFLUX™ technology to serve this need, for example, in general in-dustrial gear oils.

Lubricants for gearboxes, whether automotive or industrial, continue to develop to service evolving and diverse

mechanical designs. They are expected to last longer (in some cases provide fill-for-life), run reliably at higher tem-peratures and manage this with lower sump/system volumes.

For example, hybrid transmis-sion lubricants may need to ensure performance for both mechanical and electrical component cooling, provide gear and bearing wear control and meet some challenging materials compatibil-ity issues.

As automotive transmission designs vary considerably and serve various vehicle emissions requirements, the lubricant suppliers must continue to provide tailored, highly cost-effective lubricants for automotive drivetrain energy efficiency and service life. Our challenge is to align with and contrib-ute to this goal.

TLT: It seems a lot of the lubricants industry is focused on resource ef-ficiency right now. Are you involved in any projects that bring resource efficiency to new markets?

Rose: Absolutely. Our DRIVON™ technology is generating a significant number of customer and OEM projects where improved fuel efficiency is a key attribute.

For example, for formulators with the option to select high-performance viscosity index improvers, either as alternatives to traditional OCP in en-gine oils or for improved viscometrics in ATF-type fluids, there is increasing interest in new polymer structures over conventional linear systems. One such example is Evonik’s COMB polymers. They deliver durable, fuel-efficient performance gains, often for lower vis-cosity formulations, while still retain-ing high-temperature high-shear and load-carrying performance.

We have seen up to 4% overall drive-train fuel efficiency improvements over conventional oils. This level of improve-ment gets attention in a market where OEMs can be motivated to consider less than 1% economy improvements.

Some of these projects have already transitioned into ongoing business, so

The complete powertrain system has been

challenged to continue to improve efficiency.

Halley’s Comet can be seen with the naked eye from Earth every 75-76 years, although the time period has stretched to 79 years. 2 3

it’s gratifying to see these returns on our investment. This is no small issue, as the research and development time-lines are typically several years long and the significant costs involved are sustained by our core business.

The long-established focus on en-gine oil fuel economy is accompanied by a parallel focus on ATF efficiency im-provements. The complete powertrain

system has been challenged to con-tinue to improve efficiency, and given the complexity of engine-transmission integration, it has to be optimized as a whole entity. Perhaps an even bigger challenge is for lubricants to become more of an intrinsic design element in engines and transmissions from the out-set, and for the cost-benefit balance to be better recognized by OEMs.

TLT: Is there any legislation that is actually holding back promising new developments?

Rose: Generally we don’t see legislation holding us back. If anything, the regional and national emissions and fuel efficien-cy legislation changes encourage us to develop improved performance from our automotive viscosity index improvers.

Nevertheless, we typically introduce new products to the market with full global product registrations to meet customer needs and certainly this is an issue. Registration timelines and grow-ing and potentially significant costs weigh in the consideration. This be-comes especially important as we adopt new raw materials and intermediates to expand our product portfolio. There-fore, we work especially close with cus-tomers on tailored products to ensure good transparency and understanding.

Specifically one aspect of legisla-tion that comes to mind are national regulations requiring extreme low-tem-perature fluidity for wind turbine gear oils in regions where turbine systems would never experience these envi-ronmental extremes. To prevent dam-age from highly viscous oils, wind tur-bine manufacturers require preheating lubricants prior to circulating pump activation and system rotation. While it could be that special oils are needed for a few extreme winter locations, in general, this only serves to limit end-user lubricant choices where no risks exist. We think a more pragmatic ap-proach could address variations in loca-tion and lubricant types, would expand competition and still serve to fully pro-tect gearbox operations.

TLT: What would you like to be your legacy?

Rose: Satisfied customers, new prod-ucts in development and my colleagues busy as always working to overcome the next challenges this industry so readily creates!

You can reach Aidan Rose at [email protected].


Calcium, Barium Sodium SulfonatesNeutral, Overbased, Natural, Synthetic

Oxidized Waxes and PetrolatumsVarious acid values, esters and soaps

Rust Preventive PackagesCalcium or barium sulfonate-basedWater displacing and water-emulsifiable

Emulsifier PackagesSoluble and semi-synthetic basesFor naphthenic and paraffinic base oils

Metalworking Processing AdditivesCorrosion inhibitors, amides and lubricity additives

Gelled Calcium SulfonatesOil, solvent and water soluble

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of collaboration

ONE OF HUMANITY’S INHERENT WEAKNESSES is that some-times we are so certain about the veracity of what we think and about the consequences of our enlightened actions, thoughts or deeds. Some of this must come from the be-lief that we are the highest form of animal and there-fore know everything. But of course we don’t.

There are any number of environmental disasters we have created for ourselves (sometimes with the best of intentions) because we acted without properly considering, perhaps due to arrogance, the unintended consequences of our actions. Anyone living in the U.S. South can attest to the insidious nature of kudzu, a plant imported to the U.S. from Japan in 1876 that gained widespread popularity in the 1930s and 1940s to help control ero-sion. Well, it certainly does that. Kudzu grows really well in the South and has caused problems for many years by over-shading trees and shrubs so much it kills them. Plus it is nearly impossible to get rid of once established. As kids, for a prank, we would plant kudzu in someone’s yard if we didn’t like them. Nice! The photo on Page 27 shows how kudzu, now considered a noxious weed, can cover whole trees and forests.

I’m sure you can come up with some examples of such things in your own experience, such as the pythons infesting Florida and other well-intend-ed assaults on our environment where

we thought we were going to improve on nature’s handiwork.

A more recent example is the heav-ily subsidized wind and solar energy program in Germany. According to a Daily Caller article titled Germany Votes To Abandon Most Green Energy Subsidies by Andrew Follett, an energy and environmental reporter, Germany’s legislature voted July 9 to sharply cut back on subsidies and other financial incentives supporting green energy due to the strain wind and solar power placed on the country’s electricity grid.

The first problem is cost. Germa-ny’s government plans to replace most of the subsidies for local green energy with a system of competitive auctions where the cheapest electricity wins. The average German pays 39 cents per

kilowatt-hour for electricity due to intense fiscal support for green energy. The average American only spends 10.4 cents per kilowatt-hour.

Another problem is that Germany’s wind and solar power systems have pro-vided too much power at unpredictable times, which damaged the power grid and made the system vulnerable to blackouts. Grid operators paid companies $548 million to shutter turbines to fix the problem, according to a sur-vey by the business magazine Wirtschaftswoche of Germa-ny’s largest power companies.

The German government plans to cap the total amount of wind energy at 40%-45% of

national capacity, according to a report published earlier this month by the Ger-man newspaper Berliner Zeitung. Ger-many will get rid of 6,000 megawatts of wind power by 2019.

And if that weren’t bad enough, de-spite the cutbacks to wind power, the German government estimates that it will spend more than $1.1 trillion fi-nancially supporting wind power, even though building wind turbines hasn’t achieved the government’s goal of ac-tually reducing carbon dioxide (CO

2)

emissions to slow global warming.The amount of money flowing into

European green energy from govern-ments and the private sector collapsed from $132 billion in 2011 to $58 bil-lion last year, according to a May re-port by a British auditing firm. Green

COMMENTARY

Dr. Robert M. Gresham / Contributing Editor

When Man’s well-intentioned plans bump up against Mother Nature, unintended consequences often are the result.

Be careful what you ask for

There is always more than one way to solve a problem, but usually only one solution is truly optimal, and that one is usually driven by economics and sustainability.

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26 While the coma over Halley’s Comet can stretch up to 100,000 km across, the nucleus

energy’s failure to meet reliability and cost goals were the primary reasons for declining investment. Europe has poured $1.2 trillion into the green en-ergy industry to fight global warming, but its CO

2 emissions and power bills

just keep rising.The enormous German utility Rhe-

inisch-Westfälisches Elektrizitätswerk (RWE) was forced by the government to shut down many of its profitable nu-clear reactors and build expensive wind and solar power alternatives. The gov-ernment’s mandate to replace nuclear reactors with wind or solar power cost more than $1.1 trillion. The company has a 46% chance of going bankrupt within the next two years, according to investment groups.

The massive amount of money Ger-many poured into green energy is a direct result of the government’s deci-sion to abandon nuclear energy after the Fukushima Daiichi nuclear disaster in Japan galvanized political opposi-tion. Nuclear power made up 29.5% of Germany’s energy in 2000. The share dropped to 17% in 2015, and by 2022 the country intends to have every one of its nuclear plants shut down. This shift caused Germany’s CO

2 emissions to ac-

tually rise by 28 million tons each year after Germany’s nuclear policy changed.

Nuclear power’s decline has created an opening for coal power, according to a Voice of America article published in November. Coal now provides 44% of German electricity.

That is quite a shift from altruistic environmental goals to environmental goals driven by harsh economics and the reality of technical limitation.

As I was writing all this, I received a serendipitously and timely email from STLE-member Dr. Mathias Woydt, who also is from Germany. He attached an unpublished manuscript of his that di-rectly addresses the point I am laboring to make. He poses several questions: “Will the sustainable use of natural resources, non-natural resources and management of wastes in the future be an environmental or, better, economical objective?” “Or is it more likely that the availability of resources threatens our level of prosperity in an age of ris-ing population awaiting access to ame-nities as well as scarcities of food and water in some regions?”

Woydt reminds us, “The traditional political or regulatory circuit for pre-serving the environment is: ‘The use of non-renewable resources, such as met-als, minerals and hydrocarbons and the associated generation of byproducts and wastes, gives rise to numerous impacts on the environment and human health.’” Thus, we mistakenly have the notion that these impacts can only be managed through taxation and regulation.

Woydt believes “both the Europe-an and global models of prosperity are much rather jeopardized by the short-age of resources than by CO

2 emissions.

With increasing demand of a growing world population, resources will be-come more expensive. Economic access to resources as a basis for the model of prosperity will soon turn into a so-cial issue.” I think we are seeing that in some of the rhetoric in our current political flagellations.

He goes on: “Environmental protec-tion only tackles the symptoms even if

there is an urgent need for it (in terms of pollutants). The solution is not an elaborate geostrategic model but the sensible, efficient and sustainable use of resources, which eventually will also reduce CO

2 and pollutants much

quicker than regulations mandated by politics and legislation.” I think he is correct.

Woydt observes: “It is noteworthy that the American Petroleum Industry has declared for engine oils the energy-conserving designation as obsolete and switched now to resource-conserving designations.” Perhaps that is an ex-ample of this trend.

Certainly these stories highlight ex-amples of the best of intentions—and the unintended consequences that can arise. One can only hope that we as a global society can learn and quickly adapt. Over the years, I’ve found there is always more than one way to solve a problem, but usually only one solu-tion that is truly optimal, and that one is usually driven by economics and sustainability. Also, one can only hope that our leaders can learn to set envi-ronmental policy based on sound judg-ments and not always politics and self-interest. Probably that’s a little (OK, a lot) naïve on my part. I just don’t want to be overrun by kudzu.

So be careful what you ask for.

Bob Gresham is STLE’s director of professional development. You can reach him at [email protected].

Imported to the U.S. from Asia to prevent erosion, kudzu grows so fast that it can kill entire forests by blocking out the sun.

is only around 15 km (9.3 miles) long, 8 km (5 miles) wide and 8 km thick. 27

WEBINARS

Dr. Nancy McGuire / Contributing Editor

Fundamentals of RUST PREVENTIVES used for temporary corrosion protection

KEY CONCEPTS

preventive provide months corrosion protection.

waxes and oils in rust preventives interact synergistically to water from metal su aces.

range


• Rust• Rust preventivepreventive filmsfilms provideprovide weeksweeks toto monthsmonths ofofof corrosioncorrosion protection.protection.

• Sulfonates,• Sulfonates, waxeswaxes andand oilsoils inin rustrust prev ti spreventivespreventives interactinteract synergisticallysynergistically ttoto keepkeep waterwater a ayawayaway fromfromfrom mmetalmetal surfaces.surfaces.surfaces.

• Rust• Rust preventivepreventive testingtesting evaluatesevaluates aa rangerange ofof attributes,attributes,attributes, in udingincludingincluding corrosioncorrosion pr ecti nprotectionprotection andand waterwater separation.separation.


© Can Stock Photo Inc. / Rost9

A lot of things can happen between the steel mill and the finished metal part. Corrosion doesn’t have to be one of them.

IN THE JOURNEY FROM A STEEL MILL TO A FAC-TORY MAKING FINISHED PARTS, metals are often subjected to machining processes, heat treat-ments, chemical washes and other aggressive operations. There are many instances in this journey where unfinished metal is exposed to corrosive environments that require tempo-rary corrosion protection. Keeping corrosion at bay requires the right kind of protection for each stage of the process.

Rust preventives are not the same as the corrosion inhibitors that protect metal sur-faces during machining and grinding. Cor-rosion inhibitors, surface-active additives that are soluble in metalworking fluids, are typically composed of organic acid salts or similar compounds. Corrosion inhibitors are effective at protecting metal that is im-mersed in a cutting fluid, and they provide a few weeks of protection if the cutting fluid residue is left on the metal.

Rust preventives are applied as barrier films to metal surfaces after the machining and grinding stages. They displace water and protect metal parts from corrosive environ-ments during shipping or storage.

Roller bearings, for example, could be

flooded with a water-based coolant during the final polishing step. If the coolant is left on the metal, it could stain and corrode the bearings, so after polishing the bearing as-sembly is dipped into a rust preventive to dis-place the coolant and leave a protective film.

Rust preventives are used in many other applications for temporary corrosion protec-tion, including protecting unfinished pipe, steel consumer products, car underbodies, steel fasteners and coiled steel. They are of-ten chosen in applications where removal is important.

MARKET SUMMARYRust preventives are generally included in the metalworking fluids market because they share many of the same suppliers and cus-tomers. In 2012 an estimated 300,000 tons of metal protecting fluids were used around the world—about 12% of the total market for metalworking fluids.1

Asia uses about half of the world’s supply of rust preventives, driven in a large part by China’s large metal parts exporting industry, which requires parts to be protected during shipping. The remainder of the market is

This article is based on a Webinar originally presented by STLE University on Nov. 5, 2014. “Fundamentals of Rust Preventives Used for Temporary Corrosion Pro-tection” is available at www.stle.org: $39 to STLE members, $59 for all others.

Greg Moran is a project manager, technical services, with The Lubrizol Corp.’s metalworking group. He has 24 years of experience with rust preventive additive technology, development, formulation, applications and testing. Greg received his bachelor’s of science degree in chemistry from the University of Pittsburgh at Bradford. He worked as a research and development chemist for anticorrosion product development with RPM Inc.’s Alox metalworking additives business. After Lubrizol acquired Alox, Greg joined Lubrizol’s metalworking group. You can reach Greg at [email protected].

Ben Faber is the metalworking North America product manager at The Lubrizol Corp. where he has worked for seven years. He is a Certified Metalworking Fluids Specialist™. He has a bachelor’s of science degree in chemistry from Case Western University, and he began his career doing research and development of rust prevention products. His current focus is on product management. You can reach Ben at [email protected].

MEET THE PRESENTERS


Ben FaberGreg Moran

split about evenly between the Ameri-cas and Europe. Asian markets use sol-vent-based or oil-based protective flu-ids almost exclusively. These fluids also dominate in American markets, repre-senting about 80% of market share. Eu-ropean markets, where environmental regulations can be more stringent, uses a higher percentage (about 40%) of wa-ter-based rust preventives.1

TEMPORARY VERSUS PERMANENTPainting metal surfaces is another way to keep rust away from finished parts, but not every metal surface can be or needs to be painted. For example, parts that will later be put through a met-al-forming application should not be painted. Alternatively, some metal parts that have a short life cycle are better served with a short-term rust preven-tive instead of a long-term paint.

Permanent coatings, of which paints are one example, are typically 25–200 microns thick and can be applied as multiple coats. Many are water based, and they are applied to clean, dry sur-faces. These coatings can be durable and damage-resistant, providing protection against hundreds to thousands of hours of exposure to corrosive environments.

Rust preventives are typically ap-plied as a single coat that is 2–20 mi-crons thick. Most rust preventives are solvent based, and they can be applied over oily, wet or soiled surfaces. These coatings are meant to be temporary—they are typically removed after they have served their purpose. They are also easily damaged, but when left in-tact they can provide as much as 200 hours of protection against salt spray (one common way to measure protec-tion against corrosion and the basis of several standard testing methods).

FORMULATING RUST PREVENTIVESMany rust preventives are made by mixing additives into a diluent of choice. The diluent can make up 80%-95% of the finished fluid, and it is gen-erally chosen based on the desired film characteristics as well as other factors like flash point and volatile organic compound (VOC) emissions.

Solvent-based diluents, including mineral spirits, evaporate off and are not a part of the dried protective film. This makes for a more durable film, but the solvent fumes can cause health, safety and environmental problems, as well as concerns because of their low-flash point.

Oil-based diluents provide rust protection as well as lubrication. Their VOC content is lower than for solvents but not completely absent. Because oil diluents are a part of the final film, the coated part will have an oily surface and will never fully dry. Traditional rust preventives use naphthenic oils, but cost-effective Group II paraffinic oils are gaining in popularity. Older addi-tives may not dissolve well in paraffinic oils, but newer additive packages with better solubility are now available.

Water is an attractive diluent be-cause it is inexpensive and has no VOC content. Water fully evaporates and is not a part of the final film, which in-creases the protection offered by the film. However, drying times are slow and impurities (e.g., hard water min-erals) can be a source of problems. Water-based rust preventives do not effectively displace water, so additional cleaning may be necessary to remove

coolant residues prior to application of the rust preventive.

Rust preventives are formulated using a mixture of additives with the formulator carefully balancing per-formance with cost. Ingredients com-monly used in rust preventives include waxes, sulfonates, oils and specialty in-gredients (see Figure 1).

Waxes, which are highly crystal-line and have a flaky texture, often are oxidized to improve their performance. Oxidizing a wax, oil or petrolatum produces a product with more chemi-cal polarity, lower crystallinity (which gives it a smoother texture) and a lower melt point. These chemical changes produce a rust preventive with a stron-ger attraction to a metal surface, better solubility and better lubrication.

Metal sulfonates are typically salts of sulfonic acids with barium, calcium or sodium. These polar compounds en-hance the ability of the rust preventive to wet the metal surface, giving a more intact and uniform coating. The sul-fonates’ affinity to metal can displace water from the metal surface. Metal sulfonates also assist in solubilizing the waxes and oxidized waxes in the fluid.

Barium and calcium sulfonates of-fer the best water-displacement prop-


Figure 1 | Metal sulfonates combine synergistically with waxes or oxidized waxes to form a corrosion protection layer over a metal surface. Oils or solvents act as diluents. (Figure cour-tesy of The Lubrizol Corp.)

13

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Metal Sulfonates Waxes

Oils Oxidized Waxes

Finished RustPreventive

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erties, while sodium sulfonate is best for making emulsifiable (water-based) rust preventives. Barium presents some environmental concerns, but some re-gions continue to use barium sulfonate because historically it was known to separate water better than calcium and sodium sulfonates. However, improve-ments in rust preventive formulation have produced calcium sulfonate-con-taining fluids with equal or better water separation performance compared with barium sulfonate.

Metal sulfonates have hydrophilic (polar) heads that adhere (chemisorb) to metal surfaces and hydrophobic (nonpolar) tails that protrude away from the metal and provide a barrier film. The organic tails of the sulfonates can vary in molecular weight and branching, and the number of tails can vary.

Metal sulfonates by themselves pro-vide a barrier between a metal surface and the outside environment, but that film can have defects that leave parts of the surface exposed. Wax or oxidized wax molecules become entangled with the hydrophobic tails of the sulfonate molecules, forming a more robust, more hydrophobic film than either the sulfonate or wax component alone. For example, 10% of either a sulfonate or an oxidized wax in a solvent might pro-vide 30 days of protection to a metal part in a humidity cabinet (a common testing environment). However, a 10% combination of wax and sulfonate could provide more than 60 days of protection (see Figure 2).

Specialty ingredients also are added for niche products to enhance protec-

tion against acid fumes and provide better surface wetting and a range of other properties. Formulating metal protection fluids requires a balance be-tween several factors, including perfor-mance factors (barrier properties, wet-ting and water separation) and the cost and solubility of various components.

RUST PREVENTIVE REMOVALRust preventives can be applied using a dip tank, sprayer (conventional or elec-trostatic), roller, brush or by wiping, and the application method often de-pends on the size and shape of the part. After the film has served its purpose, it is removed, commonly using alkaline degreasing cleaners. Clean removal of

the rust preventive is essential to the performance of subsequent processing steps like painting, phosphating or gal-vanizing, or welding.

To see how well a rust preventive coating can be removed after use, The Lubrizol Corp. does an in-house clean-ing test. Panels coated with a rust pre-ventive are allowed to dry completely, and then soaked in a 5% alkaline cleaning solution. During the soak, the panels are submerged halfway in the cleaning solution, where they sit for 7.5 minutes at 45 C. Afterward, the panels are rinsed with deionized water and dipped into a copper sulfate plating solution. Panels where the rust preven-tive has been cleanly removed show a more uniform copper plating. Harder to clean formulations show gaps in the plating, indicating that the rust pre-ventive was not well removed by the cleaner (see Figure 3).

Interestingly, the copper plating test shows that barium sulfonate products are more difficult to remove compared to calcium sulfonate products. This might lead to the assumption that bar-ium-based products offer more protec-tion against corrosion. However, the salt spray test described below reveals that traditional barium and calcium sul-

Polar Head

Hydrophobic Tail

SulfonateMetal Surface

+++++++++++++++++++++++++++++- - - - - - - - - - - - - - - - - - - -

Wax/Oxidate

Figure 2 | Metal sulfonate molecules have polar heads that bind to metal surfaces, driving off water. Their long organic tails become entangled with the long molecular chains from the wax component, forming a water-repellent protective layer. (Figure courtesy of The Lubrizol Corp.)

Medium performancebarium

High performancecalcium

Medium performancecalcium

High performancebarium

Figure 3 | Dipping test panels into a copper plating solution shows differences in the ease of removal of various rust preventive fluids by an alkaline cleaning solution. Here, barium sulfo-nate films are removed less completely than similar calcium sulfonate films. (Figure courtesy of The Lubrizol Corp.)

32 A meteoroid is a small rock or particle of debris in our solar system. They range in size from dust to around 10 m (33 feet) in diameter.

fonate products protect about equally well against corrosion, while new-gen-eration calcium sulfonate products offer much better protection (see Figure 4).

TESTING METHODSSeveral standard methods are used to evaluate and compare the performance of rust preventives. Some tests use a sim-ulated environment to accelerate corro-sion, while other tests evaluate rust pre-vention under actual usage conditions.

In ASTM B117 Salt Spray, an ac-celerated testing method for extreme atmospheres, test panels are housed in a chamber held at 35 C. A 5% aqueous sodium chloride solution is continu-ously sprayed throughout the chamber. Coated metal panels are run to failure (disregarding the outer eighth-inch of the panel). The test method does not provide a criterion for failure—the ven-dor and the customer generally define suitable criteria. The Lubrizol Corp. defines failure as more than 5% rust on the surface of the panel.

ASTM D1748 Humidity Cabinet is an accelerated testing method for in-door storage. The test chamber is held at 49 C and 100% relative humidity.

Polished carbon steel test panels are run to failure, defined as one or more dots of rust larger than 1 mm, or four or more dots of any size. Again, the

Figure 4 | Having a rust preventive (RP) film that is difficult to remove does not guarantee the best protection against corrosion. Top to bottom: traditional barium and calcium sulfonate products offer less corrosion protection than either of two new-generation calcium sulfonate products. (Figure courtesy of The Lubrizol Corp.)


outer eighth-inch of the test panel is disregarded, as well as areas surround-ing the holes for the hanger hooks.

The salt spray test gives results much more quickly than the humidity cabinet test. Coated test panels can withstand as much as 60 days in a humidity cabi-net without showing signs of corrosion, whereas salt spray can initiate corrosion in the first couple of hours. The speed of the salt spray has made it a common test method, even though metal parts in a given application might never be exposed to salt in actual use.

A stack stain test based on the mili-tary specification MIL-C-22235A can determine the effects of water contami-nation, heat and metal-to-metal contact on coiled or stacked metal surfaces. Test panels are coated with a neat rust preventive solution or one contaminat-ed with water and stacked in a sand-wich arrangement. The panel stack is stored for 24 hours at 82 C. Failure is defined as any sign of staining or rust. This test is useful for situations where air does not penetrate between the lay-ers of metal. Here, corrosion does not

appear as red rust, but rather as a dark stain. Specially formulated non-stain-ing rust preventive fluids are called for in this situation.

A rust preventive’s ability to dis-place water from a metal surface can be tested using MIL-PRF-16173E. Clean test panels are submerged in distilled or deionized water for five seconds and then immediately submerged in rust preventive solution for 15 seconds. The panels are stored in a static humidity chamber at 25 C for one hour. Failure is defined as any sign of rust, mottling or surface stains.

For rust preventives applied by dip application, water carried on the part into the dip tank can interact with a rust preventive fluid, which can reduce its ability to offer effective protection. One method for measuring water sepa-ration is ASTM D1401. The Lubrizol Corp. has its own water separation test, in which a room-temperature mixture of 75 mL rust preventive solution and 25 mL water is placed into a 100-mL graduated cylinder and inverted six times. The time needed to separate

out all 25 mL of water is recorded—anything less than five minutes is considered good. This method can be modified to better simulate specific real-world conditions (see Figure 5).

The protection that rust preventive fluids offer may be only temporary, but this protection is a key factor in reduc-ing loss during storage and shipping, making these fluids a worthwhile in-vestment.

Nancy McGuire is a free-lance writer based in Silver Spring, Md. You can contact her at [email protected].

REFERENCES

1. Kline and Co. (2014), Global met-alworking fluids: Market analysis and opportunities. Report #Y650C. Available at www.klinegroup.com/reports/y650series.asp.

Figure 5 | In this water separation test, shown after 2.5 minutes, a traditional barium sulfonate product expelled 20 mL of water (out of 25 mL added), and a traditional calcium sulfonate product only separated out five mL. Two new-generation calcium sulfonate products separated out all 25 mL of water. (Figure courtesy of The Lubrizol Corp.)

RP A = Traditional barium

RP B = Traditional calcium

RP C = New gen. calcium #1

RP D = New gen. calcium #2

Photos taken 2.5 minutes into the water separation test

34 A meteoroid that burns up as it passes through the Earth’s atmosphere is known as a meteor. The shooting stars we see are actually meteors.

Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068 • [email protected] • www.stle.org • 847-825-5536

2016 STLE Tribology Frontiers Conference

Places of Interest • The Art Institute of Chicago • Museum of Science and Industry • Field Museum • Shedd Aquarium • Willis Tower • Lincoln Park Zoo • John Hancock Building • Navy Pier • Millennium Park • Michigan Avenue shopping

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The Drake Hotel ChicagoNov. 13-15, 2016

Please mark your calendars for the 2016 TFC, Nov. 13-15 in Chicago’s historic Drake Hotel.

We’ll again gather an international community to share tribology’s most cutting-edge research. Come join us for three information-packed days with tribology’s top minds--you’ll leave with a better understanding of how your company’s products will fit into an ever-evolving technical future.

Visit www.stle.org for program updates, online registration, and hotel reservations.

See you in Chicago!

• Cutting-edge tribology research• Networking• Industry Recognition• Leadership Opportunities• Invited Speakers• International Community• Idea Sharing

Mark Your Calendars!

FEATURE ARTICLE

Jeanna Van Rensselar / Senior Feature Writer

Heavy-duty diesel lubricants

AS MUCH AS 30% OF THE OPERATING COSTS OF A COMMERCIAL TRUCK FLEET are attributed to fuel. A 1% increase in fuel economy might not seem like a lot, but it would result in significant reductions in both fuel consump-tion and CO

2 emissions.

If every U.S. truck increased its fuel economy by just 1%, it could save fleet and owner operators combined an estimated $2.5 million a day and reduce annual CO

2 emissions by four million tons—this is the

equivalent of removing 23,000 trucks from the road (see Cummins Rock Solid Rules for Trucks and Fuel Economy).1

In addition to private fleet owners, one of the major beneficiaries of improved fuel consumption in heavy-duty (HD) vehicles is the military.2

Fuel consumption is a significant burden—not just in cost but more so in terms of logistics. More fuel-efficient military vehicles would be able to operate with less fuel on the battlefield, which would mean a greater


How will they address fuel economy in the future?• PC-11 standards ac e e a 9%-23%

fuelconsumption HD vehicles

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C• PC-11• PC-11 t d dstandardsstandards willwillwill achieveachieveachieve aa 9% 23%9%-23%9%-23%reductionreduction inin emissionsemissions andand fuelfuelconsumptionconsumption fromfromfrom affectedaffected HDHDHD vehiclesvehiclesvehiclesoveroverover 20102010 baselines.baselines.

• Lower• Lower• Lower viscosityviscosity equalsequals lowerlower COCO22

e i i semissionsemissions dandand improvedimprovedimproved fuelfuelfuel efficiency.efficiency.ThroughThrough additives,additives, formulatorsformulators havehavebeenbeen ableable toto lowerlower viscosityviscosity withoutwithoutcompromisi gcompromisingcompromising performanceperformanceperformance andanddurability,durability,durability, b tbutbut th etherethere isisis t llstillstill aaa l tlimitlimit asasastoto howhow lowlow viscosityviscosity cancan go.go.

• Because• Because PC-11PC-11 l b tlubricantslubricants areareare newnewnew andandand thethethed t dunderstandingunderstanding ofof howhowhow theytheythey performperform isisis

notnot yetyet complete,complete, expertsexperts saysay oiloil analysisanalysismaymay bebe moremore importantimportant thanthan ever.ever.

range of operation without refueling in highly volatile conditions.

Dan Arcy, global OEM technical manager, Shell Lubricants, and chair-man of the Proposed Category 11 (PC-11) New Category Development Team, says that improvements in fuel econo-my for HD vehicles have been gradually taking place. “In a lot of respects, we have been working on fuel economies for HD vehicles for a long time,” he says. “We have seen a trend over the years of looking at everything that con-tributes to fuel consumption. I remem-

ber when trucks rarely turned off; they were either driving or idling the whole time. Fleet owners started to look at those things—where they were wast-ing fuel. So, for example, we are seeing auxiliary power units that reduce the amount of idle time while still allowing the driver to stay comfortable.”

OEMs, aftermarket customizers and fleet owners themselves have made improvements through low-rolling resistance tires, aerodynamic design changes and add-ons, automatic tire inflation systems, driver training and idle management.

One way to improve fuel efficiency is by lowering viscosity. But the chal-lenge continues to be: How do we do that without compromising engine dura-bility and performance?

WHY NOW?The existing CJ-4 oil specification, in-troduced in October 2006, has been the standard longer than nearly all diesel engine oil categories. In 2010 the National Highway Traffic Safety Administration together with the EPA announced regulations that would reduce the level of greenhouse gas (GHG) emissions and require fuel economy improvements for medium-

and heavy-duty vehicles. The new regulations, which are being phased in from 2014-2018, impose fuel-efficiency targets based on the vehicle’s size and weight. The toughest GHG regulations will be enforced in 2017 (see U.S. Emis-sion Regulations).

Vehicles impacted include combi-nation tractor/trailers, pickup trucks, buses, vans and vocational service ve-hicles. Together these vehicles are the U.S. transportation segment’s second-largest and fastest-growing contribu-

• Every 2% reduction in aerodynamic drag results in approximately 1% improvement in fuel economy.

• Above 55 mph, each 1-mph increase in vehicle speed decreases fuel economy by 0.1 mpg.

• Worn tires provide better fuel economy than new tires, up to 7% better fuel economy.

• Used lug drive tires can get up to 0.4 mpg more than new lug tires.

• Ribbed tires on the drive axles provide 2%-4% better fuel economy than lugged tires.

• Every 10 psi that a truck’s tires are underinflated reduces fuel economy by 1%.

• The break-in period for tires is between 35,000-50,000 miles.

• Tires make the biggest difference in mpg below 50 mph; aerodynamics is the most important factor over 50 mph.

• The most efficient drivers get about 30% better fuel economy than the least efficient drivers.

• Idle time is costly. Every hour of idle time in a long-haul operation can decrease fuel efficiency by 1%.

CUMMINS ‘ROCK SOLID RULES’ FOR TRUCKS AND FUEL ECONOMY3

W W W . S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y S E P T E M B E R 2 0 1 6 • 37

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The greenhouse gas and fuel economy standards that were jointly issued by EPA and the National Highway Traffic Safety Administration in 2011 mandate reduction of CO

2 emissions and fuel

consumption in medium- and heavy-duty vehicles. Emissions and fuel economy standards vary by model year and vehicle class. In general the target is up to 20% improvement over baseline 2010 model-year vehicles. Tougher standards have already been proposed that will require even better fuel economy over the next 10 years.

U.S. EMISSION REGULATIONS

The imminent availability of PC-11 lubricants is a focus on fuel efficiency for HD vehicles.

tor to oil consumption and GHG emis-sions. The heavy-duty sector addressed in these joint rules accounts for nearly 6% of all U.S. GHG emissions.

These final standards will achieve a 9%-23% reduction in emissions and fuel consumption from affected tractors over 2010 baselines.4

Certain semitrucks will be required to achieve up to 20% reduction in fuel consumption and GHG emissions by model year 2018, saving up to four gal-lons of fuel for every 100 miles traveled.5

API PC-11 is a new generation of HD engine oils that will facilitate com-pliance with the new regulations (see PC-11 Sequence Tests). The date of first license for PC-11 oil, now called API CK-4 and API FA-4 oils, is Dec. 1. To comply with these new regulations, there have already been significant diesel engine design changes such as:

• Diesel engine downsizing: 15 L to 13 L

• Down speeding: 1,600 rpm to 1,200 rpm

• Advanced combustion design

• Active oil temperature control

• Variable valve timing

• Start/stop technology.6

The new PC-11 diesel engine oils will play a pivotal role in supporting new design changes and complying with new regulations by increasing fuel economy through lower viscosity grades and improving engine durabil-ity through advanced additive formula-tions and careful base oil selection.

The Engine Manufacturer’s Asso-ciation (EMA) requested that the new category for lubricants be split into subcategories, one that meets current heavy-duty criteria (> 3.5cP high-temperature high-shear [HTHS])7 and one that provides fuel efficiency ben-efits while maintaining durability (de-creased HTHS) (see Figure 2). The pro-posal presented by the EMA includes performance specifications to address:

• Improved oxidation stability• Compatibility with and protection

from biodiesel

There are seven engine sequence tests that have been carried over from the current API CJ-4 category and two new sequence tests that have been added: Volvo T-13 and Caterpillar Oil Aeration Test. These nine tests are as follows:

• Mack T-11. Evaluates a lubricant’s ability to mitigate soot-related viscosity increase.

• Mack T-12. Measures the engine oil’s ability to protect against ring and liner wear.

• Caterpillar 1N. Evaluates engine oils for certain high-temperature performance characteristics such as the ability to protect against carbon and lacquer deposit formation with aluminum pistons and oil consumption.

• Caterpillar C13. Tests piston deposit and oil consumption with iron pistons (see Figure 1).

• Cummins ISB. Evaluates the engine oil’s ability to prevent slider valve-train wear.

• Cummins ISM. Evaluates an engine oil’s ability to protect turbocharged, after-cooled four-stroke cycle diesel engines equipped with EGR against valve-train wear, filter plugging and deposit formation under soot conditions.

• RFWT. Roller-follower wear test to evaluate soot-induced wear in roller-followers.

• Volvo T-13. Evaluates engine oil’s resistance to oxidation and bearing corrosion.

• Caterpillar Oil Aeration Test. This is an aeration test to evaluate the oil’s ability to resist/release entrained air.

PC-11 SEQUENCE TESTS

Figure 1 | The wear rates for iron (top) and aluminum (bottom) were nearly identical for all three oils. In all three cases, microscopic wear particles show early break-in wear fol-lowed by a reduction to a consistent low wear rate. (Graphic courtesy of Dan Arcy and Shell.)

38 A meteoroid that survives falling through the Earth’s atmosphere and collides with the Earth’s surface is known as a meteorite.

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• Better aeration control• Better protection against scuffing/adhesive wear• Improved shear stability.

It was after receiving the request and conducting prelimi-nary research that the API determined the need to establish two new performance categories.

SPECIFICATION PROCESSThe development and approval of an engine oil is a three-phase process:

• Phase 1. The New Category Evaluation Team (NCET) is formed, which consists of manufacturers (EMA), oil mar-keters (API) and additive companies (American Chemistry Council). The focus of the NCET, through a consensus process, is to review the request and evaluate the need for a new specification.

• Phase 2. The New Category Development Team (NCDT) is formed to oversee the specification and test method development and to agree to any additional guidelines. The NCDT is structured with four functional work groups (API, ASTM, ACC and EMA) that report to the NCDT. Each of the four groups has specific responsibilities. In addition, ad hoc work groups from SAE and engine test laboratories are asked to participate. The NCDT uses a consensus process to develop the category. Once the cat-egory and the tests have been defined, the first licenses are scheduled for issuance.

• Phase 3. This is the category implementation.8

Shell has played a leading role in the development of the new engine oil categories, with Arcy serving as NCDT Chair.

“Anyone can request a new category and ask API to de-velop one,” Arcy explains. “With PC-11 the request was for a new performance standard to protect next generation engines that would reduce GHG emissions and provide improvements in fuel economy. In this case there was a need for improved oxidation protection, aeration control, improved shear stabil-ity and thinner oils for fuel economy. There also was a request for biodiesel compatibility, but the NCET didn’t see that as a challenge that needed to be addressed. So that was removed. The team reviewed the requests and made a recommendation.”

He continues, “We had meetings every six weeks or so. Phase 1 took six months; Phase 2 took four years. During that time ASTM determined standards for tests and composed the pass/fail limits for each.”

TWO NEW CATEGORIESPC-11 introduces two new performance standards (see Figure 3):

• CK-4. Oils that provide increased engine protection at tra-ditional viscosities—maintaining the performance of CJ-4

Figure 2 | No discernible difference in wear was observed be-tween engines using the prototype low-HTHS viscosity oil and the two higher viscosity oils. In fact, the engine using the proto-type oil had a notable lack of wear. The cam lobe, piston and wrist pin bushings pictured here were observed to be in a very good state after running for 520,398 miles with the prototype oil. The contact areas of these components are critical for wear protection, as they are subjected to extreme pressures with high heat and friction. (Photo courtesy of Dan Arcy and Shell.)

Figure 3 | A quick overview of two new PC-11 engine oils. (Graphic courtesy of Dan Arcy and Shell.)


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At BASF, we combine lubricant know-how with our chemical ex pertise to develop additives that provide premium perfor-mance. Our solutions can help improve energy effi ciency, better protect equipment, and extend lubricant lifetime. We offer our customers greater fl exibility to formulate differentiated lubricants that preserve the limited resources of our increasingly populated world. When equipment lasts longer, consumes less energy and lubricants go longer between oil changes, that’s because at BASF, we create chemistry. If you are interested in our products please contact us: [email protected]

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oils in higher viscosity grades, such as 15W-40 (see Figure 4). These oils would provide additional oxida-tion stability, resistance to aeration, scuffing and adhesive wear and in-creased shear stability.

° Licenses on Dec. 1, 2016

° Is backward compatible with API CJ-4, API CI-4+, etc.

° Covers XW-40 and XW-30 vis-cosity grades (X = 0, 5, 10 or 15)

° Minimum 3.5 cP HTHS

° Has the same limits on sulfur, phosphorus and sulfated ash as CJ-4

° Is compatible with after-treat-ment systems.

• FA-4. Oils at lower viscosities that yield better fuel economy and meet the same performance requirements (but might compromise protection in older engines, thus limit back-ward compatibility).

° Licenses on Dec. 1, 2016

° Has limited or no backward compatibility—any backward compatibility depends on the OEM

° Covers only XW-30 viscosity grade (X = 0, 5 or 10)

° Has a viscosity range between 2.9-3.2 cP HTHS

° Has improved fuel economy compared to API CJ-4 and CK-4 oils

° Has the same limits on sulfur, phosphorus and sulfated ash as CJ-4

° Is compatible with after-treat-ment systems.

Both CK-4 and FA-4 oils can help reduce CO

2 emissions and maintain

engine durability while improving ox-idation resistance, shear stability and aeration control.

Phil Ames, heavy duty engine oil marketing manager for Afton Chemical Corp. in Richmond, Va., says, “Afton has made significant investments in research

and development to design new chem-istry to meet—and exceed—the perfor-mance and durability requirements of these new FA-4 oils and as such I would suggest fuel economy has been and will remain one of Afton’s highest priorities in heavy-duty engine oils.”

According to a recent Commercial Carrier Journal survey, almost 48% of respondents are slightly to very con-cerned about the implementation of PC-11. Respondents’ top concerns in-cluded:

• The fear that lower viscosity oils will increase engine wear

• The possibility of needing both API CK-4 and FA-4 oils

• Determining the right oil for their fleet

• Not being able to use the new for-mula in older engines and what will happen if it is used in older engines.9

“OEMs are working to determine if there is backward compatibility,” Arcy explains. “One of the challenges is going to be fleets that have a range of ages of vehicles and manufacturers. CK-4 should be no problem. The chal-lenge is going to be FA-4. Will those FA-4 oils be acceptable for use in older

engines? We are going to have to wait and see what each manufacturer says.”

BASE STOCK AND ADDITIVESOne of the primary catalysts for PC-11 oils was OEMs that wanted an oil with significantly better protection against wear and oxidation. This, in turn, com-pelled oil formulators to incorporate new additives into more stable base oils.

PC-11 base stock can run the range of mineral oil, semisynthetics and syn-thetics. Base oil selection will depend on oil performance tier and viscosity grade.

There is some overlap in additive packages for CK-4 and FA-4 oils; most PC-11 oils will include at least two classes of additives: viscosity index (VI) improvers and antioxidants.

1. VI improvers. These account for 23% of all additive sales. VI improvers are the preferred technology for optimiza-tion of lubricant and hydraulic fluid viscosity behavior in both low-temper-ature vehicle and equipment start-ups and high-temperature operations. VI improvers help strike the optimal bal-ance of thickening efficiency and shear stability in a variety of base stocks and more recently have begun to serve as


Figure 4 | The rate of viscosity increase throughout the oil-drain interval is similar for all three oils (shown by the similar gradient of the lines). Oxidation is a major cause of viscosity increase, which indicates oil aging. (Graphic courtesy of Dan Arcy and Shell.)

an important design tool in improving fuel and energy efficiency. In addition to their lubricant thickening powers, VI improvers impart mechanical, thermal and oxidative stability as well as dispersancy.

The basic functions of viscosity modifiers are: • Reducing viscosity changes with temperature• Enabling the engine to start at low temperatures• Ensuring engine durability during boundary layer lubrication regimes• Providing non-viscometric performance benefits• Providing protection and better operation for a secondary usage of

engine oil, including removing contaminants to the filter, prevent-ing rust and corrosion and in some cases transmitting power.

2. Antioxidants. Sacrificial antioxidants deplete over time and include:

• UV absorbers• Peroxide decomposers• Chain-breaking electron donors• Chain-breaking electron acceptors.

Primary antioxidants include:

• Phenolic or aromatic amines• Chain-breaking antioxidants• Free radical-absorbing antioxidants (able to stop more than one

free radical).

Secondary antioxidants include peroxide decomposers. Other ma-jor additives can include dispersants, detergents, pour-point depres-sants, foam inhibitors, corrosion inhibitors and antiwear additives.

Following is the range of additive treat rates for HD engine oil:

• Ashless dispersants: 8%-12%• VI improvers: 0%-10%• Detergents: 2%-3%• Antioxidants: 0.3%-1.5%• Antiwear additives: 1%-1.5%• Others: 1%-2%.

Greg Shank, executive staff engineer coordinator: fluids technol-ogy for Volvo Group Trucks Technology, explains that the oxidation and aeration performance improvement in CK-4 and FA-4 oils is very important for engine protection and maintenance intervals.

Jackie Liu, global business director, engine oils for Evonik Oil Ad-ditives, says, “We need to take a very close look at every component in the lubricant formulation and its value. In this way, it should be possible to maximize the value of all of the components that make up today’s heavy-duty diesel lubricants. For example, viscosity index improvers can be formulated with additional functionality, such as dis-persant, or improvements in film thickness. Allowing key components in lubricants to address multiple concerns will allow lubricant for-mulators greater flexibility, leading to improvements in the efficiency of the hardware/lubricant combinations that are not available today.”

DURABILITY/VISCOSITY TRADE-OFFEngine oils contribute to fuel economy in two ways:• As an enabler by providing the high-performance protection that

allows changes to engine design and after-treatment technology without affecting fuel economy.

Friction is the enemy of fuel economy. Many re-searchers have studied the frictional contribution of individual engine components both theoretical-ly and through laboratory engine tests. The con-sensus is that the engine components resulting in the majority of engine friction are the piston ring assembly, valve train system, bearing system and engine powered auxiliaries (such as the water pump, oil pump, fuel pump and alternator).

• Piston ring assembly (PRA) friction. The pis-ton ring assembly consists of the piston rings, piston skirt and liner. This is the site of the majority of engine friction. PRA friction may best be characterized by the simple recipro-cating motion of the piston within the liner, leading to areas of mixed and boundary lubri-cation followed by stretches of hydrodynamic lubrication in between. The high in-cylinder pressure due to combustion promotes higher friction due to greater normal forces between the rings and liner.

• Valve train friction. Major sources of valve train friction include the cam/follower inter-face, cam bearings, rocker arm axles/pivots and friction between tappets and their bores. The cam interface, tappet and bore friction account for the majority of this friction.

• Bearing friction. Loads on main bearings and rod bearings vary in both magnitude and direction because they result from in-cylinder pressures as well as inertial loads from piston/connecting rod accelerations and decelerations.

• Engine-powered components. Internal engine friction originates in the fuel pump, coolant pump and oil pump. Due to the low loads and high-operating speeds of these pumps, the majority of the friction losses are due to fluid friction.

THE SOURCE OF FRICTION10

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The fastest meteoroids travel through the solar system at a speed of around 42 km per second (26 miles per second). 4 3

• As a direct contributor through for-mulation changes that maximize fuel economy.

While fuel economy for passenger cars has been a design consideration for decades, this is not true for heavy-duty diesel engines (see The Source of Friction on Page 43). Now that the in-dustry seems to have reached the point of diminishing returns in the area of reducing diesel exhaust gas emissions, the emphasis is back on fuel econo-my.11 PC-11 FA-4 oils are focused on enhanced fuel efficiency with HTHS viscosity being the main determinant of fuel economy performance (see Kine-matic Viscosity versus HTHS Viscosity).

“While viscosity does play a criti-cal role in preventing metal-to-metal contact and wear, it is not the only factor that impacts wear and durabil-ity,” Ames says. “The additive package also plays a critical role in maintaining durability and contains chemistry that

helps prevent wear. Additive packages can be designed with more robust anti-wear performance to help offset debits from lighter viscosity base oils.”

Because the oil pump in the engine suctions the oil out of the oil pan and circulates it around in the engine to pro-vide lubrication, the more viscous that oil is the more fuel-draining energy it takes to pump the oil. So it just makes

sense that lowering the viscosity saves fuel. However, the oil still needs to be thick enough to protect the engine and prevent wear. FA-4 oils are being for-mulated in a way that allows reduced viscosity without sacrificing durability.

Lower-viscosity oils for HD engines have already been adopted in Europe, where the most widely used grade is 10W-40, and they are moving to 5W-


Kinematic viscosity is a common measure of the fluid’s resistance to flow and shear under forces of gravity—how easily the oil flows to the different parts of the engine. High-temperature high-shear (HTHS) viscosity is an indicator of an engine fluid’s resis-tance to flow in the passages between fast moving parts in fully warmed up engines. HTHS is a much more useful measure of what happens to the oil in the engine. It is HTHS viscosity that is a critical property and that will distinguish backward compatible CK-4 oils from fuel economy FA-4 oils for newer engines. Lower HTHS viscosity improves fuel economy and lowers greenhouse gases, but higher HTHS viscosity has better wear protection.

KINEMATIC VISCOSITY VERSUS HTHS VISCOSITY

Keep Them In Service Longer In Environmentally Safer Ways.

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30 in many cases, particularly in winter operations.12

So just how low can viscosity go? “One issue is lower oil pressure,”

Shank says. “Some components are impacted by oil pressure. This is not a wear issue, but oil pressure limits may be different for CK-4 and FA-4. Today we would say the floor for HTHS viscosity is 2.9 HTHS (FA-4). Maybe lower in the future, but it’s too soon to predict.”

Liu says, “We recognize that while fuel economy is critically important, it cannot be achieved at the expense of durability. As such, we work diligently with our partners to enable durable long-life lubricants with enhanced low-temperature viscometrics and superior fuel economy.”

Liu continues, “It has been dem-onstrated that by optimizing viscos-ity across a broad range of tempera-tures significant fuel economy can be achieved without compromising dura-bility. However, much heritage hard-ware cannot benefit from such technol-ogy. Redesigning heritage hardware is not practical, but designing new hard-ware with the new lubricant technol-ogy as a design element will permit sig-nificant improvement of fuel economy and will maintain or even exceed the durability of today’s lubricants.”

Ames adds, “OEMs will need to as-sess whether FA-4 oils are suitable for use in each engine type and applica-tion. While FA-4 oils must pass the same challenging wear tests as CK-4 oils in order to be API licensable, they still must be assessed for suitability of use in heritage engines.”

Analysis of used FA-4 oil is ex-tremely important for two reasons: to ensure the correct oil is being used and to monitor wear metals, which could be an issue with FA-4 oils in older en-gines.

“One of the things that I recom-

mend is oil analysis, because fleets are running some long drain intervals and you want to detect potential issues ear-ly on,” Arcy says. “With new engines and new oil coming out and the long drain intervals, we want to understand how these oils are performing and watch for oil contamination.”

The U.S. has already proposed a Phase 2 GHG emissions standard which, if approved, will continue to drive CO

2 emissions down and improve

fuel efficiency. “So the shift to lighter viscosity oils in the name of fuel econ-omy will very likely continue just as we have seen in the passenger car market,” Ames says.

Liu concludes, “Within the frame-work of improved resource efficiency and reduced overall cost of operations, today’s lubricants must meet the equip-ment owner’s and operator’s needs. These include continuous improve-ment of lubricant quality, exemplified by extended drain intervals, improved oxidation control and superior aeration performance.”

Jeanna Van Rensselar heads her own communication/public relations firm, Smart PR Communications, in Naperville, Ill. You can reach her at [email protected].

REFERENCES

1. From Shell’s Preparing for API CK-4 and FA-4: What the New Categories Mean for You and Your Heavy-Duty Engines. Available at www.whatispc-11.com/wp-content/uploads/2016/03/Shell_Lubricants_CK4_and_FA4_technical_brochure_lo.pdf.

2. Since more than 95% of all heavy-duty trucks are diesel-powered, the term heavy-duty lubricants in this article refers to lubricants for heavy-duty diesel vehicles.

3. From http://cumminsengines.com/uploads/docs/Secrets%20of%20Better%20Fuel%20Economy_whitepaper.pdf.

4. From EPA and NHTSA Adopt First-Ever Program to Reduce Greenhouse Gas Emissions and Improve Fuel Efficiency of Medium- and Heavy-Duty Vehicles. Available at www3.epa.gov/otaq/climate/documents/420f11031.pdf.

5. From Greenhouse Gas Emissions Standards and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles. Available at www.nhtsa.gov/fuel-economy.

6. From PC-11 Explained. Available at http://pc-11explained.com/pc-11-explained.html.

7. Centipoise high-temperature high-shear.

8. From Shell’s Preparing for API CK-4 and FA-4: What the New Categories Mean for You and Your Heavy-Duty Engines. Available at www.whatispc-11.com/wp-content/uploads/2016/03/Shell_Lubricants_CK4_and_FA4_technical_brochure_lo.pdf.

9. From Chevron’s PC-11 Explained website. Available at http://pc-11explained.com/.

10. From An Introduction to Heavy-Duty Diesel Engine Frictional Losses And Lubricant Properties Affecting Fuel Economy – Part I. Available at www.researchgate.net/publication/235152586_An_Introduction_to_Heavy-Duty_Diesel_Engine_Frictional_Losses_and_Lubricant_Properties_Affecting_Fuel_Economy_-_Part_1.

11. From The Lubricant Contribution to Improved Fuel Economy in Heavy Duty Diesel Engines (abstract). Available at http://papers.sae.org/2009-01-2856/.

12. Ibid.


The formation of air bubbles in an oil formu-lation. (Photo courtesy of Dan Arcy and Shell.)

KEY WORDS Plasma-sprayed ferrousbased coating; tribological performance; coating counterpart; DLC coating; engine oil

ABSTRACTA ferrous-based coating with significant chromium was fabricated on aluminum alloy sub-strate using a plasma spray technique. The tribological performance of the as-fabricated ferrous-based coating sliding against different coatings including Cr, CrN, TiN, and diamond-like carbon (DLC) in an engine oil environment were comparatively studied. Results showed that the high hardness of the sprayed ferrousbased coating was achieved due to the dispersion strengthening effect of Cr7C3 phase embedded in the austenite matrix. The ferrous-based coating exhibited low friction coefficients when coupled with these four coating counter-parts, which could be attributed to the boundary lubricating effect of engine oil. However, both friction and wear of the ferrous-based coating were different when sliding against these different coating counterparts, which might be closely related to the surface roughness, self-lubricating effect, and mechanical properties of the coupled coatings. Ferrous-based coating sliding against CrN and DLC coatings exhibited good tribological performance in engine oil. The best coating counterpart for the ferrous-based coating in an engine was DLC coating.

INTRODUCTION For a number of years, aluminum alloys have been successfully used to replace cast iron in the fabrication of engine cylinder blocks to reduce vehicle weight. This development has been made possible by transcending the poor wear resistance of aluminum. Among the technologies used to protect the working surfaces of aluminum cylinder blocks, thermal spray coating has drawn attention because of its special advantages, including high efficiency, low heat input, cost reduction, and scuffing resistance (Edrisy, et al. (1); Hilla, et al. (2)). In addition, it has been proven that an appropriate plasma-sprayed ferrous-based coating on the cylinder block can reduce oil consumption by about 2–4% (Gérard (3)). The main problem was that the corresponding low hardness ranging from about 200 to 500 HV of the common ferrous-based coating would only provide limited wear resistance for the application on the inner surface of the cylinder block (Vencl, et al. (4); Smith and Mutasim (5); Uozato, et al. (6)). Therefore, various research works focused on composite ferrous-based coatings that possess a high hardness. Song, et al. (7) studied the wear resistance of a composite coating fabricated by STS 316 spray powders mixed with Al2O3-ZrO2 powders. They found that iron oxides formed in the

PEER-REVIEWED

Tribological Dependence of the High-Performance Ferrous-Based Coating on Different Coating

Counterparts in Engine OilYongxin Wanga, Bin Wanga, Jinlong Lia, Fuqiang Mab, and Qunji Xuea

aKey Laboratory of Marine Materials and Related Technologies, Zhejiang Key Laboratory of Marine Materials and Protective Technologies, Ningbo Institute of Materials Technology and Engineering, Chinese Academy of Sciences, Ningbo, P.R. China; bZhejiang Electric Power Company

Maintenance Branch, Ningbo, P.R. China

Editor’s Note: The primary driver in engine innovation is emission requirements, which in turn drives fuel-efficiency efforts. These efforts typically focus on reducing the friction at the ring/cylinder interface. This month’s Editor’s Choice paper investigates the tribological performance of various coat-ings, mimicking the piston sliding against an as-fabricated ferrous-based plasma-sprayed coating representing the cylin-der. The most promising pairing was with diamond-like carbon, strongly suggesting further re-search is required to bring this coating to the forefront of the market and thus reducing emis-sions and fuel consumption.

Evan Zabawski, CLSEditor

Received Mar. 20, 2015Accepted Aug. 9, 2015Review led by Dong Zhu© STLE

46 The Earth’s atmosphere experiences millions of meteors every day, most of which burn up in the atmosphere.

austenitic matrix by oxidation during the spraying process, and Al2O3-ZrO2 oxides were additionally formed in the matrix for the blend coatings. The blend coatings with Al2O3-ZrO2 oxides showed better hardness and wear resistance than the STS 316 coating without Al2O3-ZrO2 oxides, but the main wear mode was changed from abrasive wear to delamination wear as the volume fraction of Al2O3-ZrO2 oxides increased due to cracking of oxides and separation of oxide/matrix in-terfaces. Bobzin, et al. (8) reported that ferrous-based pow-ders with 5% boron were proven to be capable of producing a coating with a hardness of 1,200 HV0.1, which showed low friction, but numerous microcracks were found in the coating.

In addition, various coatings were fabricated on piston rings to protect the substrates and obtain good tribological performance of cylinder block–to–piston ring tribopairs, in-cluding hard Cr coating, metal nitride coatings, and amor-phous carbon coatings (Friedrich, et al. (9); Gangopadhyay, et al. (10); Wang and Tung (11)). Due to the excellent wear and corrosion resistance, electroplated hard Cr coatings have been widely used on piston rings (Bozyazı, et al. (12); Sohi, et al. (13)). However, hexavalent chromium (Cr6+) was uti-lized in the deposition process of the electroplated hard Cr coating, which had been classified as a carcinogen compound (Walter, et al. (14); Lee, et al. (15)). Consequently, intensive research has been performed on possible alternatives to re-place electroplated hard Cr coatings on piston rings, such as metal nitride coatings, amorphous carbon coatings, and so on. Shi, et al. (16) deposited thick CrN coatings on piston rings using an arc ion plating system. The test results were very encouraging for the application of CrN thick coatings in replacing electrodeposited hard Cr coatings. Sun, et al. (17) fabricated multilayers of Ti-TiN coating with a thickness of 4–5 μm on a cast iron piston ring. The experimental results showed that the tribological performance of the cast iron pis-

ton ring–to–cylinder block pair of an internal combustion engine can be appreciably improved utilizing this technique. Tung and Gao (18) compared the tribological performance of thermally sprayed CrN coating and diamond-like carbon (DLC) film prepared by physical vapor deposition (PVD) on nitride stainless steel piston rings using different lubricating oils. The results showed that the DLC coating produced the lowest wear on the cylinder liner segment and had wear simi-lar to that of nitrided and CrN-coated piston rings. Cho and Lee (19) evaluated the effects of various surface coatings in-cluding TiN, TiAlN, Cr-ceramic, and DLC on the tribological characteristics of the piston ring and cylinder block surfaces of a diesel engine. They found that TiN and DLC coatings showed better scuffing resistance than the other coatings, and the DLC coating showed only mild abrasive wear that prolonged the time to scuffing failure. Cai, et al. (20), (21) in-vestigated the nanolayered CrN/TiAIN coating and CrxTi1-xN composite coating in tribological applications on piston rings.

Although it has been proven that ferrous-based coat-ings could improve the tribological performance of cylinder blocks, various studies have found that proper coatings were beneficial to the piston rings. The dependent relationship be-tween high-performance plasma-sprayed, ferrous-based coat-ing for the cylinder block and different coatings for piston rings has not been extensively investigated, which is impor-tant for the design of the cylinder block–piston ring tribopair in an engine system. Therefore, the present study fabricated a plasma-sprayed composite ferrous-based coating with high hardness following a comparative investigation on the tribo-logical performance of the as-fabricated ferrous-based coating sliding against different piston ring coatings including Cr, CrN, TiN, and DLC in engine oil. The selected four coating counterparts represent typical commercial coating systems in the modern engine industry. The main objective was to obtain the tribological dependence of the high-performance ferrous-based coating on the nature of typical piston ring coat-ings. Then the guidelines for selection of coating pairs in the application for a cylinder block–to–piston ring tribopair in engine system could be deduced.

EXPERIMENTAL Coating preparation The ferrous-based coating was fabricated using an XM-80SK plasma spray system on aluminum alloy ZL109 (ZAlSi2- Cu1Mg1Ni1) substrates with dimensions of 45 mm 20 mm

5 mm. In order to achieve a high performance of the sprayed ferrous-based coating, ferrous-based composite powder with significant Cr was used (Liu, et al. (22)). The composition of the composite powder was Fe-18Cr-8.5Ni-3Si-0.8C-0.96Mn (wt%). The morphology of the composite powder is shown in Figure 1. The spraying parameters are shown in Table 1 on Page 48. Before spraying, the substrates were sand-blasted using brown fused alumina with a particle size of 1.2–1.4 mm for about 30 s and then ultrasonically cleaned in alcohol and acetone for 15 min. After spraying, the coated samples were


Figure 1 | Morphology of the composite ferrous-based powder.

polished to a roughness less than 0.3 μm. Four typical piston ring coating of Cr coating, CrN coating, TiN coating, and DLC coating (PR4) were chosen as the coating counterparts. The Cr coating was a commercial electroplated hard Cr coating. The CrN coating and TiN coating were deposited by a Hauzer Flexicoat850 Arc Ion Plating Deposition System, and the DLC coating was deposited by a Teer UDP650 Magnetron Sputter-ing Deposition System. In order to perform the comparative study, all four piston ring coatings were deposited on GCr15 balls with a diameter of 6 mm.

Coating characterization Morphologies of the powder and the ferrous-based coating were investigated by scanning electron microscopy (SEM). The microstructures of the ferrous-based coating were also analyzed using energy-dispersive spectroscopy (EDS) loaded in the SEM system and X-ray diffraction (XRD). The hard-ness of the ferrous-based coating was measured using a MVS-1000D1 Vickers microhardness tester under loads of 0.1 and 1.0 kg, respectively. The microstructures of the four coating counterparts were analyzed using XRD. Mechanical properties including hardness and modulus of the four coating counter-parts were tested using an MTS-Nano G200 Nano-indentor. The roughness of the four coating counterparts was tested using a surface profiler. XRD patterns of the coating coun-terparts are shown in Figure 2. Typical microstructures of

commercial Cr, CrN, TiN, and DLC coatings are revealed. No peak related to carbon could be detected in the DLC coating due to the amorphous matrix feature. Peaks related to CrN in the DLC coating were attributed to the interlayer of CrN between the DLC layer and the substrate. Characteristics of the coating counterparts are shown in Table 2.

Tribological test A UMT-3 multifunctional attrition testing machine with a reciprocating ball-on-flat model was used to test the tribo-logical behaviors of the as-fabricated ferrous-based coating against different coating counterparts at an ambient room temperature. Mineral engine oil (SJ 5w-40) was selected as the lubricant for these tests. The schematic diagram presented in Figure 3 shows the working principle of the tribometer. The aluminum alloy substrate with ferrous-based coating was fixed on a reciprocating motion platform and the mating ball with a certain coating was fixed in a holder that was con-nected to a transducer. An injector was used to supply oil to provide a lubricated condition for the duration of the test. During the test, the variation in the coefficient of friction as well as normal and friction forces were monitored and logged by a computer. The amplitude was 5 mm, the reciprocating frequency was 5 Hz, the normal load was 15 N, and the sliding duration was 60 min. After each test, a cross-sectional profile of the wear track was measured using an Alpha-Step IQ pro-filometer to obtain statistical data on the wear rate. The wear morphologies of the ferrous-based coatings and their different coating counterparts were examined using a Leica DM2500 optical microscope and SEM.


Figure 2 | XRD patterns of coating counterparts. Figure 3 | Schematic diagram of the reciprocating tribometer.

Spray Parameter Value

Arc voltage (V) 55Arc current (A) 500Flow of primary gas Ar (L/h) 1,900Flow of secondary gas H2 (L/h) 88Flow of carrier gas N2 (L/h) 400Spray distance (mm) 100

Table 1 | Plasma spraying parameters. Table 2 | Characteristics of the coating counterparts.

Coatings Hardness (GPa) Modulus (GPa) Poisson Ratio Roughness (nm)

Cr 7 281 0.26 112CrN 21 328 0.18 283TiN 28 496 0.18 302DLC 14 162 0.20 27

RESULTS Characteristics of the composite ferrous-based coating Figure 4 shows the microstructure of the sprayed composite ferrous-based coating. It can be seen that the as-fabricated ferrous-based coating has a compact and uniform structure. The thickness of the coating was approximately 500 μm. From the higher magnification micrographs of the snapped and polished cross section of the sprayed coatings, a typical

thermal spray coating morphology mixed with melted and unmelted regions was observed. Fully melted powders im-pacted on the rough surface of the substrate and spread out to form a curved lamellar structure with no cracks. Due to the uneven heating, extreme cooling, and shrinkage of the powders, unmelted particles and pores appeared.

More details on the lamellar region were detected by EDS as shown in Figure 5. In Figure 5a, four lamellar regions de-

Figure 4 | Cross-sectional morphologies of the ferrous-based coat-ing: (a) total view of the peeled coating; (b) snapped micromorphol-ogy; and (c) polished micromorphology.

Figure 5 | Details of the lamellar structure: (a) selected regions for EDS; (b) Cr and C contents due to EDS; and (c) magnified micrograph of the lamellar region.

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pendent on different colors were selected. Figure 5b reveals the Cr and C contents of the selected regions due to the EDS analyses. It can be seen that all of these regions mixed with significant Cr and C. A slight difference might be attributed to segregation during the cooling process. It also indicated that the Cr-C compound might be formed inside the coating. A magnified micrograph of the lamellar region 4 is shown in Figure 5c, which illustrates that the homogeneous matrix was embedded in a mass of rod-like or strip-like phases.

In order to identify the phase structure, the XRD pattern of the ferrous-based coating in comparing with spraying powder was acquired. The XRD patterns of both the ferrous-based coating and the powders are shown in Figure 6. As seen in Figure 6, the main phase of the powder was austenite (Cr-Ni-Fe-C). Weak signals of Cr7C3 and CrC were detected. The intensity of austenite peak decreased and the intensity of the Cr7C3 peak increased. The weak signal of CrC was still de-tected, which indicates that a significant hard Cr7C3 phase would generate inside the ferrous-based coating. The rod-like or strip-like phases dispersed in the homogeneous matrix of the ferrous-based coating could be assigned the hard Cr7C3

phases; that is, a mass of rod-like or strip-like Cr7C3 phases dispersed in the homogeneous austenite matrix arose from the precipitation of Cr and C during the cooling process following the coating solidification, which would play an important role in the mechanical property of the as-fabricated ferrous-based coating (Wang, et al. (23)).

Vickers microhardness tests of the sprayed coatings were carried out at two loads, 0.1 and 1 kg. The obtained average values were 664.94 and 768.24 HV1.0, respectively. Because the typical austenite matrix was approximately 200 HV, the as-fabricated ferrous-based coating exhibited extremely high hardness, which might related to the formation of a hard Cr7C3 phase, whose hardness is about 1600 HV (Azimi (24)). The dispersion of the hard phases with small size strength-ened the austenite matrix effectively.

Tribological performances of the ferrous-based coating against different coatings Figure 7 reveals the friction coefficients of the as-fabricated ferrous-based coating against different coating counterparts in engine oil. The ferrous-based coating exhibited low friction coefficients sliding against all four selected coating counter-parts, which could be attributed to the boundary lubricating effect of engine oil under the ball-on-flat friction contact con-dition. However, differences between the friction coefficients also existed. The order of the friction coefficients was as fol-lows: ferrous-based coating against TiN > ferrous-based coat-ing against CrN > ferrous-based coating against Cr > ferrous-based coating against DLC. The highest friction coefficient of approximately 0.15 was found when the ferrous-based coating slid against TiN in engine oil. The friction coefficients of the ferrous-based coating sliding against CrN and Cr were 0.11 and 0.10, respectively. When coupled with the DLC coating, the ferrous- based coating exhibited the lowest friction coef-ficient of about 0.09 under the same condition. That is, the ferrous-based coating showed the best low friction behavior when sliding against the DLC coating.

Figure 8 on reveals the specific wear rates of the as-fabricated ferrous-based coating against different coating counterparts in engine oil. Though the wear rates were dif-ferent, the order of wear rate was the same as that for fric-tion coefficient: ferrous-based coating against TiN > ferrous-based coating against CrN > ferrous-based coating against


Figure 6 | XRD pattern of the ferrous-based coating compared to spraying powder.

Figure 7 | Friction coefficients of the ferrous-based coating sliding against different coatings.

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Cr > ferrous-based coating against DLC. The highest specific wear rate of approximately 7.8 10-15 m3N-1m-1 was found when the ferrous-based coating slid against TiN. The specific wear rates of the ferrous-based coating sliding against CrN and Cr were 8.9 10-17 m3N-1m-1 and 7.5 10-17 m3N-1m-1, respectively, which were two orders of magnitude lower than that sliding against TiN. When coupled with the DLC coating, the ferrous- based coating exhibited the lowest specific wear rate of about 2.1 10-18 m3N-1m-1, which was three orders of magnitude lower than that sliding against TiN. It was clear that the ferrous-based coating showed the best antiwear per-formance when sliding against the DLC coating in engine oil.

Figure 9 shows wear track profiles of the ferrous-based coating sliding against different coating counterparts, which

reflects the wear properties of the ferrous-based coating. When sliding against TiN coating, the ferrous-based coating generated the widest and deepest wear track. Though the wear track of the ferrous-based coating sliding against CrN coating was narrower than that sliding against Cr coating, the wear track of the ferrous-based coating sliding against the CrN coating was deeper than that sliding against Cr coating. The smallest width and depth of the ferrous-based coating was observed if the coupled coating was DLC. The valleys of the wear track profiles that reflected wear grooves on the wear surfaces might be related to the abrasive wear regime on the friction contact interface.

The wear surface morphologies under an optical micro-scope are shown in Figure 10. It is clear that the ferrous-based

coating exhibited mild wear with a few wear grooves when sliding against Cr coating as seen in Figure 10a. As seen in Figure 10b, the wear surface of the ferrous-based coat-ing against CrN coating reveals more wear grooves, demonstrating more severe wear than that for ferrous-based coating against Cr coating. If the coating counterpart changed to TiN, as seen in Figure 10c, a wide wear track with plenty of deep grooves was observed, which showed the highest wear rate under this condition. When the coating counterpart was DLC, the mildest wear of ferrous-based coating with almost no wear grooves was de-tected, as shown in Figure 10d. An abrasive wear regime was proposed according to the wear grooves. The TiN coating counterpart promoted the most severe abrasive effect on

Figure 8 | Specific wear rates of the ferrous-based coating sliding against different coatings.

Figure 10 | Wear surfaces of the ferrous-based coating against different coatings: (a) Cr; (b) CrN; (c) TiN; and (d) DLC.

Figure 9 | Wear track profiles of the ferrous-based coating sliding against different coatings.

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the ferrous-based coating, where the DLC coating counterpart resulted in the mildest abrasive effect. The order of the abra-sive effect was ferrous-based coating against TiN > ferrous-based coating against CrN > ferrous-based coating against Cr > ferrous-based coating against DLC.

Figure 11 shows the wear surfaces of the different coating counterparts. Firstly, the difference in surface roughness of these coating counterparts is clear. The roughest surface was observed for the TiN coating. The CrN coating also revealed a correspondingly rough surface, but the Cr coating appeared smooth. The DLC coating had the smoothest surface. Sec-ondly, different wear losses of the coating counterparts could be estimated due to the sizes of the wear scars. The diameters of the wear scars were in the following order: TiN > Cr > CrN > DLC, which indicated that the TiN coating counterpart not only led to the most severe wear of the ferrous-based coat-ing but also exhibited the most severe wear among the coat-ing counterparts. Though the ferrous-based coating exhib-ited a higher wear rate against CrN coating than Cr coating, the coupled Cr coating revealed more severe wear than the coupled CrN coating. The coupled DLC coating showed the mildest wear among these coating counterparts.

DISCUSSION It was found that the composite ferrous-based coating exhib-ited different friction and wear behaviors when sliding against Cr, CrN, TiN, and DLC coatings in engine oil. The differences in the friction coefficient and wear rate revealed a similar or-

der: ferrous-based coating against TiN > ferrous-based coating against CrN > ferrous-based coating against Cr > ferrous-based coating against DLC. Firstly, different surface roughnesses might play an important role in this phenomenon. As shown in Table 2 and Figure 11, the surface roughness of these differ-ent coating counterparts from high to low were TiN > CrN > Cr > DLC. Under the ball-on-flat contact condition in this study, the engine oil would only have a boundary lubricating effect in the friction action. Thus, solid–solid contact for the mating surfaces must exist at the microscale. Consequently, the high surface roughness of the counterpart would generate high fric-tion shear to the friction contact surface of ferrous-based coat-ing, which was apt to induce high friction resistance and severe shear damage caused by microbulges and vice versa. As seen from Figure 10c, severe ploughing grooves on the wear surface of the ferrous-based coating against TiN with the roughest sur-face were observed. Large abrasion dust was also detected on the wear surface of TiN coating. No ploughing grooves on the wear surface of the ferrous-based coating against DLC with the smoothest surface could be observed. Correspondingly, debris on the wear scar of DLC was rather fine as well. Secondly, the friction and wear difference for different coating counterparts might be closely related to the self-lubricating effects of these coatings. Due to the unique microstructure—that is, an amor-phous matrix mixed with sp2 carbon and sp3 carbon—the DLC coating demonstrated good self-lubricating behavior with a low friction coefficient in combined with high hardness resulting, in a low wear rate (Al Mahmud, et al. (25); Mistrya, et al. (26);

Gangopadhyay, et al. (27)). Many re-search works demonstrated a lower friction coefficient of DLC coating compared to Cr, CrN, and TiN coat-ings (Vera, et al. (28); Erikson and Olson (29); Xiao, et al. (30)). Because the Cr-based coating would generate the lubricating product Cr2O3, the lower friction coefficients of Cr and CrN coatings compared to TiN-based coatings were reasonable (ZuKöcker, et al. (31); Wang, et al. (32)). The low-er friction coefficient of the Cr coating compared to the CrN coating might be related to the easier formation of Cr-based lubricating products for the former than the latter. Under the boundary lubricating condition, the difference in friction for solid–solid contact regions would determine the total friction coefficient though there were liquid lubricating regions at the microscale. The different self-lubricat-ing effects resulted in a difference in the friction coefficients for these coat-ing counterparts as follows: TiN > CrN > Cr > DLC, which also means that the Figure 11 | Wear surfaces of different coating counterparts: (a) Cr; (b) CrN; (c) TiN; and (d) DLC.

54 Meteors can give off various colors when they burn, which is associated with their composition.


friction shear of these coatings to the ferrous-based coating was in the order TiN > CrN > Cr > DLC. Thirdly, the different mechanical properties of these coating counterparts might be another factor. According to the Hertz theory for a ball-on-flat contact regime (Liu, et al. (22)), the contact area radius (a) and the maximum contact stress ( 0) would be determined by the following equations:

1ED 1¡ n1

2

E1C 1¡ n2

2

E2(1)

aD 34W � RE

� �13

(2)

s0 D 0:58WE2

R2

� �13

: (3)

For this study, the flat was an aluminum alloy with a fer-rous- based coating, and the balls were GCr15 with coatings. In order to simplify the calculation, the ferrous-based coating was assumed as the flat made of the cast iron, and the coupled coatings on the GCr15 balls were assumed as homogeneous balls made of the corresponding coating materials. The elastic modulus E1 and Poisson ratio v1 of typical cast iron are 150 GPa and 0.3, respectively. After importing the parameters of different coatings shown in Table 2 and the normal load W, which was 15 N, a series of Hertz contact values was obtained as shown in Table 3. The calculated Hertz contact values might include great errors due to the simplification, but the order from high to low can be determined. It was found that the order of maximum contact stress under the same normal load was ferrous-based coating against TiN coating > ferrous-based coating against CrN coating > ferrous-based coating against Cr coating > ferrous-based coating against DLC coating. Then the damage to different coating counterparts with the ferrous-based coating under the same condition would be TiN coating > CrN coating > Cr coating > DLC coating. Three factors includ-ing surface roughness, self-lubricating effects, and mechanical properties of coupled coatings worked synergistically, leading to the differences in the friction coefficient and wear rate of the as-prepared ferrous-based coating sliding against different coat-ing counterparts, which was TiN coating > against CrN coating > against Cr coating > against DLC coating.

However, the wear losses of the coupled coating counter-parts revealed little difference compared to the wear rates of the ferrous-based coating. Though the wear law of ferrous-based coating was against TiN coating > against CrN coating

> against Cr coating > against DLC coating, the wear losses of the corresponding coating counterparts were TiN > Cr > CrN > DLC. This was attributed to the lower hardness of the Cr coating compared to the CrN coating. The high mechani-cal properties of CrN fabricated by the PVD technique would provide antiwear performance, though the friction coefficient for the ferrous-based coating sliding against the CrN coating was slightly higher than that for the ferrous-based coating sliding against the Cr coating.

It is clear that the friction coefficient of the ferrous-based coating sliding against TiN was much higher than that sliding against other coatings. Both friction contact surfaces suffered more severe wear than the other tribopairs. Though the friction coefficient and wear rate of the ferrous-based coating coupled with the Cr coating exhibited a slightly lower friction coef-ficient, the wear of the Cr coating was more severe than that of the CrN coating. The friction coefficient and wear of both friction contact surfaces for the ferrous-based coating–to–DLC coating tribopair were much lower than those of other tribo-pairs. Accordingly, the ferrous-based coating to CrN coating or DLC coating could exhibit good tribological performance in engine oil. The best coating counterpart for the ferrous-based coating in engine oil circumstance was the DLC coating.

CONCLUSION A plasma-sprayed ferrous-based coating was fabricated by using a ferrous-based powder with significant Cr content. The as-fabricated ferrous-based coating possessed high hard-ness due to the formation of a Cr7C3 phase dispersed inside the coating matrix. When coupled with typical piston ring coatings including Cr, CrN, TiN, and DLC, the ferrous-based coating exhibited good tribological performance with differ-ences in engine oil. The friction coefficients were low, which could be attributed to the boundary lubricating effect of en-gine oil. The different friction coefficients and wear rates for the ferrous-based coating sliding against these four coating counterparts showed the same order, which was ferrous-based coating against TiN coating > ferrous-based coating against CrN coating > ferrous-based coating against Cr coating > fer-rous-based coating against DLC coating. However, the wear loss of the coupled coatings was TiN > Cr > Cr > DLC. The tribological differences in the ferrous-based coating against different coatings were closely related to the surface rough-ness, self-lubricating effects, and mechanical properties of the coupled coatings. In contrast, the plasma-sprayed ferrous-based coating exhibited good tribological performance in engine oil when coupled with CrN or DLC coating. The best coating counterpart for the ferrous-based coating in an engine is DLC the coating.

FUNDING The authors gratefully acknowledge financial support from the National Natural Science Foundation of China (Grant Nos. 51202261 and 51475449) and the National Basic Research Program of China (973 Program, Grant No. 2013CB632302).

CoatingCounterpart

Contact AreaRadius (mm)

Maximum ContactStress (GPa)

Cr 0.068 1.54CrN 0.067 1.58TiN 0.064 1.71DLC 0.073 1.31

Table 3 | Contact area radiuses and maximum contact stresses of the ferrous-based coating against different coating counterparts.

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(30) Xiao, Y., Shin, W., Luo, J., and Liao, Y. (2014), “The Tribological Performance of TiN, WC/C and DLC Coatings Measured by the Four-Ball Test,” Ceramics International, 40, pp 6919–6925.

(31) ZuKöcker, G. M., Gross, T., and Santner, E. (1994), “Influence of the Testing Parameters on the Tribological Behaviour of Self-Mated PVD-Coatings,” Wear, 17, pp 95–10.

(32) Wang, Q., Zhou, F., Wang, X., Chen, K., Wang, M., Qian, T., and Li, Y. (2011), “Comparison of Tribological Properties of CrN, TiCN and TiAlN Coatings Sliding against SiC Balls in Water,” Applied Surface Science, 257, pp 7813–7820.


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TOP STORIES

CHEVRON ORONITE ANNOUNCES NEW DISTRIBUTOR IN NIGERIA

Chevron Oronite, based in San Ramon, Calif., has signed an agreement ap-pointing ABD Energy Solutions Limited as their distributor in Nigeria.

The agreement involves not only the sale of OLOA® additives and PARATONE® viscosity modifiers but also provides technical and laboratory support to customers. ABD Energy So-lutions operates a strategically located warehouse in Lagos that will allow storage of some Oronite products for greater availability and flexibility in meeting customer needs.

“ABD Energy Solutions Limited’s vast experience in the refining and petrochemical business gives them a good knowledge of the lubricant, base oil and additives segments—and makes them a welcome addition to the Oronite distributor network,” says Alain Robert, regional sales manager, Europe-Middle East-Africa, Chevron Oronite. “Moreover, they have a very focused and strategic approach thanks to their extensive knowledge of the Ni-gerian market. This should help Oroni-te further strengthen our presence in the region and also enhance our level of service.”

Oronite explains that the selection of ABD Energy Solutions Limited is aligned with its continuous desire to be in close proximity to customers in the region. “We strongly believe the ABD Energy Solutions Limited team is well positioned to help us deliver the required solutions and services to cus-tomers in Nigeria,” Robert concludes.

ANSI’S FRAN SCHROTTER RECEIVES ASTM INTERNATIONAL 2016 CAVANAUGH AWARD

Fran Schrotter, senior vice president and chief operating officer for Ameri-can National Standards Institute (ANSI) in New York, has received the prestigious ASTM International 2016 William T. Cavanaugh Memorial Award.

The Cavanaugh Memorial Award honors W.T. Cavanaugh, CEO of ASTM

from 1970-1985 who established ASTM as the world leader in developing and d i s s e m i n a t i n g voluntary consen-sus standards.

Schrotter is honored for her sustained leader-ship in the U.S. and global standards community, exemplifying a commit-ment to consensus, collaboration and professionalism.

“Nearly everyone in the global stan-dards community has been positively affected by Fran’s contributions,” says ASTM president James Thomas. “Clear-ly her work has supported standards that have improved the lives of millions of people in both the U.S. and around the world. She truly embodies the spirit of the Cavanaugh Award.”

Schrotter has been with ANSI since 1976, working with a variety of domes-tic and international committees and organizations that develop standards in dozens of industries. As senior vice president, she is primarily responsible for ANSI’s activities supporting U.S. participation in domestic and interna-tional standardization activities.

In addition, she has held numerous leadership roles in other organizations. With the Cavanaugh award, Schrotter is named as an honorary member of ASTM.

DES-CASE ACQUIRED BY INDUSTRIAL GROWTH PARTNERS, NAMED TENNESSEAN TOP WORKPLACE

Industrial Growth Partners (IGP), a San Francisco-based private equity firm, ac-quired the parent company of Des-Case Corp., based in Goodlettsville, Tenn., for an undisclosed sum.

IGP is a specialist private invest-ment partnership with $2.2 billion in capital raised since inception that pro-vides equity capital to industrial manu-facturing companies. IGP concentrates on leading, niche manufacturers of engineered products used in critical

applications and partners with those management teams to pursue strategic initiatives focused on achieving long-term shareholder value.

“Des-Case brings a holistic perspec-tive to the lubricant contamination control market by not only providing the education and training needed to understand the benefits of contami-nant-free lubricant but also providing innovative solutions to protect the lu-bricant at every critical point in its life-cycle,” says a representative from IGP. “As a market leader with a strong brand name and long-standing customer re-lationships with some of the world’s largest manufacturers, we are confident in Des-Case’s ability to continue to ex-pand globally.”

Founded in 1983 when it brought the first desiccant breather to market, Des-Case now manufactures an array of specialty filtration products that improve process equipment reliability and extend lubricant life for industrial plants worldwide. The company’s so-lutions result in lower operating costs, environmental benefits, fewer repairs and improved plant operations.

“I am honored and excited to be a part of writing the next chapter in the Des-Case growth story alongside our valued customers, partners and inves-tors,” says Brian Gleason, president and CEO at Des-Case Corp. “IGP has over two decades of experience investing in the industrial sector with a proven track record of building world-class global businesses. We are looking for-ward to the partnership.”

In more news for Des-Case Corp., the company was named a Tennessean Top Workplace for the second year in a row.

The annual nationwide selection program, implemented by a group of regional daily newspapers across the country and WorkplaceDynamics, an employee survey firm, named the most desirable places to work in the U.S. Des-Case was ranked 22nd in the Mid-dle Tennessee small company category.

To be nominated, a company had to have at least 35 employees in the Middle Tennessee region and could

NEWSMAKERS


Fran Schrotter

be either public, private, nonprofit or government. During the assess-ment, employees were asked questions about their job (their training, work/life balance), their manager, their pay, the direction in which the company is heading, if the employee felt appreci-ated and their work meaningful and engagement factors.

70 YEARS OF SCHAEFFLER

Herzogenaurach, Germany-based, The Schaeffler Group, one of the greatest success stories in German industry after 1945, is celebrating its 70th anniversary.

Dr. Wilhelm Schaeffler and his brother Dr.-Ing. E.h. Georg Schaeffler laid the foundation for today’s company when they founded Industrie GmbH in Herzogenaurach in 1946. The compa-ny’s rapid rise began in 1949 with the invention of the INA needle roller cage. Schaeffler was soon producing cage-guided needle roller bearings in large quantities, particularly for the German

automobile industry. Today, the Schaef-fler Group is a globally active, integrated automotive and industrial supplier with around 84,000 employees worldwide. “It is often said that family-owned com-panies think in the long term, and this is absolutely true of Schaeffler. For us, our roots and values are every bit as im-portant as financial success,” says Maria-Elisabeth Schaeffler Thumann.

The Schaeffler Group’s history began in the Upper Silesian town of Katscher, where Dr. Wilhelm Schaef-fler took over a textile company that later also manufactured metal products. They initially produced wooden items for day-to-day use, including ladders, children’s scooters, belt buckles and buttons, while convertible hand carts—which also became a best-seller—were manufactured in Schwarzenhammer. Metal products such as thread-cutting dies, universal joint bearings and nee-dle roller bearings for use as spare parts were soon added.

The company’s internationalization began in 1951 in the Saarland town of Homburg, which at the time was still part of France’s economic region. The first overseas plant, located in Llanel-li, Great Britain, began production in 1957. Today Schaeffler has approxi-mately 170 locations in over 50 coun-tries and a worldwide network that currently comprises 74 manufacturing locations, as well as research and devel-opment centers and sales companies.

Since the death of Dr. Georg Schaef-fler in 1996, his wife Maria-Elisabeth Schaeffler-Thumann and son Georg F.W. Schaeffler have been the company’s sole shareholders and have successfully continued to lead the company togeth-er with the management.

See Schaeffler’s film titled 70 years of Schaeffler—because yesterday we were already thinking about tomorrow at www.schaeffler.com/Because-yester-day-we-were-already-thinking-about-tomorrow.


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SEA-LAND CHEMICAL WINS NORTHEAST OHIO AREA 2016 TOP WORKPLACES AWARD

Sea-Land Chemical Co., based in West-lake, Ohio, has been awarded a 2016 Top Workplace honor by the Plain Dealer.

The Top Workplaces lists are based solely on the results of an employ-ee feedback survey administered by WorkplaceDynamics, LLC, a research firm that specializes in organizational health and workplace improvement. Several aspects of workplace culture were measured, including alignment, execution and connection.

“The Top Workplaces Award is not a popularity contest,” says Doug Claffey, CEO of WorkplaceDynamics. “Often-times, people assume it’s all about fancy perks and benefits. However, to be a

Top Workplace, organizations must meet our strict standards for organiza-tional health. Who better to ask about work life than the employees, who live in the culture every day? Time and time again, our research has proven that what’s most important to them is a strong belief in where the organization is headed, how it’s going to get there and the feeling that everyone is in it together. Without this sense of con-nection, an organization doesn’t have a shot at being named a Top Workplace.”

This is the second year in a row that Sea-Land Chemical Co. has won the Top Workplaces award.

“This award is a testament to the culture we have created at Sea-Land Chemical Co.,” says STLE-member Joe Clayton, president. “We have worked for many years to create an environ-

ment that fosters collaboration, en-courages responsibility and supports the longevity of our employees.”

IDEMITSU LAUNCHES NEW NORTH AMERICAN R&D FACILITY

Jeffersonville, Ind.-based, Idemitsu Lu-bricants America (ILA) announces the opening of a new facility that will focus on providing custom lubricant solu-tions to a variety of customers through-out North, Central and South America.

Located in Wixom, Mich., this mod-ern R&D Center features state-of-the-art equipment that allows for cutting-edge product development. With over 13,000 square feet of laboratory space for product formulation and testing, this new technology center will con-centrate on product development for specific customer applications. The

ILA employees gather for a group photo in front of their new R&D Center in Wixom, Mich. With over 13,000 square feet of lab space for product formulation and testing, the new tech center will concentrate on product development for specific customer applications.

60 A meteor shower is usually the result of debris from a broken comet. They are the size of pebbles and no larger than a baseball.

Wixom facility is one of the company’s latest global centers dedicated to auto-motive lubricants and industrial fluids.

“Our new Wixom facility proudly brings Idemitsu’s industry-leading technology even closer to customers and partners throughout the Ameri-cas,” says STLE member Ryo Yamada, vice president of research and devel-opment and director of R&D Center at ILA. R&D work in the new facility will focus on developing innovative, leading-edge products and custom formulations to serve existing close partnerships with automotive OEMs in North, South and Central America, as well as the needs of general custom-ers. It also will offer technical services to a full range of businesses, including automotive companies and industrial manufacturers.

“This is the only facility in North America that combines such a unique blend of Japanese and American techni-cal knowledge and leadership, as well as more than 100 years of insight, in-novation and integrity,” adds Yamada. “At Idemitsu, our focus is on creat-ing groundbreaking, environmentally friendly products. We strive to create solutions for energy challenges that support our global communities, re-duce emissions and increase both man-ufacturing and vehicle performance.”

ILA employees gather for a group photo in front of their new R&D Cen-ter in Wixom, Mich. With over 13,000 square feet of lab space for product formulation and testing, the new tech center will concentrate on product de-velopment for specific customer appli-cations.

ANGUS AMP™ MULTIFUNCTIONAL ADDITIVE GRANTED VOC-EXEMPT STATUS

Buffalo Grove, Ill.-based, ANGUS Chemi-cal Co. announces that AMP™, a mul-tifunctional specialty chemical that is widely used in paint formulations, metalworking fluids and personal care products, is no longer classified as a volatile organic compound (VOC) by Canada’s Department of the Environ-ment (Environment Canada).

Following on the U.S. Environmen-tal Protection Agency’s (EPA) exemp-tion of AMP in 2014, Environment Canada finalized an order to remove AMP from the List of Toxic Substances in Schedule 1 of the Canadian Environ-mental Protection Act, 1999, due to the compound’s negligible effect on the for-mation of ground-level ozone.

“As global VOC regulations con-

tinue to proliferate, AMP has become an even more powerful tool for envi-ronmentally conscious customers to formulate more sustainable products,” says Mark Henning, president and chief executive officer of ANGUS Chemical Co. “AMP’s Canada VOC-exemption marks a huge win not only for our customers in Canada, who now have broader formulating flexibility, but also


LUBRICANTS & METALWORKING FLUIDS

Creating value, growing together

New company strengthens its commitment to specialty

of support and value to its U.S. and Canadian partners.

Monson Companies is now part of Azelis Americas

Center will continue to support our sales team, customers and suppliers with

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for consumers who will benefit from the desirable features AMP imparts in low- and zero-VOC paints, metalwork-ing fluids and personal care products.”

AMP (2-amino-2-methyl-1-propa-nol) offers formulators comprehensive benefits including low odor, effec-tive pH control and a positive safety and handling profile. The compound, which is already being used as a key ingredient in a majority of water-based paints, now allows Canadian paint companies to avoid reformulating with less-favorable neutralizers, such as caustic soda or ammonia.

“Environmental impact has become a significant factor in the consumer decision-making process,” says STLE-member Mike Lewis, business vice president, U.S. and Canada for ANGUS. “It’s no longer enough for a product to perform at a high level; it must provide sustainability benefits as well. AMP’s VOC-exemption satisfies the demand of our increasingly eco-minded cus-tomers in Canada without sacrificing functionality.”

ASTM MEMBERS REINSTATE TEST METHOD

West Conshohocken, Pa.-based, ASTM International members reinstated a key test method that helps determine how much water is in various petroleum products (D6304, Standard Test Meth-od for Determination of Water in Petro-leum Products, Lubricating Oils, and Additives by Coulometric Karl Fischer Titration).

Knowing the water content in these products helps manufacturers and buyers predict their quality and performance characteristics while also helping prevent premature corrosion and wear.

The group that reinstated the stan-dard met in Bellevue, Wash., as part of the biannual Committee Week for ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants. Future revisions of the standard will be undertaken by Subcommittee D02.06 on Analysis of Liquid Fuels and Lubri-cants. Revisions could include clarify-ing the amount of primary standard

(i.e., water) needed, updating and improving specifications in the water evaporator procedure and harmonizing the standard with other widely used Karl Fischer standards that determine water in crude oil.

The need for the reinstatement of this specification was due to recent withdrawal of the standard in accor-dance with ASTM International’s Reg-ulations Governing ASTM Technical Committees (section 10.6.3), which require that standards be updated no later than the 8th year since the last approval date.

TIMKEN ACQUIRES LOVEJOY, INC.

North Canton, Ohio-based, The Tim-ken Co., the world leader in tapered roller bearings, announces that it has acquired Lovejoy, Inc., a manufacturer of premium industrial couplings and universal joints, for approximately $66 million. For the 12 months end-ing March 31, 2016, Lovejoy sales were approximately $56 million.

“The acquisition of Lovejoy is a great strategic fit, and we’re pleased to add their strong brand to our growing portfolio of industrial brands,” says Richard G. Kyle, Timken president and chief executive officer. “Lovejoy features premium products used in challenging applications across diverse markets. While our two companies op-erate in many of the same markets and channels in North America, the acqui-sition provides exciting growth oppor-tunities.”

Based in Downers Grove, Ill., with additional locations in the U.S., Can-ada and Germany, Lovejoy is widely recognized for its flexible coupling de-sign and as the creator of the jaw-style coupling. Lovejoy also manufactures a line of universal joints, hydraulics and vibration dampening products.

“We’re pleased to become a part of such a well-respected industrial leader as Timken,” says Mike Hennessy, chair-man of the board of Lovejoy. “Under Timken ownership, Lovejoy’s technical leadership and commitment to custom-ers will carry forward seamlessly. It’s clearly a win-win for our customers

and our employees.”The Hennessy family has owned

and operated Lovejoy for four genera-tions and as part of the transaction, Hennessy will be retiring.

VANTAGE ACQUIRES MALLET

Chicago-based Vantage Specialty Chemi-cals, Inc., a leading provider of natural-based specialty ingredients focused on personal care, food, consumer and industrial-end markets, has signed a definitive agreement to acquire Mal-let and Company, Inc. Vantage is cur-rently owned by Vantage management and a private equity fund managed by The Jordan Company, L.P. Mallet is a portfolio company of ICV Partners, a private equity firm based in New York and Atlanta.

Headquartered outside of Pitts-burgh, Penn., Mallet is the market-lead-ing North American provider of bak-ing release agents, offering innovative products and capabilities to the food industry with a focus on R&D, techni-cal service and custom formulation and packaging capabilities. The company provides high-quality, process-critical ingredients that increase ingredient quality and efficacy and lower costs by reducing waste.

Richard McEvoy, Vantage’s chief ex-ecutive officer, says, “Mallet has built a compelling, unique business model by providing not only release agents and specialty ingredients but also equip-ment solutions. Their customer focus, innovation and technical support are aligned with Vantage’s strategy. The acquisition of Mallet provides an im-mediate expansion of our existing food ingredients business. The combined business will provide additional oppor-tunities to take what the Mallet team has accomplished to date and acceler-ate growth.”

PROMOTIONS & TRANSITIONS

EVONIK APPOINTS GLOBAL INDUSTRIAL LUBRICANTS MARKETING MANAGER

Evonik’s Oil Additives business line has appointed Mukund Bhure to the role of


global industrial lubricants mar-keting manager. In this role, he will be respon-sible for leader-ship of the wind turbine and gen-eral industrial gear oils business globally, and will relocate from his current location in Mumbai, India, to Evonik’s Horsham, Pa., Technology Center in the U.S.

Bhure joined Evonik’s Oil Additives business line in April 2010 from Chev-ron Lubricants, where he was respon-sible for the sale of industrial lubricants and Chevron’s OEM business in India. “Since joining Evonik,” notes Evonik’s Oil Additives vice president for stra-tegic marketing Michael Zink, “Mu-kund has successfully led the growth of Evonik’s oil additives business in India, established a strong team and

developed an excellent reputation for himself and Evonik with our customers and OEMs.”

Bhure’s recent focus has been on developing business opportunities in India for both Oil Additives’ DYNAVIS® and NUFLUX™ technology brands. Recent successes have included the signing of licensee contracts for DY-NAVIS® technology with two of India’s largest companies in the lubricants in-dustry.

Bhure is a science graduate with a post-graduate degree in marketing management from Pune University. He brings to his new role more than 24 years of successful sales and market-ing experience with lubricants as well as specialty chemicals.

SONNEBORN PROMOTES JON GIBERSON

Parsippany, N.J.-based, Sonneborn, LLC, a global leader in the manufacture and supply of high-quality white oils and

specialty hydro-carbons, announc-es the promotion of Jon Giberson to vice president and general manager – Americas.

As vice presi-dent and general manager-Ameri-cas, Giberson will have full-organizational and financial responsibility for Sonneborn Americas business including commercial, manu-facturing and technology activities. In this expanded role, Giberson will con-tinue to report to Paul C. Raymond, president and CEO.

“Jon has distinguished himself as a strong executive leader at Sonneborn. I am excited to have Jon in this leader-ship role as we continue to look for op-portunities to better align our team to make us stronger and better positioned for growth,” says Raymond.


Jon GibersonMukund Bhure

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Giberson joined Sonneborn in 2005 as director of purchasing & logistics, and most recently held the position of commercial VP, North America, leading up to his current promotion.

“I am proud to have this opportu-nity in leading a growing, vibrant and forward-thinking organization,” says Giberson of his new role.

Before joining Sonneborn, Giberson spent more than 20 years in specialty hydrocarbons, industrial lubricants and plastics industries within Hon-eywell, Witco and Mobil Chemical. He earned his bachelor’s of science in chemical engineering with honors from University of Rochester, and his mas-ter’s of business administration from St. Bonaventure University. Additional post-graduate work was done at Har-vard Business School and University of Chicago Booth School of Business.

SEA-LAND CHEMICAL CO. CONTINUES TO GROW

Westlake, Ohio-based, Sea-Land Chemical Co. has hired Kellie Hud-son as an invoic-ing specialist. In this new role, she is responsible for client billing within the firm’s

U.S. operations.Hudson’s hir-

ing comes amid several internal moves by the spe-cialty chemical supplier. Chris-tine Wood was promoted from invoicing special-ist to accounts re-ceivable special-ist, where she is now responsible for tracking, col-lections and pay-ments processing.

Scot Wahl has been named a product market-ing specialist. His responsibilities include researching and developing new markets for Sea-Land’s extensive portfolio of products. Wahl joined Sea-Land Chemical Co. in 2004 where he served in an inside sales role for more than a decade.

Buck Evans has been named a cus-tomer relations specialist. He now is the primary contact for inside sales and technical support. Evans joined Sea-Land in 2004 where he worked as an inside sales representative.

“We are committed to hiring and de-

veloping talented staff and promot-ing from within,” says Joe Clayton, president of Sea-Land Chemical Co. “This latest change in respon-sibilities is a great example of how we encourage members of our team to grow and ad-vance within our company.”

NYCO HIRES LOWELL SMITH

Paris, France-based, NYCO America LLC is pleased to announce that Lowell Smith is joining its team in North America.

Lowell will participate in offering a broad range of NYCO brand synthetic formulated lubri-cants, mil-spec greases and hy-draulic fluids for aviation. NYCO America’s busi-ness is driven by NYCO propri-etary advanced technology, pro-viding reliable solutions and a focused long-term commitment to high-performance lubrication around the globe.

TLTT R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y

Want to be recognized in TLT?

TLT is interested in hearing from our readers. Let us know what’s happening in your company. If you have news about a new employee or if someone in your company has been recognized with an award or any other interesting items, let us know. Please send us your news releases and photos for publication in News-makers to TLT Magazine, Attn: Rachel Fowler, 840 Busse Highway, Park Ridge, IL 60068, [email protected].

Lowell Smith

Buck EvansChristine Wood

Scot Wahl

Kellie Hudson

64 The International Space Station has shielding to protect it from meteors up to an inch wide.

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IN MEMORIAM

DON WOODS

With great sadness TLT reports that Don Woods passed away suddenly in July. He was 59.

Woods co-founded and served as chairman and chief information of-ficer of POLARIS Laboratories® since 1999. Under his constant leader-ship, the com-pany grew into one of the larg-est independent global oil analy-sis laboratories.

The Pendle-ton native was a Purdue Univer-sity graduate, where he held a bachelor’s of science in computer technology. That education helped Woods become the pioneer of infor-mation technology systems develop-ment and integration specific to the oil analysis industry. Woods broke into the industry as information sys-tems manager for Lubricon where he worked for 18 years. In April 1999, he co-founded POLARIS Laboratories®, which he guided for more than 17 years. In addition, Woods was twice nominated for the Ernst & Young En-trepreneur of the Year Award.

“Don was an inspirational leader who was truly valued and cherished not just as a company leader but also as a friend and mentor by each and every employee who ever worked at POLARIS Laboratories®,” says Bryan Debshaw, POLARIS Laboratories® chief executive officer. “He not only helped set the industry standard for developing cutting-edge technology solutions but also for providing the best service possible to our custom-ers, and that’s what we will continue to do in his memory.”

At the onset of his career in 1980, Woods expertise in designing laboratory information management systems (LIMS) soon produced the

industry’s first software-based data evaluation, flagging and reporting system. The LIMS concept also has provided the foundation for an ex-tremely successful “one-laboratory, multiple locations” business model POLARIS Laboratories® has proven to be extremely efficient. He also oversaw the evolution of the compa-ny’s technology efforts with the in-dustry’s first full-service mobile app for iPhone in 2015 and a comple-mentary version for Android in 2016.

Woods is survived by his wife Jen-nifer and his two daughters, Alexan-dra and Samantha.

MYRON MCKENZIE

TLT is sad to report the passing of Myron McKenzie, who passed away in July at the age of 62.

McKenzie was the vice president of engineering for American Roller Bearing Co., located in Hickory, N.C. He worked in the bearing industry for more than 35 years. He was previ-ously the chief engineer and would manage engineers, designers and cad operators. In that role he also would analyze new potential products for suitability and develop state-of-the-art analytical tools.

Prior to joining American Roller Bearing Co., McKenzie was a senior analytical specialist for the Tor-rington Co., which was eventually bought by The Timken Co. He developed the analysis portion of a computer program called Big Bertha that modeled a sys-tem of bearings to determine the bearing loads, stress, heat generation, oil film thickness and life. He also was an ex-pert in Weibull analysis.

At The Timken Co., McKenzie was one of three people who devel-oped algorithms that were incor-

porated into the bearing analysis programs used by all product and application engineers. He also was one of three people that represented the U.S. on an ISO committee that developed the ISO 281 standard. This standard shows how to calculate the capacity and life of ball and roller bearings. The top 20 bearing analysts in the world were on this committee.

McKenzie previously served on the Rolling Element Bearing and Wind Energy Committees for STLE. He received his bachelor’s of science in mechanical engineering from Rose-Hulman Institute of Technol-ogy and his master’s of science in me-chanical engineering from University of Connecticut.

DONALD DONAHUE

Donald Donahue, of Rockford, Ill. (for-merly of Belvidere, Ill.), passed away in June. He was 77.

Donahue was born in 1938 in Cullom, Ill. He graduated from Saint Joseph’s Col-lege in Rensse-laer, Ind., with a bachelor’s of science in ac-counting and business man-agement. He worked in the oil industry since 1960, holding many positions, most re-cently the owner of DRD Additives. Donahue made many international connections, including Thailand and France.

Donahue was proud of his Irish heritage and traveled to Ireland sev-eral times. He grew up on a farm, and although he lived in the city he still enjoyed tractors and gardening.

He is survived by his wife, sib-lings, two children, three step-children, six grandchildren, six step-grandchildren, one great-grand-daughter and six step-great-grand-children.

Don Woods

Myron McKenzie

Donald Donahue


NEW PRODUCTS

SILVER-METALLIC MOLYKOTE® BRAND ANTI-FRICTION COATING

Dow Corning Corp. launches a new silver-metallic color for a proven Molykote® brand anti-friction coating (AFC) to enhance design options for reducing friction, noise and wear on various automotive components. New silver-colored Molykote® D-709 Anti-Friction Coating offers the same high-per-formance dry-film lubrication advantages as glossy black Molykote® D-708 Anti-Friction Coating, which is proven effective in such applications as brake pad clips, springs and pins. With an appealing silvery metallic finish, Molykote D-709 Anti-Friction Coating can add aesthetically pleasing lubrication for more-visible design components such as door sliding or locking mechanisms and seating system parts. Both Molykote D-708 Anti-Friction Coating and Molykote D-709 Anti-Friction Coating can provide a low coefficient of friction on metal parts to reduce noise and wear between metal-to-metal and metal-to-plastic surfaces. They can contribute to lightweighting for added efficiency by eliminating the need for heavier greases and allowing the use of more plastics. Each of these Molykote anti-friction coatings is formulated with polytetrafluoroethylene (PTFE) solid lubricants in a solvent carrier and resin binder system. Properly applied to pretreated parts with various coating methods, these AFCs provide a clean, dry, slippery film as the lubricating solids fill in surface as-perities and smooth roughness. Processing is cleaner with less dust and potential contamination. Precise thicknesses can be applied to meet application requirements. In typi-cal automotive applications, Molykote D-708 Anti-Friction Coating (glossy black) and Molykote D-709 Anti-Friction Coating (silvery metallic) will not attract dust or dirt and will remain effective when exposed to such contaminants. They also will resist moisture and are not subject to water washout. They can maintain durable, long-lasting lubricity without aging, evaporation or oxidation. They can outper-form conventional lubricants under various loads, at slow speeds and over a much wider service-temperature range.

Dow Corning Corp.Midland, Mich.(989) 496-4400www.dowcorning.com

NYCOBASE® 30409 FG HX-1 CERTIFIED MULTIPURPOSE SYNTHETIC ESTER

NYCO has gained NSF HX-1 registration for a new synthetic ester, Nycobase® 30409 FG, a multipurpose neopolyol ester. Nycobase® 30409 FG combines high resistance to oxidation, low volatility, high viscosity index, low pour point and inherent friction modification/antiwear properties while keeping cost attractiveness. It is therefore recommended for use in any lubricating application—and in the formulation of lubricants for the food industry in par-ticular—where high performance is required. NYCOBASE® Food Grade series includes nine ester-base fluids suitable for the formulation of H1 lubricants for incidental food contact. These fluids are used in multiple applications includ-ing hydraulic fluids, gear oils, compressor oils, greases and chains lubricants. Products from NYCOBASE® FG series are Halal and Kosher certified, and possess superior thermal stability as well as good low-temperature properties. Many of them also show high biodegradability and renewability levels.

NYCOParis, France+33 (0) 1 45 61 50 00www.nyco.fr/en/

68 Asteroids are small solar system bodies that orbit the sun. Made of rock and metal, they also can contain organic compounds.

Send us your new product news with color photos to: TLT Magazine, Attn: Rachel Fowler, 840 Busse Highway, Park Ridge, IL 60068, [email protected]


SPECTROIL 100 SERIES OF ELEMENTAL SPECTROMETERS

Engineered to expedite machine condition monitoring and quality control evaluations, Spec-tro Scientific expands the SpectrOil 100 Series elemental spectrometers. They provide quick, laboratory-precise measurement of elemental concentrations in a variety of fluid types. The ease of operation makes them ideal for use in laboratories, on-site inspection and maintenance environments, where rapid test results create value. The SpectrOil 100 Series eliminates the delay and expense of off-site laboratory analyses and minimal training is needed to operate the system. The analysis process involves no sample preparation or use of solvents or gases, reducing cost per sample, and the spectrometers’ 30-second analysis time provides immediate, simultaneous multi-element results. The spectrometers consist of two basic models: the SpectrOil 110, which provides a basic engine wear package, and the SpectrOil 120, which includes standard and extended range packages with the following options: wear metals, coolants, fuels and custom application packages. SpectrOil 100 Series spectrometers detect and quantify the presence of elements that indicate machine wear or fluid contamination, while also monitoring depletion of additives that protect critical assets, according to ASTM D6595 (oil).

Spectro ScientificChelmsford, Mass.(978) 486-0123www.spectrosci.com

USA +1 281 587 0900 | +1 800 275 8580CANADA +1 613 966 8881

ARGENTINA +54 9221 511 9100/9003

Performance Chemical Additives

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Global approvals/EHSA issues.

(1.) Awareness about the additives. (2.) Concern that the additives in oil may negatively affect refrigerants. (3.) Time and resources for testing. (4.) The need and efforts to convince a customer about the benefits of the new additive.

Availability.

Environmental approvals.

Compatibility with the rest of the formula.

Reliability of supply.

REACH and other worldwide registration compliance.

Compatibility and performance.

Contamination.

Approval from equipment OEM.

Getting them incorporated into our system—it takes a lot of time, effort and red tape.

Lack of adequate support data such as performance comparison with other additives, base oil qualification and compatibility data when two formulations are topped up into each other.

Health and safety. Collecting good, reliable field data on new products.

SOUNDING BOARD

Other than cost, what are the biggest obstacles to using new additives in finished lubricant formulations?

According to TLT readers, there are quite a few, with global compliance, compatibility, OEM requirements and supply dependability topping the list. Several respondents said cost regula-tory issues were causing them to purchase packages rather than devel-oping their own from individual com-ponents. For other readers the issues are more subtle. “Finding something new, novel and better than what we already have is an issue,” said one, “the majority of ‘innovative products’ that come through our door are rehashed 30-plus-year-old technolo-gies.” When asked to name which additive technologies must develop the most to meet the demands of future lubrication challenges, the top-cited products were antiwear and EP, friction modifiers and antioxi-dants and corrosion inhibitors.


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Demonstration of no harm.

Ego—product was not invented here.

Changing spec sheets, SDS sheets, computer blending formulas, QC procedures, etc.

Customer approvals, legislative approvals and governing body approvals such as API, FM, etc.

Performance.

Able to communicate to the customer so they understand the need for change and the benefits of the change.

Large additive packs.

The fear of change.

Culture change.

Testing new formulations.

OEM requirements, licensing and testing.

Unknown effects on hardware.

Established track record.

Concerns about the unknown—chemistry/interactions/change over time.

Unknown end-product improvement.

Lubricant qualification and additive life. Qualifying lubricants for refrigeration applications takes years. Some refrigeration systems also need to last a decade or more without lubricant changes.

Associated approvals and lack of full data sets behind many of them is a real issue. The second biggest would be regulatory concerns in the form of country regulatory lists.

Modifying MIL standards or accepting any changes in formulation to existing products is a very arduous and slow process.

Sustaining an organized effort through a team effort.

Regulatory restrictions and competition.

In refrigeration and air-conditioning industries, it was new ozone-friendly refrigerants; their development started per Montreal Protocol in 1987.

Group II base oils.

Base oils and green formulations.

OEM trends and emissions.

The need for better environmental performance and the need for energy efficiency.

Environmental issues, new vehicle manufacturing technology.

Developing engine oil specifications and the need to rationalize plant inventory.

Energy losses.

They need to be lower in viscosity for the requisite fuel efficiency needs but robust at the same time to ensure durability.

Use of PAG fluids as lubricants and hydraulic fluids.

Fuel economy, global usability.

Environmental impact on finished product formulation due to use of low SAP formulations, OEM designs and performance levels.

Development of new specs. Use of distributors for additives.

Viscosities, environmental regulations.

GHS! Types of metals being used.

The government requiring better fuel mileage in all classes of vehicles and moving toward “lighter” SAE grades for gasoline and diesel engines.

with the additive choices

lub ant ?

20%

50-69%

How satisfied are you How satisfied are youw th tthe addit e c oicesswith the additive choices with the additive choices

a aila e to y r available today for available today fort hhformulating finished formulating finished

lubricants?lubricants?

90 00% 90-100% 90-100% 20%20%20%

70-89% 70-89% 46%46%

60-79% 60-79% 2 %21%21%

50-69% 50-69% 6%6%

LessLess thanthan 50%50% 3%3%

Other Other 4%4%4%

Based on responses sent to 13,000 TLT readers. Based on responses sent to 13,000 TLT readers.

Over the past decade, what are the two most significant changes that have impacted the way lubricants are formulated?


Fully formulated packages. Product information off the Internet.

Base oil availability and environ-mental regulations.

Performance standards and regula-tory clearances.

Higher temps, loads, other OEM demands, global registration requirements.

Cost and availability.

First for us formulations have gone in the direction of buying packages more than formulating from individual additive components. This is driven by the cost and number of approval programs in the industry today. Second would be the base oil quality change to higher quality base oils.

Lower viscosity lubricants, hybrid electric vehicle lubricants.

Emission controls using better fuel mileage as the catalyst. Micropitting additives in EP gear oils.

GHS and the availability of information on the Internet.

Wider selection of emulsifiers and base fluids.

Synthetics.

Restricted use of proven chemistry.

(1.) Move to lower viscosities to enhance fuel economy. (2.) Increase of OEM specs based on expensive proprietary tests that are not shared with the industry. These stifle innovation because the underlying science requirements cannot be used to form the basis for improved additives design, resulting in empirical approaches that are very inefficient.

Less component knowledge, higher performance base oil pool.

Base oil quality.

Formularies are complex; environmental regulations are more restrictive.

Need for improved efficiency and longer drain intervals from finished oils.

Price.

Equipment-specific lubricants.

Increased performance expectations and regulatory complexity.

Biocide restrictions. Because I can only use the less-effective biocides, I have to engineer products using bio-hard and bio-resistant chemicals, which are all more expensive.

Changes that improved the thermal oxidative properties of lubricants. Improvements in degradation and hydrolysis.

Regulation and availability of green raw materials.

Lack of resources internally. Cus-tomers willing to try new products without field-proven experience.

Environmental impact.

Application demand, equipment design.

Engine efficiency, emissions.

Technical advancements.

Improvements in base stocks and antioxidation additives that allow higher temperature operations.

SCR/DPF usage. Thinner oil films (lower viscosity and higher durability demands).

Efficiency and noise.

Synthetic base oil additivation for special cases (EP, AW, oxidative resistance, etc.).

(1.) People are going for cleaner lubricants. (2.) The environmental norms have become more stringent.

Synthetic formulations and molecu-lar degradation.

Lower viscosity and emission.

Synthetics have increased operating ranges and saved money. More research has been done to the application of lubricants and their impact.

The two most significant changes that have had an impact on formu-lating a new product would be: (1.) everyone being overly sensitive about the NOACK volatility num-bers. It was as if the only way for one major company to beat another’s product was to find anything that was better. Volatility was what they found so it became a big competi-tion. (2.) The TBN numbers for extended change intervals. Too much can actually be too much.

p g lubricant, is it preferred to:

51%

38%

When developing a finished lWhen developing a finished lp gp g lubricant, is it preferred to:lubricant, is it preferred to:

eeUse a fully formulated additive packageUse a fully formulated additive package 51%51%

S fr i idual pon sStart from individual componentsStart from individual components 38%38%38%

Top treat an existing additive packageTop treat an existing additive package 11%11%11%

Based on responses sent to 13,000 TLT readers. Based on responses sent to 13,000 TLT readers.

SOUNDING BOARD

72 Some scientists suggest that asteroids could have brought the necessary chemicals to start life on Earth.

Editor’s Note: Sounding Board is based on an email survey of 13,000 TLT readers. Views expressed are those of the respondents and do not reflect the opinions of the Society of Tribologists and Lubrication Engineers. STLE does not vouch for the technical accuracy of opinions expressed in Sounding Board, nor does inclusion of a comment represent an endorsement of the technology by STLE.

HVI base stocks and lower grades for engine oils.

(1.) Difficulty in defining desirable behavior. (2.) Lower viscosity engine oil development and use.

Chemistry development and major demand from customers for the extension of useful life of the equipment.

Group III base oils and GTL base oil availability.

As an additive supplier to the MWFs industry, I think the availability of fewer registered biocides has had a significant impact on raw material selection.

Demulsability packages, antioxidants.

Base oil availability and chemical regulations by region. ©

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29%

24%

Detergents and dispersants

What additive group must improve the most to meetWhat additive group must improve the most to meettthe demands of future lubrication challenges?the demands of future lubrication challenges?

Antiwear and EPAntiwear and EP 35%35%35%

Friction modifiersFriction modifiersFriction modifiers 29%29%

Antioxidants and corrosion inhibitorsAntioxidants and corrosion inhibitors 24%24%

Detergents and ispers tsDetergents and dispersantsDetergents and dispersants 2%2%

Based on responses sent to 13,000 TLT readers. Based on responses sent to 13,000 TLT readers.p ,p ,


SOUNDING BOARD

Looking for theIdeal Candidate?

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The demand for antioxidants in the automotive industry is increasing each year as more stringent fuel efficiency and emissions standards drive the industry toward downsized turbo-charged engines. Because of the higher operating temperatures and accelerated oxidation in engine oil, antioxidants are needed more than ever.

At Chemtura, we’re committed to providing a continuous supply of antioxidants to our customers by increasing capacity for Naugalube® alkylated diphenylamine (ADPA) liquid antioxidants at three of our sites worldwide. And that’s just the beginning of how we’ll help you navigate this trend.

Chemtura Petroleum AdditivesPhone: +1.973.887.7410 ext. 1104Email: [email protected]/petaddsad

WE’RE NAVIGATING THE TRENDSSO YOU DON’T HAVE TO.

TLT ADVERTISERS INDEXSEPTEMBER 2016 • VOL. 72, NO. 9

80% of TLT readers:• Authorize purchases• Evaluate products• Recommend vendors.

For information on how to customize a multimedia marketing program that fits your budget, contact:

National Sales ManagerTracy Nicholas VanEe(630) [email protected]

POWER BUYERS Company Page

Acme-Hardesty Co. 79

Additives International 24

Afton Chemical Corp. IFC

BASF 41

Cannon Instrument Co. 33

Chemtura 75

Chevron Oronite Co., LLC 25

Daubert Chemical 44

Dover Chemical Corp. 39

Ergon, Inc. 57

Evonik Oil Additives 9

ExxonMobil Basestocks 3

F&L Asia Ltd. 85

Hangzhou Sungate 67

Huntsman Petrochemical Corp. 5

Ingevity 65

INOLEX, Inc. 74

J.A.M. Distributing Co. 19

King Industries, Inc. 7

Monson—An Azelis Americas Company 61

Münzing 31

Pelichem Associates 81

Petro-Lubricant Testing Laboratories 63

Pilot Chemical OBC

Polnox Corp. 18

Shanghai Starry Chemical Co. 73

Soltex, Inc. 69

STLE 2017 Call for Papers 77

STLE 2016 Tribology Frontiers Conference 35

The Dow Chemical Co. 51

The Elco Corp. 59

UL Information & Insights IBC

United Color Manufacturing 53

Vanderbilt Chemicals, LLC 15


72nd STLE Annual Meeting & ExhibitionMay 21-25, 2017Hyatt Regency AtlantaAtlanta, Georgia (USA)

STLE’s Annual Meeting & Exhibition is the industry’s most respected venue for technical information, professional development and international networking opportunities. Each year STLE’s conference showcases some 500 technical presentations, application-based case studies, best practice reports and discussion panels on technical or market trends.

Education courses support professional development and prepare qualified individuals for STLE’s three certification programs: Certified Lubrication Specialist™, Oil Monitoring Analyst™ (I&II) and Certified Metalworking Fluids Specialist™. Our annual trade show and popular Commercial Marketing Forum spotlight the latest products and services of interest to lubrication professionals. STLE’s conference is a truly international event, with some 1,600 professionals from around the world attending.

2017 presentations are being sought in the following areas:

• Biotribology• Condition Monitoring• Engine & Drive Train• Environmentally Friendly Fluids• Fluid Film Bearings• Gears• Grease• Lubrication Fundamentals• Materials Tribology (includes

Ceramics and Composites)• Metalworking Fluids

• Nanotribology• Nonferrous Metals• Power Generation• Rolling Element Bearings• Seals• Surface Engineering• Synthetic and Hydraulic Lubricants• Tribotesting• Wear• Wind Turbine Tribology

Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068, [email protected], www.stle.org.

CALL FOR PRESENTATIONS

Abstract SubmissionIf you are interested in presenting at STLE’s 2017 Annual Meeting & Exhibition, submit a 100-150-word abstract at www.stle.org. Abstracts are due Oct. 1, 2016. Notification of acceptance will be sent in December 2016. While you do not need to prepare a full manuscript to be included on the meeting technical program, you are invited and encouraged to submit a manuscript for review and possible publication in STLE’s peer-reviewed journal, Tribology Transactions.

For more information, please contact: Merle Hedland • [email protected] • 630-428-2133 Follow us on #STLE2017

RESEARCH METHODOLOGY IN CHEMICAL SCIENCES: EXPERIMENTAL AND THEORETICAL APPROACH

Editors: Tanmoy Chakraborty and Lalita Ledwani

Publisher: CRC Press

Research Methodology in Chemical Sciences provides an eclectic survey of contemporary problems in experimental, theoretical and ap-plied chemistry. This book covers recent trends in research with the different domain of the chemical sciences. The chapters, written by knowledgeable researchers, provide differ-ent insights to the modern-day research in the domain of spectroscopy, plasma modification and theoretical and computational analysis of chemical problems. It covers descriptions of experimental techniques, discussions on theo-retical modeling and much more. Available at www.crcpress.com. List Price: $179.95 (USD).

STATISTICAL TESTING STRATEGIES IN THE HEALTH SCIENCES

Authors: Albert Vexler, Alan D. Hutson and Xiwei Chen

Publisher: CRC Press

Statistical Testing Strategies in the Health Sci-ences provides a compendium of statistical ap-proaches for decision making, ranging from graphical methods and classical procedures through computationally intensive bootstrap strategies to advanced empirical likelihood techniques. It bridges the gap between theo-retical statistical methods and practical proce-dures applied to the planning and analysis of health-related experiments. The book is orga-nized primarily based on the type of questions to be answered by inference procedures or ac-cording to the general type of mathematical derivation. It establishes the theoretical framework for each method with a substantial amount of chap-ter notes included for additional reference. It then focuses on the practical application for each concept, providing real-world examples that can be easily implemented using corresponding statistical software code in R and SAS. The book also explains the basic elements and methods for construct-ing correct and powerful statistical decision-making processes to be adapt-ed for complex statistical applications.

With techniques spanning robust statistical methods to more compu-tationally intensive approaches, this book shows how to apply correct and efficient testing mechanisms to various problems encountered in medical and epidemiological studies, including clinical trials. Available at www.crcpress.com. List Price: $119.95 (USD).

RESOURCES

TECHNICAL BOOKSSTLE LOCAL SECTION MEETING CALENDAR

Events listed here are local section programs. For further details and a full listing of other upcoming section events in your area, visit www.stle.org. Meeting announcements can be sent to TLT Magazine, Attn: Rachel Fowler, [email protected].

SEPTEMBER 2016

STLE Northern California Section: Topic and Speaker TBD, Sept. 28. Time and location TBD. Contact: [email protected].

STLE CERTIFICATION EXAMS

STLE is offering numerous certifica-tion exams in September. Here is the information on each exam:

• Sept. 15 from 9 a.m.-noon at ALS Tribology, 935 Sunshine Rd., Kan-sas City, Kans.

• Sept. 16 from 9 a.m.-noon at Wear-Check Canada Inc., 1175 Appleby Line, Building C8, Burlington, On-tario, Canada.

• Sept. 23 from 8:30 a.m.-11:30 a.m. at Homewood Suites by Hilton Houston-Kingwood Parc-Airport Area, 23320 US-59, Kingwood, Texas.

For the online registration form, go to www.stle.org; click on the pro-fessional development tab at the top. Then go to certification, then registra-tion. Online registration closes two weeks prior to the exam date. Onsite registration may be available on a first come, first serve basis. For more infor-mation and for other methods of reg-istering, you may contact STLE head-quarters by emailing [email protected] or call (847) 825-5536.

THE NORTH AMERICAN INDUSTRIAL LUBRICANTS CONGRESS

ICIS and ELGI announce that the in-augural North American Industrial Lubri-

78 Asteroids are similar to comets but do not have a visible coma. They also are known as planetoids or minor planets.

cants Congress will be taking place in Chicago, Sept. 13-14, 2016. Covering both technical and commercial topics, the event will tackle some of the big-gest challenges impacting the demand, formulation and performance of the in-dustrial lubricants sector today.

New topics for 2016 include:

• Base stock market drivers

• Defining the characteristics of the additives marketplace

• Managing regulatory complexities

• Evaluating the use of biocides and chlorine in metalworking fluids

• Performance optimization through innovative formulation

• Challenges for water-based and high-temperature operations.

For more information and to regis-ter, visit www.elgi.org/joomla152/index.php?option=com_content&view=article&id=179&Itemid=143.

PAPERS INVITED FOR ASTM SYMPOSIUM ON TRIBOMETRY AND TRIBOCHEMISTRY

Papers are now able to be submitted for the ASTM Symposium on the Tribom-etry and Tribochemistry. The event is June 28-29, 2017, at the Sheraton Bos-ton Hotel in Boston.

The symposium is sponsored by ASTM Committee D02 on Petroleum Products, Liquid Fuels, and Lubri-cants. Papers are invited on a variety of topics, including but not limited to:

• Tribometry for tribochemistry

• Surface chemistry and mechanisms in tribological systems

• Use and interpretation of surface chemistry analysis

• Analysis of friction and its signal at the molecular level

• Analysis of tribochemical processes during industrial equipment use

• Friction-induced tribochemical pro-

cess in metallic and non-metallic systems

• Friction-induced phase transfor-mations and their role in wear

• Wear-resistant material develop-ment and testing

• Friction and wear-process modeling.

Interested authors must submit a 250-300 word preliminary abstract online no later than Jan. 7, 2017. Visit www.astm.org/D02CFP for abstract sub-mittal, additional paper topics and any further information.

Additional technical information is available from the guest editor STLE-member Dr. Mathias Woydt, BAM Federal Institute for Materials Research and Testing, Div. Tribol-ogy and Wear Protection, Germany, [email protected], and STLE Life Member Dr. George E. Totten, FASM Department of Mechanical and Ma-terials Engineering, Portland, [email protected].


WE’RE ADDING

TO OUR MIX

It’s only Bio.Logical. to contact us: (800) 223-7054 • acme-hardesty.com

What do Acme-Hardesty and Italy-based Temix Oleo SRL have in common? It started with a shared passion for environmental responsibility – and led to us distributing the company’s specialty esters and oleochemicals for the first time in the United States.

This partnership allows us to offer sustainably sourced products – and even tailor-made options – to the lubricant and personal care markets under the Temest and Acitem brands. The agreement not only expands options for our customers, but it also further supports the sustainable production and sourcing of high-quality products around the world.

DR. PETER BLAU HAS DONE IT AGAIN WITH ANOTHER IMPORTANT BOOK for those of us who work in the broad world of tri-bology, lubrication engineering and lu-brication maintenance. His new book, Tribosystem Analysis: A Practical Ap-proach to the Diagnosis of Wear Prob-lems, is a short methodical description of the process for properly diagnosing wear problems, just as the title implies. It is appropriate for literally everyone in our field from senior undergradu-ates, graduate students, researchers and practitioners from the lubricant producers through to end-users re-sponsible for plant operations. With this well-written book Peter takes the sometimes seemly, hopelessly complex world of wear and sorts it into a very logical pattern that can—at least con-ceptually—be readily understood by almost anyone.

There is a huge gap between the re-searchers/academicians working on the nanoscale and engineers working in the real world, just as there is a prob-lem bridging the nano/macro scale gap. Nano-scale testing and modeling has not been translated effectively to the macro scale. Tribologists tend to study simple systems such as a single additive in a solvent, but the actual systems are much more complex—such as engine oils with 15-20 components—which can all interact chemically and physi-cally and change over time and under a wide range of operating conditions. For researchers to bridge this gap, they need to understand the macro world well enough to add context and texture to their nano-scale research. This book will help.

For Peter’s target audience, those of us who work in the day-to-day prac-tical world, this book provides direct guidance in how to logically get the needed answers to the day’s vexing problem. This is a rather short book, under 200 pages, which makes it espe-cially useful as a practical reference as it is easy to find needed information. It also is well indexed.

The book begins with a short chapter titled What is a Tribosystem, which serves to get the reader thinking about and using common language to describe our me-chanical world, our tribosystem. The second chapter, How Wear Problems Reveal Themselves, begins with a de-scription of both direct and indirect indications of wear and a compilation of wear-detection methods from the simple visual to more sophisticated analytical tools. This leads to identify-ing the dominant types of wear acting on the specific system.

The next chapter provides a hier-archical system of wear categories de-scribing the different kinds of surface damage and wear. It also provides a common language for identifying or characterizing these different wear modes. This is, as you might guess, the longest chapter in the book but an important one. The tools for imaging and characterizing worn surfaces are covered in the following chapter, again from simple visual techniques to the more sophisticated.

Dr. Blau then pulls together the in-formation gained through identifica-

tion and characterization of observed wear patterns covered in all the previ-ous chapters by introducing a tribosys-tem analysis (TSA) form, which is akin to root cause analysis by systematically defining the characteristics of specific wear and friction problems in a sys-tem, which, in turn, can facilitate their diagnosis and suggest potential solu-tions. As you might expect, the final chapter deals with the steps needed in wear problem solving. Beginning with a long list of options for addressing wear problems—starting with doing nothing—the author leads us to think

about the specific purpose for which we might prescribe a given tribotest and the kind of information we might expect to get as it would pertain to a specific problem. This helps to eliminate the all-too-nat-ural human tendency to run every test you can and hope something good comes from

it. Combining the information from the TSA—which reveals what we know as well as what we don’t know about our specific wear problem with what we know or can learn from various lu-bricant tests, materials tests and non-tribology tests—we can begin to see which of our laboratory tests begin to reveal information consistent with our real-world problem. From this now-relevant information, we can begin to formulate solutions to our problem. Finally, Peter finishes with a couple of case histories to show how the process might work in a specific example.

This book belongs on your book-shelf and in STLE’s still-developing Body of Knowledge, which lists key references, education courses, Webi-nars, etc.

Give it some consideration if you are at all concerned about friction and wear.

BOOK REVIEW

Dr. Robert M. Gresham / Contributing Editor

Bob Gresham is STLE’s director

of professional development.

You can reach him at

[email protected].

Peter J. BlauPublished by CRC Press, May 2016, 192 pagesList Price: $129.95 (USD)

Tribosystem Analysis: A Practical Approach to the Diagnosis of Wear Problems

80 Asteroids vary greatly in size; some feature diameters as small as 10 m (33 feet) while others stretch out over hundreds of kilometers.

LUBRICANT INDUSTRY CAREER OPPORTUNITIES

Pelichem has 39 years of recruitment experience, and is dedicated to serving clients globally in lubricant and additive industries. The U.S. economy continues its steady growth while averaging 230,000 private sector job gains monthly in 2015 and 172,000 private sector job gains monthly for the first six months of 2016. Listed below are some current career opportunities with client companies.

*DIRECTOR RESEARCH & DEVELOPMENT*(Mid-Atlantic Region)

Large international additive supplier is searching for a proven technical leader with strong business acumen, strategic thinking skills, and international project management experience to direct a team of managers and professionals in development of new products and capabilities to meet needs of customers and OEM's. Will lead efforts to define and implement R&D strategy for the lubricant and fuel additives business. Will work closely with global business managers and regional marketing managers to define a strategic technology plan that supports and achieves business goals.

*SPECIALTY PRODUCTS SALES ENGINEER* (Midwest Region)

Global distributor of fuels, lubricants, and base oils with a solid industry reputation for over 75 years needs a sales professional to manage a large region from the Midwest down to Atlanta. This home-based position will cover IL/IN/MI/OH/ WI/MN/MO/TN/KY/GA. Will be responsible for business development and profitability growth by utilizing a consultative approach to selling high-performance synthetic base stocks to lubricant blenders and compounders. Successful track record is required in sales of base oils, lubricants, additives, or related specialty chemicals.

*MARKET MANAGER - WIRE-DRAWING* (Location Flexible)

International supplier of specialty metalworking lubricants is searching for a marketing professional to support a staff of 10 sales engineers for its ferrous wire-drawing product line. Will analyze sales data, develop sales strategies, make product recommendations, and conduct training for sales reps, distributors, and end users.

*REGIONAL SALES MANAGER* (MO/KS/TN/OK Region)

International manufacturer needs a proven sales leader to manage 2-3 territory representatives in sales of lubricants for specialty metalworking and maintenance applications. Will analyze regional sales data, track activity toward sales goals, develop strategies to increase sales, and develop / manage customer database.

*FIELD REPRESENTATIVE / TERRITORYMANAGER* (Canada)

Small agricultural / industrial lubricants division of a global energy company is looking to hire a relationship builder with account management experience to manage a vast dealer network throughout Canada. Will be responsible for OEM lubricant training for service technicians, parts managers, and sales personnel. French language skills are preferred. This company is the sole OEM approved lubricant supplier for first fill and service fill for heavy equipment with a long-established worldwide customer. This is not a sales role.

*SENIOR GREASE CHEMIST* (Midwest Region)

Mid-sized private label grease manufacturer that has quadrupled in size over the past 10 years needs a grease chemist to lead development and commercialization of new technology, products and processes. Will develop the formulary, manufacturing instructions, and quality control specifications, as well as make product recommendations and troubleshoot product applications. This company offers a line of calcium sulfonate grease precursors as well as finished greases.

*TERRITORY SALES & ACCOUNT MANAGERS* (Midwest & Southeast Regions)

Many high priority opportunities exist for sales professionals to sell products such as cutting / grinding fluids, metal forming lubricants, wire-drawing compounds, rust preventives, hydraulic fluids, gear oils, metal cleaners, metal pre-paint treatments, and paint spray booth chemicals. Please call or send resume at your earliest convenience if you are considering a new position. Your response will be handled promptly and with the utmost confidentiality. Ken Pelczarski Pelichem Associates 928 Warren Avenue Downers Grove, IL 60515 630-960-1940 (office) 630-207-5676 (cell) 630-960-1942 (fax) [email protected] www.pelichemsearch.com

CAREER COACH

Ken Pelczarski

HOW DO YOU DECIDE WHETHER OR NOT TO ACCEPT A JOB OFFER for an outstanding opportunity when you are happy with your current em-ployer? What about when you are unemployed, under-employed or unhappy with your employer? Should you accept a job offer that is not ideal but is better than your current job? What about a job offer that puts you back to work, but you wonder if better job offers will come along?

Being presented a job offer places you at a pivotal point in your career. Your decision can have profound ramifications. If a new op-portunity is carefully evaluated and determined to be a good step for your career, it can put you on the right path for advancement. On the other hand, you may be eager to find a new position, accept a job offer without careful evaluation and find yourself wishing you had stayed in your previous job situation. Although decisions on job of-fers can be difficult, asking the following 13 questions will increase your chances of following the best career path.

Review these 13 questions

when deciding on a job

proposal.


© Can Stock Photo Inc. / AndreyPopov

Should you

accept that job offer?

1 What is the level of responsibility and challenge? How does the lev-el of responsibility compare with

your current job? If one of your main goals is to take on more responsibility, determine if you will have more au-thority, independence, new challenges and higher level projects in the new job. If you are unemployed, do not au-tomatically lower your sights. You still want to be sure (1.) you are utilizing your skill set, (2.) you are holding sig-nificant responsibility, (3.) the position will benefit your career and (4.) you foresee a good chance of staying with the company for at least a few years.

2 Will you experience personal and professional growth? Does the new employer offer better

prospects for growth than your current employer as it relates to your career goals? It would be great if the plan is to groom you for a promotion in the first one to two years. This is not usually the case, however, and you will need to play the percentages for future growth based on several factors. Closely evaluate (1.) internal promotion policy, (2.) where individuals have moved from this type of role, (3.) feasibility of the growth path the employer is describing and (4.) how fast the company is growing—as it grows, you likely will grow. Regarding personal growth, does the employer en-courage and support new learning, in-cluding participation in STLE education programs and activities?

3 Will you have a high level of daily job satisfaction? This can be difficult to predict, but there

are questions to ask and observations to make that will help determine your probable level of satisfaction. When you interviewed, did you observe high morale, teamwork, open communica-tions, friendly and positive interactions and an environment conducive to your work style that would result in maxi-mum productivity? Does this position have the purpose and meaning you are searching for at this point in your ca-reer? Speak to as many employees as possible, including non-management,

both during the interview process and through your own connections to de-termine what a typical day is like. Ulti-mately ask yourself if this is the kind of position for which you would truly enjoy getting up in the morning.

4 Is the company competitive in its field and moving in a positive di-rection? How is the company

situated in the marketplace? How is it ranked among competition? Look at the company’s history of growth and profitability over the past 5-10 years. Learn what strengths give the company its competitive edge. What is the busi-ness plan for the next 3-5 years and beyond that will ensure its continued

growth? Work through your connec-tions to gain a consensus of opinion on the employer’s reputation since its im-age in the industry is a big factor in determining stability and growth for the coming years.

5 What is the level of job security with this employer? No position is 100% secure, although you

will certainly want to evaluate the level of employee turnover to help deter-mine relative security. If turnover rate is greater than industry average, try to uncover the reasons. The position may be with (1.) a new venture, (2.) a start-up, (3.) a turnaround situation or (4.) another scenario of elevated risk. You may still want to consider this oppor-tunity if there are potentially high re-wards to go along with greater risk, especially if you have not made many job changes in recent years, and you

can afford to have a short-term job on your resume. If the company has a low turnover rate and is known to treat em-ployees well, your job security will lie mainly in your ability to perform your duties successfully.

6 What is the corporate culture? This point should not be over-looked even if your skill set is

an excellent fit for the job. Many tal-ented individuals have parted ways with employers during the first year of em-ployment strictly because of lack of cul-tural fit. Increasing the odds of long-term employment begins with an honest exchange in the interview process re-garding (1.) your management style, (2.) the kind of work environment in which you thrive, (3.) the company’s top management style, (4.) your potential superior’s management style and (5.) the employer’s work environment. Will managers be encouraging and nurturing or will they be pressuring and intimidat-ing? Look closely at the company’s level of integrity, micromanagement, bottom-line emphasis, customer focus and transparency/open communications.

7 Is there a good chance you will stay with this employer for at least 3-5 years? It is an obvious

goal to not have too many jobs of 1-2 years duration on your resume. Picture yourself in the new job a couple of years from now and evaluate if you would still be challenged and satisfied if you remain in the same role as when you joined the company. If you tell yourself you would be anxious to leave the company under these circumstances, it may be better to reject this job offer.

8 If you leave this employer within a few years, will this position have benefited your overall ca-

reer? When accepting a new position, your main goal is usually to have a long-term future with that employer. However, it is a good idea to have a fall-back plan. Evaluate how this job will benefit your career in case you leave this employer in the short term after not accomplishing your goals or mov-

Does the new employer offer better prospects for growth than your current employer as it relates to

your career goals?

It is believed by many scientists and researchers that an asteroid impact caused the extinction of the dinosaurs around 65 million years ago. 8 3

ing up as expected. Perhaps this job will provide you with leadership expe-rience, round out your background with new products or markets or give you the chance to succeed in a difficult situation. Anyway, the question to ask is if you have put yourself in a better position to achieve your primary career goals if you accept this job offer and then decide to leave this employer 2-3 years from now.

9 Is the new position as good an opportunity as you would expect to find? Whether or not to ac-

cept a job offer is often a difficult deci-sion because the opportunity may only be marginally better than your current situation. If you are happily employed, you can afford to wait for something more attractive. However, it may be a tough decision if you are unemployed, dissatisfied with your current employer or if you are offered the first position for which you interview while wonder-ing if this is the best opportunity you will find. The question to ask yourself is if you are likely to find a significant-ly better opportunity in the short term. The key to answering this question is to examine the job market closely through social media, job boards and trusted colleagues to determine the types of opportunities typically avail-able for your background.

10 Is the employer offering a fair and competitive salary? Most professionals focus

on working for a company that will treat them fairly on compensation from the job offer stage through years of em-ployment. The concept of fairness is often as important as the exact salary figure being offered. You will need to determine if you are being offered com-petitive market value for the position and for your skills. If you are currently earning in the 90th percentile among peers, you may want to consider a job offer in the range of what you are cur-rently earning as long as you believe the company is attempting to be fair and the opportunity is exactly what you are looking for. Alternatively, you

may want to turn down a job offer of a 10% salary increase if you are currently underpaid in the 10th percentile among peers, and the offer will not bring you near the 50th percentile. Realistic bo-nus potential also should be figured into the equation.

11 What are the company benefits and perks? Although some benefits can be negotiated,

critical items such as health insurance and 401K plans are typically written in stone. Conduct a straightforward eval-uation to determine if you are losing anything significant in benefits or pay-ing out more for these benefits when compared to your current job. If ben-efits are comparable, they are not a big

factor in the decision to accept a job offer. If benefits fall short, be specific with the employer about your evalua-tion and they will often attempt to compensate for the difference in some form. Perks frequently are little extras that are not a big factor, although a car or stock options are valued perks that can make a difference in your view of a job offer. A car can easily provide value of $10,000 a year or more.

12 What is the position location? Unfortunately many great opportunities require a

long commute or involve relocation, including to undesirable or high cost-of-living areas. You and your family need to decide how attractive an op-portunity has to be in order to consider relocation. Evaluate how the employer will be supporting your relocation fi-nancially as well with contacts and ser-vices necessary for a smooth transition.

In order to accept a job offer requiring relocation, the opportunity usually needs to be one of the very best you can find in the industry, especially if you are selling a home and moving a family.

13 What is your gut feeling? Af-ter acquiring extensive in-formation and completing

due diligence on the job offer, it still might not be a clear-cut decision. There is nothing wrong with relying on a gut feeling since your feelings are based on a lot of information. You may want to play it safe, turn down the job offer, stay with your current job and wait for some-thing better to come along. On the oth-er hand, you may want to accept the job offer and look at the position as a fresh new challenge and opportunity, espe-cially if you have been job searching for a while and if the opportunity satisfies one or more of your primary goals.

There is no scientific formula for evaluating a job offer. Although seem-ingly small details need to be covered in the decision-making process, keep your focus on the big picture and look at what is most important to you for your future career path and goals for advancement.

The previous list of questions should provide you with a handy refer-ence guide to use when reviewing a job offer. If you are currently employed, these questions will help you deter-mine if there is a significant reason to make a job change and if you would be accomplishing your main goals by ac-cepting the job offer. If you are unem-ployed or underemployed, this guide will help you determine if the opportu-nity is about as good as you will be able to find in the marketplace.

Ken Pelczarski is owner and

founder of Pelichem Associates,

a Chicago-based search firm

established in 1985 and

specializing in the lubricants

industry. You can reach Ken at

(630) 960-1940 or at

[email protected].


Keep your focus on the big picture and

look at what is most important to you.

51Fuels & Lubes International Quarter Three 2016

7-10 MARCH 2017 | FOUR SEASONS HOTEL, SINGAPORE

CALL FOR PAPERS IS NOW OPEN

NOW ACCEPTING NOMINATIONS FOR “PRODUCT DEVELOPMENT OF THE YEAR” AND “ASIA-PACIFIC F&L PERSON OF THE YEAR.”

EMAIL US AT [email protected].

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CONFERENCE THEME: CHARTING THE COURSE

DEADLINE FOR ABSTRACT SUBMISSION: 9 SEPTEMBER 2016

F U E L S A N D L U B E S . C O M / F L W E E K

ON CONDITION MONITORING

Jack Poley

IF YOU’VE BEEN FOLLOWING THE THREE PREVIOUS COLUMNS, here are some takeaways:

Swallow the database pill.

• If you are beginning an ISFA program for the first time (at your current company), this is your first and best chance to get the database properly sanitized and prepped to make your program the best it can be. If you’re going to use an intelligent agent (IA) in the process, it’s essential.

• Corollary: If you’ve been into your program for a number of months or years, you can still improve things going forward.

Be a part of the solution—participate in all respects.

• As I’ve admonished before, ISFA programs do not run themselves. Neither is it your “tester’s responsibility” to make it run for you. The tester (lab) is responsible for fur-nishing accurate data and, if also supplying commentary, a highly competent, appropriate advisory. Nevertheless the

tester is leading you to the water. You have to decide to drink it.

• You are likely—despite good intentions—not supplying useful, accurate feedback to the evaluator, so that he or she can reinforce what’s right and fix what’s wrong with the commentary supplied in specific instances. This is gold, otherwise known as money on the table. Pick it up. Com-municate with the evaluator. Again, if an IA is in use, this is where the added benefits begin.

• Read the previous two bullets regularly. Apply them for best results.

Let’s say you have good intentions and understand the necessity of cleaning up your database to set the table for maximum uptime (ROI). Then let’s discuss the solution aspect more thoroughly. It really is the last rivet in maximizing ROI from your program.

I’ve been at oil analysis for more than 50 years. Everyone seems to know what oil analysis is all about, once mentioned, but I wonder if it’s really understood, in terms of priorities.

Mining for dollars Part IV—making it easier on the intelligent agent. © Can Stock Photo Inc. / Wingedbull

86 There have been many ideas suggested as ways to avoid the unlikely but potentially devastating impact of an asteroid collision with

Many first-time ISFA users are attracted to the notion of safely extended lube and filter changes. Good idea, but that would be reason No. 2 to investigate the lube. In recent times, more ISFA users have come to understand that it is the ma-chine, not the lube, which needs to be protected. Accordingly the major metals—Fe, Al, Cu, Pb + Si (dirt indicator)—are the most important indicators of wear and frequent cause (e.g., dirt). When liquid-cooled reciprocating engines, some recip-rocating compressors and automatic transmissions are being monitored, coolant becomes another factor that frequently causes major wear problems, and there are telltale metals, particularly potassium (K)* from many coolant additive pack-ages, that indicate coolant seepage at sensitive levels well in time to avert a catastrophe. Further with diesels, fuel dilution is yet another contaminant, indicative of pump, fuel line or injector issues. All these types of problems leave clues in the lube that are much more important as signals (root cause) for machinery maintenance, as opposed to simply triggering changing the lube to remove the contaminants. They’ll con-tinue to return until the root cause is removed. If the cycle is not broken, short-term failure is a likely result.

Revisiting an earlier anecdote, I was interviewed and mis-quoted in Popular Science magazine in the 1960s as indicating that oil analysis was like blood testing, when in fact it was the interviewer’s own analogy gleaned from our conversation. My contribution, not printed, was to state that, on the surface, medicinal blood analysis represented a parallel but also that the state of oil analysis wasn’t nearly sophisticated enough to warrant direct comparison. It still isn’t, but it can exist in the same conversation these days, perhaps.

The only reason I want to include oil analysis in the same conversation as a medical blood test is to point out the major difference between the two sciences. In the medical setting, the doctor is the focal point of the diagnosis. His opinion is essential. In the oil analysis setting the report is the focal point and the commentary (diagnosis) is thrown in, inclusive with the test. To my knowledge, an ISFA laboratory—supplying a comment inclusive with test data—has never charged a fee for that opinion. While the fee is built-in, the tests determine the service price. Often report recipients have no idea who evaluated the test data and provided an opinion. When one thinks about it, that’s rather amazing, because the evaluation is the ultimate deliverable of ISFA, isn’t it? The test data and any available information about the machine’s operating con-ditions are stepping stones to reaching a conclusion.

Secondly, irrespective of the quality or accuracy of main-tenance advisories, it is often the case that no feedback is offered from the maintenance team as to the efficacy of the advisories rendered. This is partly due to inherent devalua-tion of the commentary, based on the culture in which ISFA has been steeped, in that most evaluation is not paid activity from the user’s viewpoint. As a result, valuable information never makes it to the computerized maintenance management system so that it can be used to vet both the comment and the maintenance effort. As such, the ISFA program’s value is

never called into question because it’s never been questioned.Prior to computerization of the ISFA process—sample

log-in, testing, evaluation and reporting—there was no easy means to track feedback. Now there’s no excuse not to, yet feedback remains an elusive piece of vital information. Actually, it’s neglected. Companies willing to track this information have significantly larger savings and uptime. They’ll know where soft spots (opportunity fixes) reside in their operations.

In 1981 I used a simple spreadsheet technique to establish and verify that a large trucking company had high instanc-es of fuel leaks in the case of one diesel engine MFR/model and seemingly excessive coolant leaks with a different MFR/model. I based this strictly on what the test data seemed to indicate—sample by sample, engine model by engine model. My lab had an IA that I had designed, and we were able to sift through and cull out problem types based on the IA’s evalu-ations, as there was no feedback with which to correlate. It was found that about half of the reports with these two types of trauma were acted upon and the correlation was virtu-ally 100%. What is sad is that half of the problems weren’t investigated, and numbers of failures did, in fact, occur upon further investigation, likely from inattention to the indicated problem (fuel or coolant).

In the case of the frequent fuel leaks, the MFR was spurred into some R&D and was able to pinpoint the problem and correct it for that model going forward. Both MFR and the user benefited. Seeing oil analysis exact change in a manu-facturing process is one of the most exciting technical events I’d ever experienced in my career.

The very best improvement an IA can bring to the ISFA party is a vetting process that’s thorough and doesn’t let problem test results get through the cracks. But it still requires that the user (1.) acts on advisories in timely fashion then (2.) reports findings with sufficient accuracy so that the IA can validate and correct itself, with judicious domain expertise in the mix for final vetting. Then the advisory will take its proper place as the deliverable it should always be.

Ultimately, given accurate feedback, IAs will be able to make diagnostic and prognostic statements with a confidence level stated in percentages. When this routinely happens we can talk about blood testing and machinery fluids analysis in the same paragraph.

*K is particularly dependable for detecting coolant leaks at onset because, un-like sodium (Na) and boron (B), e.g., K rarely has an alternate chemistry that might possibly be in play. Na and B are frequently found in various lube additive chemistries. That is, they’re not confined at all to coolants. It’s not always a slam-dunk to bang on these metals in the name of coolant.

Jack Poley is managing partner of Condition Monitoring International (CMI), Miami, consultants in fluid analysis. You can reach him at [email protected]. For more information about CMI, visit www.conditionmonitoringintl.com.

Earth. They include using nuclear explosions to break the asteroid into smaller pieces or other weapons to deflect it off course. 87

BIODEGRADATION IS THE DECOM-POSITION OF MATERIALS BY BIO-LOGICAL SYSTEMS, usually bacteria and fungi. Primary biodegradation is conversion into new products that (usually) do not have the same chem-ical properties as the material. Ulti-mate biodegradation is complete conversion into carbon dioxide, water, inorganic compounds and new bio-mass. Without biodegradation, the world’s landmasses would be covered hundreds of meters deep in dead animals and plants.

Aerobic biodegradation occurs in the presence of oxygen (e.g., the decay of dead trees). Anaerobic biodegrada-tion occurs in the absence of oxygen (e.g., in the sludge at the bottom of a pond).

Readily and inherently biodegradable prod-ucts are classified according to the percentage loss of organic carbon, the amount of carbon dioxide produced and/or the oxygen required to achieve biodegradation. Most materials are inherently biodegradable, in that they will de-cay over some period of time. Dead trees can take years to decay. Readily biodegradable materials will decay quite quickly, over days or weeks. (Some materials are very hard to de-grade and tend to bioaccumulate; this is much worse for the environment.)

The Organization for Economic Coopera-tion and Development (OECD) Guidelines for the Testing of Chemicals list seven different tests for determining the readily biodegrad-ability of chemical compounds:

• OECD 301 A: DOC (Dissolved Organic Carbon) Die-Away (AFNOR Test)

• OECD 301 B: CO2 (Carbon Dioxide) Evolution (Modified Sturm Test)

• OECD 301 C: Modified MITI

• OECD 301 D: Closed Bottle

• OECD 301 E: Modified OECD Screening

• OECD 301 F: Manometric Respirometry

• OECD 310: CO2 in Sealed Vessels (Headspace Test).

Another test, widely used in the oil indus-try is the CEC-L-33-A-93 test, which was origi-nally developed to assess the biodegradabil-ity of two-stroke oils accidentally spilled on lakes but is now used to assess any oils ac-cidentally spilled, whether on water or on soil.

These tests are intended to simulate bio-degradation in a specific environment using indigenous biomass such as soil, sediment, activated sewage sludge or sludge water and a typical temperature that represents the particular environment. A low concentration of test substance is used. Temperatures are usually 20 C (68 F) or 25 C (77 F) and samples are shaken, stirred or air blown for either 14, 21 or 28 days. Measurements are made of ei-ther CO2 produced, O2 consumed or the Total Organic Carbon that remains.

The different tests are used to measure dif-ferent aspects of biodegradability. Some are suitable for water-soluble materials, others for water-insoluble materials and others for vola-tile compounds. The European Chemicals

Agency published guidelines on which tests should be used in spe-cific circumstances and for specific types of substances. (See http://echa.europa.eu/practical-guides.)

Unfortunately all the tests tend to give variable results, depending on the time of the year and the type and condition of the sewage sludge or soil used to inoculate the test sample. This is because the concen-tration and health of the bacteria and fungi in the inoculum varies depending on whether the season is wet or dry, how the sewage treat-ment works is being operated or

where the soil samples were taken from. The inoculum also need to be kept alive using cul-ture media. These have a tendency to favor some species of bacteria and fungi over oth-ers. The variation in results from the same test method done in different laboratories or at different times of the year in the same laboratory can be as much as ±10%.

Laboratories could try to use a standard inoculum, specific to each test method, but this would still need to be cultured even if it was freeze dried. Also many thousands of packets of freeze-dried standard inocula would need to be prepared in a central labora-tory to be shipped to test laboratories around the world. This monumental and expensive task would need to be repeated and recerti-fied every few years, with few obvious bene-fits for the biodegradability tests.

I think we will have to learn to live with the range and variability of biodegradability tests.

David Whitby is chief executive of Pathmaster Marketing Ltd. in Surrey, England. You can contact him at [email protected].

WORLDWIDE

R. David Whitby

Most materials are inherently biodegradable, in that they will decay over some period of time.

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Measurements show different aspects and vary depending on the time of year.

Testing for biodegradability


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