LNG Vol18 Issue9

S E P T EMB E R 2 0 1 2 VO L . 1 8 I S S U E 9

Put H2 lubes intheir place

Mexicos growingmomentum

How do you need it to get there?

Whether its via truck, ship, barge or rail, your options are open.

From our strategically located terminals, Ergon Lubes delivers

product on time and on spec. Keeping you in supply, by any

means necessary.

ergonlubes.com | 601-933-3000 (+1 outside US) ergoneurope.com | + 32 2 351 23 75

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LUBESNGREASESThe Magazine of Industry in MotionLNG Publishing Company, Inc.6105-G Arlington Blvd.Falls Church, VA 22044 USAPhone: (703) 536-0800Fax: (703) 536-0803Website: www.LNGpublishing.comE-mail: [email protected]

Nancy J. DeMarco Publisher Lisa Tocci Managing EditorRichard Beercheck Senior EditorGreg Whitlow Art DirectorSheryl Unangst Circulation ManagerRobert Green Circulation Assistant ManagerLaura Hughes Production Assistant

George Gill, Tom Glenn, Jack Goodhue,Carolyn L. Green, Boris Kamchev, David McFall, Tim Sullivan, Steve Swedberg,John M. Vockley Contributors

Gloria Steinberg BriskinManaging Director/Vice President, AdvertisingPhone: (703) 536-7676

(800) [email protected]

Megan Matchett Account [email protected]

LubesnGreases (ISSN1080-9449), an independenttrade magazine, is published monthly by LNGPublishing Company, Inc., 6105-G Arlington Blvd.,Falls Church, VA 22044 USA. Copyright 2012, LNG Publishing Company, Inc. Printed in USA.

Subscriptions to the print edition are free to qualifiedsubscribers in the United States and Canada who areactive in the lubricants industry as man ufacturers, marketers, volume buyers and users, or as supplierswho maintain close ties to the lubricants industry.Qualification is subject to publishers approval.

Subscriptions to the print edition outside theUnited States and Canada: $108 for 12 issues;$204 for 24 issues.

Subscriptions to the digital edition are free to qualified subscribers worldwide.

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Lubes nGreases is a registered trademark of LNG Publishing Company, Inc.2002 FolioShow Editorial

ExcellenceAwardGold Winner

Group III base stocks saw thebiggest changes in the past year.Global capacity now tops 95,000barrels per day, following thestreaming of Shell-QatarPetroleum and Neste-Bapco inthe Middle East and expansionsby Koreas S-Oil and SK.Our thanks go to Pathmaster

Marketing Ltd. in Woking, U.K.,and many industry sources forproviding the data for this com-pletely updated Guide. Its thethird and final of our three hugelypopular base stock guides. Forinformation about the guides, or to order copies, visitwww.LNGpublishing.com/BaseStockGuide/index.cfm.Warm thanks also go to the Base Stock

Guide advertisers, who make these valu-able industry resources possible.Have you considered advertising in the

LubesnGreases family of publications?Gloria Steinberg Briskin is offering terrificearly-bird discounts on 2013 space, andshe would love to tell you more. [email protected] now to learnmore about reaching your target audiencein the industrys only audited magazines.

Nancy J. [email protected]

PUBLISHERS LETTER

Nonconventional base stocks arecoming from new sources. Theeffects of mergers and acquisitionsand the explosive growth of API Group IIIare highlights of the 2012 NonconventionalBase Stock Guide from LubesnGreases.The 2012 Guide, mailed with this issue

of LubesnGreases to print-edition sub-scribers, lists 180 of the worlds key nonconventional base stock plants, withowners, locations and (where relevant)capacities. The Guide includes silicones,polyisobutene, esters, polyalkylene glycol,phosphate esters, polyalphaolefin andGroup III base stocks.A lot of deals can happen in one year, the

Guide shows. Some quick examples: GEOSpecialty Chemicals bought a formerCognis plant to join the PAG list; Herculesberth in esters now belongs to MonumentChemicals; and Neste sold its spot inPAOs to Chevron Phillips Chemical.

Keeping Up with Syn Stocks

Lisa Tocci, Nancy DeMarco & Gloria Steinberg Briskin

4 SEPTEMBER 2012

TABLE OF CONTENTSF E AT U R E S :

12 Mexico Forges Stronger Supply Chains. The pastdecade saw huge growth in the countrys demand

for advanced lubricants which both local and

international companies are eager to provide.

18 Whos Buying It? You need hard data to claim aplace in the U.S. retail channel. Now that NPD

has relaunched its market-share service, lube

manufacturers can see what theyve been missing.

24 Put H2 Lubes in Their Place. No, theyre not foodgrade lubes, but when it comes to protecting food

and beverage plants, these products still can bring a

lot to the table.

30 The Never Ending Puzzle of Flow. Viscosity is theessential lubricant property, but how exactly do we

control it? For answers, formulators reach for the

additives known as V.I. improvers.

Page 12

Page 18

Page 30

S E P T EMB E R 2 0 1 2 V O L . 1 8 I S S U E 9

D E PA R TM EN T S :

3 Publishers Letter6 Automotive38 Need to Know40 Product News

46 PlacesnFaces55 Advertiser Index56 Base Oil Report58 Your Business

Cover photo: Monty Rakusen; Cultura/Newscom

Whether its developing specialized additive formulations that are designed to help improve engine durability, deposit control, or fuel economy, Oronite delivers high quality products for both passenger car and heavy duty additive needs. We strategically work with Original Equipment Manufacturers around the world to prepare for new hardware requirements and new lubricant specifications ensuring we are well prepared

for the demands of future categories. Our work to develop step-out performance GF-6 and PC-11 products is well underway and we look forward to providing solutions that will help you differentiate your products. Let our many years of supplying additives to the automotive engine oil market benefit you.

Please contact your local Oronite Account Manager or visit www.oronitegoes.com for more information.

2012 Chevron Oronite Company LLC. All rights reserved. The Chevron hallmark, Oronite and Making the things that go, go better are registered trademarks of Chevron Intellectual Property LLC.

> Specification goes to the future.

> Oronite innovation goes to work.

> New technology goes to GF-6 and PC-11.

> Differentiation goes into new products.

> Benefit goes to your customers.

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1970s and remained rela-

tively unchanged until

recently, when much high-

er targets were adopted.

Todays CAFE regulations

also incorporate emissions

limits. Formerly these

were treated separately,

even though control of

emissions impacted (nega-

tively, I might add) on fuel

economy. Thats not to say

that separate regulations

regarding emissions dont

exist anymore. Theyre still

there; its just that a new

layer of rules has been

added to the fuel econo-

my mandates.

For their part, the OEMs

have tackled fuel economy

with great vigor and creativ-

ity. Tell me if you have seen

a light-duty vehicle in the

last 25 to 30 years that is

carbureted? Fuel injection

went from a specialty to

standard in very short order,

and the advent of on-board

computers paved the way

for vehicles to go from spe-

cific power of about 0.5

horsepower per cubic inch

displacement to some-

where in the neighborhood

of 1.5 hp about triple. So

the power of Chevys old

SEPTEMBER 2012

Coming Soon: Not One GF-6, but Two

AUTOMOTIVE

BY STEVE SWEDBERG

6

409 cu.in. (6.7 liter) engine

can now be generated with

only about 140 cubic inch-

es. Amazing.

Of course, the trend to

smaller-displacement

engines has resulted in

greater demands on lubri-

cants. Gone are the days

when an SAE 30 was the

design standard for lubricat-

ing engines. Now OEMs

look to SAE 5W-30 and

even 0W-20 to achieve fuel

economy gains while still

providing wear protection.

All this time, the SAE

J300 Engine Oil Viscosity

Classification task force has

been an integral part of the

process. SAE J300 defines

the limits for engine oil vis-

cosity at low and high tem-

peratures as well as low-

and high-shear conditions.

The standard includes low-

temperature viscosity tests

that measure the oils suit-

ability for cold-weather

starts and pumping, plus

tests for kinematic viscosity

and high-temperature/high-

shear viscosity, which eval-

uate its ability to withstand

conditions of shear and

heat.

As many of you

know, a new pas-

senger car engine

oil category is under devel-

opment, with the rather dull

moniker of ILSAC GF-6. (We

oil guys are not the best at

giving catchy names to

new and improved prod-

ucts.) Some of you are say-

ing, Didnt we just get GF-5

approved? Well, yes, and

that points to the ongoing

quest to improve fuel econ-

omy, reduce emissions and

add robustness to new

engines.

The development of a

new engine oil category is

often a tortuous process

where OEM needs, oil mar-

keter needs and govern-

ment desires all intersect to

make a relatively straight-

forward proposition under-

go more twists and turns

than a barrel of snakes.

For years now going

on 40 the U.S. govern-

ment has prodded things

along, ordering vehicles to

have greater corporate

average fuel economy

(CAFE) and reduced emis-

sions. The CAFE limits

were enacted in reaction

to the oil crises of the Continued on page 8

Well have twonew engine oilcategories with

extensive enginetest changes, newviscosity targets,new names for

some grades withan accompanyingloss of backwardscompatibility, both

to come on line in 2016.

It'sglobally available NEXBASE base oils

Neste Oil'

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Formulated to meet and

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patible). GF-6As high-tem-

perature/high-shear viscosi-

ty limit will have a floor of

2.6 mPa-sec same as its

predecessors while GF-

6Bs will be less than 2.6

mPa-sec. So GF-6B poten-

tially could cause serious

damage to older engines,

thanks to this drop in HTHS

viscosity.

Both GF-6 sub-types will

include SAE 0W-20, 0W-30,

5W-20, 5W-30 and 10W-30

viscosity grade oils, and GF-

6B will also make room for

SAE 16. According to indus-

try sources, the driving

force behind SAE 16 are

Japanese OEMs who

believe that this very low

viscosity grade will result in

better fuel economy. North

American OEMs have been

more cautious in their

assessments, but are

watching closely to see

how this plays out.

Youre probably asking

yourself, why call it SAE 16?

Wouldnt SAE 15 be more

in keeping with traditional

J300 nomenclature? The

simple answer, and a good

one, is that OEMs are con-

cerned that consumers

might mistake SAE 15W-40

for SAE 15, with disastrous

results for performance,

fuel economy and catalyst

contamination. SAE 16 is

different enough that no

one should confuse it. (At

least one can hope.)

To make sure that the

new GF-6B category doesnt

find its way into your grand-

In recent years, the OEMs

have recommended lower

and lower viscosity oils in

order to capture all of the

friction-reducing benefits

available. Currently, the

best-selling grade of pas-

senger car engine oil in the

United States is SAE 5W-30,

which replaced SAE 10W-

30 about 20 years ago. In

turn, SAE 10W-30 had

replaced SAE 10W-40 in the

late 1970s.

Looking ahead, we are

now seeing a trend to SAE

0W-20 and SAE 0W-30, and

soon a new viscosity grade

will appear SAE 16

which will bring the internal

friction number down even

further. This latest addition

to the SAE J300 standard

has been successfully bal-

loted in SAE Technical

Committee 1, and now

awaits a final blessing from

the full SAE Fuels &

Lubricants Division.

This novel grade will add

a new wrinkle to the com-

ing ILSAC GF-6 gasoline-

fueled engine oil category.

Until now, each GF category

could be designed to be

backwards compatible with

previous categories. Simply

stated, ILSAC GF-5 worked

in engines calling for GF-4,

GF-3, GF-2 and GF-1.

However, GF-6 will not work

that simple way.

Instead, there will be two

versions of GF-6: GF-6A

(backwards compatible) and

GF-6B (not backwards com-

mothers Dodge Dart, the

American Petroleum

Institute is looking for an

entirely new designation for

product labels. It will proba-

bly not be the GF-series

starburst logo, but some-

thing else.

Over and above the vis-

cosity issues, GF-6 propos-

als call for more stringent

limits to be set on several

engine sequence tests.

These tests will apply to

both the GF-6A and GF-6B

categories, and use the

same proposed limits.

Sequence VID, the fuel

economy procedure, will in

all likelihood become

Sequence VIE given that a

new GM engine has been

put forth for the test. The

new engine is very similar

to the one now in use, and

has already been compared

to the current engine using

the VID procedure and ref-

erence oils. The results

show that the new engine

may be slightly mild

which is shorthand for less

severe and giving some-

what improved results. The

limits proposed for GF-6

are almost double those

of GF-5 in terms of per-

cent fuel savings, sure to

be a major challenge for

oil formulators.

The Sequence VG

sludge and varnish test is

also up for modification.

Ford, which supplies the

current test engine, has

offered a 2-liter tur-

8 SEPTEMBER 2012

Continued on page 10

Continued from page 6AUTOMOTIVE

Looking ahead, weare now seeing a

trend to SAE 0W-20and SAE 0W-30,and soon a new

viscosity grade willappear SAE 16 which will bringthe internal frictionnumber down even

further.

2011 All rights reserved.

www.lubrizol.com

Temperature-proof. Condition-proof. TowProofTowProof means reduced operating temperatures, increased effi ciency and improved durability for axles used in the passenger car and light duty market, including SUVs, pickups and Class 3 Class 7 commercial vehicles.

Lubrizols NEW TowProof gear oil additive technology is now available as a service-fi ll product for this market. And, gear oil formulations using TowProof technology provide cost-effective options that bring value to both oil marketers and end users.

Check out the proof in the performance here www.lubrizol.com/TowProof.

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bocharged engine to replace the tests

current engine. Details are unknown,

but the proposed limits call for better

varnish and sludge control.

The current Sequence IVA valve-

train wear test, sponsored by Toyota,

is apparently still good to go. Toyota

hasnt offered a new engine or proce-

dure, so there is no activity in this area.

The same can be said for the

Sequence VIII bearing corrosion test.

Some may recognize this test by its

older designation, the L-38. The mod-

ern version uses the same procedure

but is run with unleaded fuel.

That brings us to the Sequence

IIIG wear and oil thickening test.

Limits proposed for GF-6 are more

stringent on oxidation control, as

10 SEPTEMBER 2012

Continued from page 8 measured by viscosity increase, and

on piston deposits. The tests wear

component has not changed. There

will be a new engine for this test, but

its not yet fully defined.

Related measurements (not techni-

cally part of the Sequence IIIG test,

but run afterward) evaluate the condi-

tion of used oil. These include the

Aged Oil Low Temperature Viscosity

test and the Phosphorus Volatility

test. Both of these tests need used

oil, for which the Sequence IIIG test

has been the logical source. With the

new IIIG procedure and hardware, its

unknown whether used oils will con-

tinue to be collected for these tests.

There is also a question about who

will maintain the Sequence IIIG suc-

cessor test, and how. At this writing,

General Motors, which sponsors the

IIIG test, has offered a new test

engine but will not support it as an

ASTM procedure. In the past, all

engine tests were approved and

monitored by ASTM, and so will the

other GF-6 procedures. The lubricants

industry could take GMs new wear

and oxidation test to ASTM on its

own and support it in that fashion.

But GM is concerned that it will lose

the freedom it needs to support its

proprietary Dexos engine oil specifi-

cations. In effect, GM wants the abili-

ty to update the method and/or limits

on its own, without waiting for ASTM

to process any needed changes.

Industry sources tell me that

Chrysler has made an offer of an oxi-

dation test, but no details are avail-

able about what it would entail

except that it is an engine test. I

understand that Chrysler would agree

to ASTM management of the test.

Two other engine tests have been

proposed for the category. One is a

timing chain wear test, the other an

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11LUBESNGREASES

Industry consultant Steve Swedberg

has over 40 years experience in

lubricants, most notably with Pennzoil

and Chevron Oronite. He is a longtime

member of the American Chemical

Society and SAE International,

where he was chairman of Technical

Committee 1 on automotive

engine oils. He can be reached at

[email protected].

oil aeration test. There are no details

on the timing chain test, but the aera-

tion test that is being developed for

PC-11 heavy-duty oils seems like it

would fill the bill very well.

Bench test requirements are essen-

tially the same, although there are

some tweaks that might come to

pass such as shear stability limits for

SAE XW-20 grades which are pro-

posed to be 6.1 mm2/s. In addition, a

low speed preignition test procedure

is being proposed.

Its also noteworthy that in the effort

to launch GF-6, the auto and oil indus-

tries will adopt a process similar to

that of the Diesel Engine Oil Advisory

Panel (which is responsible for PC-11,

the new heavy-duty oil). Directed now

by the Auto-Oil Advisory Panel, co-

chaired by Terry Kowalski of Toyota

and Luc Girard of Petro-Canada, this

process is intended to replace the

more rigid ILSAC/Oil Committee sys-

tem outlined in Appendix C of API

document 1509, the Engine Oil

Licensing & Certification System. I

think this is a great step forward in

developing new engine oil categories.

The American Chemistry Council

(ACC) has proposed a revision to the

first licensing date for GF-6 oils, to

January 2016, so as to accommodate

the expected logjam that will occur

when both GF-6 and PC-11 come on

line at essentially the same time. ACC

recommended earlier that PC-11

begin licensing July 2016.

To sum up: Well have two new

engine oil categories with extensive

engine test changes, new viscosity

targets, new names for some grades

with an accompanying loss of back-

wards compatibility, both to come on

line in 2016.

Did I hear anybody say no sweat,

we can do this?

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12 SEPTEMBER 2012

Photo: Daimler AG

T he North American lubricants market histori-cally has been dominated by the volumesand technical advances originating from theUnited States. The North American picture usuallyincludes Canada, too, due to its cold climate and sim-ilar demands for lubricant performance. For decades,Canada has been a major automobile producer withsimilar technical requirements to the United States.Mexico however, though part of the same geograph-

ic region, has historically been considered separatelyas a lubricants market. Its warm climate and lack ofindustrial development relegated it to a secondaryposition when considering performance trends andtheir impact on base stock and additive selection.That changed with the ratification of the North

American Free Trade Agreement (NAFTA) in 1994.The subsequent 10 years saw a significant shift ofauto manufacturing from the United States andCanada to Mexico.Today, Mexicos annual demand for lubricants

approaches 700,000 metric tons. It buys more base oiland lubricants from the United States than doesCanada, according to the U.S. Energy InformationAdministration.Mexico is no longer an industrial backwater, either.

The country is a leading producer of passenger carswith some 42 automakers having a presence, repre-senting North American, European and Asian makes.This has significantly boosted the Mexican economyand expanded the need for technical advances inautomotive lubricants.Mexico produced an estimated 2.3 million cars in

2011, topping the previous high in 2008. Mexican carproduction is forecasted to reach 3.5 million units by2017. As auto companies continue to focus on fuelefficiency, Mexico, with its lower-cost labor force, iswell positioned to produce smaller vehicles for thesemarkets.Roughly 80 to 85 percent of Mexicos car produc-

tion is exported, with the United States its largest cus-tomer. Not surprising, Mexican car production sur-passed Canada in 2011. Mexicos top automakers,ranked by sales, are General Motors, Volkswagen,Nissan, Ford, Fiat, Chrysler, Toyota, Honda and oth-ers. A new Mazda plant is scheduled to begin produc-tion in 2013, increasing automobile exports by100,000 units. Honda has also announced a new plant

13LUBESNGREASES

MexicoForges

StrongerSupplyChains

BY H. ERNEST HENDERSON

Kenworth, Ford, GM, VW,Volvo, Scania, Man, Isuzu andHino Dina.Mexicos growing automo-

tive industry is boosting thedemand for top-tier and lower-viscosity engine oils that meetglobal OEM requirements. Theresult has been a dramaticchange in the way lubricantsare formulated. For example,

(its third in Mexico) to pro-duce 200,000 units by 2014.Mexico is also a major pro-

ducer of trucks and buses.Truck production reached136,678 units in 2011 accord-ing to statistics from theMexican government. Globalmanufacturers includeMercedes Benz/DetroitDiesel, Navistar/International,

theres increasing demand forlubricants meeting EuropeanACEA and OEM standards, aswell as GMs proprietaryDexos1 specification; thesepresent more stringent volatil-ity requirements thanobserved in the United Statesand Canada.Despite its growing appetite

for top-tier lubricants, Mexico

still sees significant demandfor monograde and lower-per-formance lubricants. Thereexists a wide range of qualityofferings within the regionand accordingly a prolificnumber of finished lubricantsuppliers.Leading local blenders

include Raloy Lubricants,Commercial Roshfrans,Lubral, Bardahl and Mexicanade Lubricantes. Together, theyhold almost 50 percent of thecountrys lubricant market.Major multinational oil com-panies like ExxonMobil, Shell(including Pennzoil andQuaker State), BP Castrol andChevron share approximately46 percent, while the remain-der is associated with a largenumber of smaller indepen-dent oil blenders, estimatedto be as many as 200.Only a small fraction of

14 SEPTEMBER 2012

Eye on the future:New DiamondTerminal inToluca, Mexico,has 900,000 gal-lons of capacityand plans tobuild even more.

1Ow30.1 Ow30

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Mexican blenders (20 percent)formulate to todays ILSAC GF-5, API SN or European engineoil requirements. This dispari-ty creates problems with quali-ty, consistency and policing ofengine oils.In the past, Mexicos lubri-

cant blenders could satisfytheir demands using domesticbase stocks produced byPetroleos de Mexico (Pemex,the national oil company).Pemex operates a 6,000 barrelper day API Group I plant inSalamanca, but now repre-sents only one-third of totalbase oil supply. The facilityhas not been modernized orupgraded, therefore PemexGroup I base stocks are notsuitable for formulating high-performance engine oils.This has led Mexican

blenders to seek alternativesupply through imports.

Currently, the primary supplysource of base stocks forMexico is U.S. Gulf Coastrefineries and supply points,though not all majors exportto the region. Importsinclude Group II from NorthAmerica, and Group III origi-nating from Asia (e.g. S-Oil,SK Lubricants) or Europe(e.g. Neste Oil) by way of the

U.S. Gulf Coast. Group I isimported to balance theMexican Group I demand,and some naphthenics alsocome ashore.Overall base stock demand

in Mexico was estimated at655,000 metric tons in 2011,consistent with the pre-reces-sion peak of 2007. The marketis seeing increasing demand

for Group II base stocks for itsheavy-duty needs, and GroupIII for passenger car lubri-cants. Annual demand growthis forecast at 2 to 3 percentfor the immediate future asMexico continues to welcomenew investment in manufac-turing facilities.Supply-chain options have

also expanded for lubricant

15LUBESNGREASES

Multinationals

Leading Locals

Raloy 8%

Others 5%

ExxonMobil 16%

Shell (w/Quaker State,Pennzoil) 19%

BP Castrol 3%Total 4%Chevron 4%

Mexicana deLubricantes 17%

Lubral 7%

Roshfrans 10%

Bardahl 7%

Top Players inMexicosLubricantsMarket(Est. 2011 demand:700,000 tons)

Source: K & E Petroleum Consulting

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SAW corrosion inhibitors for long-term protection.

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and flow, even at high film buildupand elevatedHaving a structure of highlypolar, overlapping microscopicplatelets that block mkesture,SACI corrosbn inhibitors resistcracking and peeling, are thermally stable, and hold fast tosharpedgesEnvironmentally, SAW formulations offer lead and barium

coatings. Even barges, bearings,cables, engines, tanks,offshore rigsand platforms operating within the harshestsah-water environments benefit from products incorporating

Asphalt

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Formulators Note: SAO'carosion inhibitorsacemull function cas>pounds used in the famulationofmaterials requimg exceptional nonce rosag run-off,andf owevertathighhlmbuldupandelevatedlaigeraliret Use irtidlasabeatemperatures Use SAGS corrosoninhibitorsabnecrin c>ombk atatwith:

Aliphatic and aromatic solventHydrocarbon resins I-

Waxes

companies operating inMexico. Until recently, the low-volume demand for Group IIand III meant that base stocksmoved into Mexico by tanktruck or iso-tank. But withincreasing demand, the modeof transportation has alsoexpanded, and now includestruck and rail.Major supply points include

Mexico City, Salamanca,Guadalajara and Monterey.There is the option to importlarger cargoes into deepwaterports such as Veracruz, Altamira,or Brownsville, Texas. However,logistical considerations canbecome quite complex with thisoption. Therefore, unless thereis sufficient demand by singleor multiple blenders, thisoption is generally a secondaryconsideration.Rail traffic into Mexico is an

excellent option, as the rail sys-tem is very good, safe and sup-ported by major U.S. compa-nies. A good example is KansasCity Southern; Kansas CitySouthern de Mexico servesnortheastern and centralMexico and the port cities ofLazaro Cardenas, Tampico andVeracruz.With a good rail system, the

next step is to establish termi-nals where base stocks can becollected and dispatched tothe local markets. One suchinvestment was recently madein Toluca, where RaloyLubricants commissioned anew terminal that can be sup-plied by rail or truck. The NewDiamond Terminal has thecapacity to handle 400 rail carsand 27,000 metric tons ofproducts annually.Diamond International, the

operator of this new terminal,will support Raloys lubricantblending in nearby Santiago,and provide a distributionpoint for base stocks and other

materials to the smallerblenders and industrial cus-tomers in the region. KansasCity Southern de Mexicohelped to develop the projectby taking advantage ofunused real estate and railfacilities in the area. The ter-minal has room to grow andadditional tankage beyondthe current capacity of900,000 gallons is part of thelong-term plan for the facility.As the lubricants industry in

Mexico continues to grow, thedependence on local basestock supply will decline. Thiswill provide the opportunityfor further investment to sup-port the import of high-quali-ty base stocks into the region.The Toluca investment is anindication of the commitmentby the Mexican lubricantsindustry to meet the growingtechnical and volumetricneeds of the region.

16 SEPTEMBER 2012

H. Ernest Henderson, Ph.D.,is president of K & EPetroleum Consulting LLC inOklahoma City. He has 35years of experience in basestock and lubricant develop-ment, including R&D, logis-tics, marketing and techni-cal/business development,and has held managerialpositions with Imperial Oil,Exxon, Petro-Canada,Syntroleum, SK, Citgo andLubrication Technologies. E-mail him at [email protected] orphone (405) 242-3215.

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highlights the role data playsin deciding what to sell,where to sell it, and how tospend marketing dollars inthe retail sales channel.In the August issue of

LubesnGreases, DavidPortalatin, NPDs executivedirector of industry analysis,described the new market-share-and-volume trackingsystem. The Retail TrackingService will have more com-prehensive coverage of retailsales of 29 major categories ofautomotive products, he said,and will include a broad arrayof retail chains across themass and automotive special-ty channels more than 80percent of the DIY market. It

For almost 11 years, NPDGroup published theAutomotive AftermarketIndustry Monitor (AAIM)reports, compiled from scan-ner data at retail store check-out counters. The reports werean independent source of mar-ket share and volume data forlubricant blenders, marketersand retailers themselves.That is, they were until a

few major store chainsstopped supplying the PortWashington, N.Y.-based firmwith their sales data, leavingthe system to collapse inFebruary of this year. TheNPD Retail Tracking System,which debuted in August, isits replacement. The shift

18 SEPTEMBER 2012

WHOS BUYING IT?

also includes sales data frommass merchandisers such asWalmart.However, he conceded,

this system is somewhat lessspecific than the previousdata. For example, mass mer-chandiser and automotivespecialty store chains arenow combined; users will notbe able to parse them intoseparate types of stores. Norare commercial volumes cov-ered in the service. Thesechanges are part of an agree-ment to ensure retailer par-ticipation and protect againstindividual retailer exposure.

Better Now?From all accounts, the newsystem is not an exactmatch-up with the old one,and lubricant companies willsee less-finite informationthan before. Still, its betterthan nothing which iswhat the market had toendure for seven months.From February to August,

DataResumes,QuestionsRemain

BY LARRY SOLOMON

Last month saw the launch of NPDs new system for tracking retail sales of automotive aftermarketproducts including engine oil, ATF, gear oil, antifreezeand other fluids. To those responsible for selling todo-it-yourselfers, this came as welcome news. DIYersrepresent nearly 25 percent of U.S. aftermarketengine oil sales, so brand and product managers needa clear view of the action on store shelves.

19LUBESNGREASES

iQoncept - Fotolia

industry-accepted data toshare with participating retail-ers, he said. As far asValvoline goes, we are certain-ly trying to stay in touch withmarket conditions as much aspossible.

The Retailer PerspectiveWhile the data gap was a seri-ous problem for lube manu-facturers, retailers toldLubesnGreases that they sawit as a bump in the road. Thismay be because unlike lubri-cant manufacturers, aftermar-ket retailers have an instantsource of DIY sales data: theirown cash registers. As for spe-cific trends and data, they canturn to manufacturers, whousually want to cooperatewith retailers as much as pos-sible. From the retailer per-spective, it seems that the nettake-away is that NPDs datadisruption was inconvenientbut not insurmountable.

Thats the message heardfrom Joshua Moore, AdvanceAuto Parts director of financeand investor relations inRoanoke, Va. He said his com-pany is adjusting to thechanges in sales data.

Of course we were verydisappointed and worked dili-gently to bring parties togeth-er in an effort to maintain theintegrity of the [AAIM] sys-tem, he said. Once it wasdetermined that the datawould no longer be accessi-ble, we have worked to usethe very limited internal dataset as best we can, but unfor-tunately the value has beendiminished greatly. We had tolook to other external report-ing and consensus gatheringsystems and panels, but therehas not been a good replace-ment discovered to date.

Moore and other retailers

lubricant sellers had to livewithout independent mar-ket-share data, somethingtheyd enjoyed for morethan a decade. Well, how didthat go?

Not so well, replied LindsayBaker-Hegna, vice presidentof sales and marketing forCam2 International, which isheadquartered in Golden,Colo. The whole industry isflying blind as a result of thisdata disruption, she said.

The data hiatus occurred,she said, amidst Cam2sefforts to establish a nationalretail brand presence in auto-motive specialty stores. Werecently presented to a majorretailer, and they wanted cer-tain market information thatwe did not have, becauseAAIM data was not available.We provided what we could,and they understood, becausethe information flow to theentire industry has been dis-rupted.

Even major national brandsfelt the lack. However, MikeLyman, director of categorymanagement for Valvoline inLexington, Ky., noted thatlarger lubricant manufacturershave more options to plugthe information void. Withthe loss of the AAIM data, wehad to focus on retailer inter-nal performance, Lyman said.Valvoline and others havethe advantage in someinstances to have access toindividual retailer data. Thisaccess can help us to bettermonitor and understand themarketplace for our cate-gories, but without an indus-try data provider, we cannotethically and will not sharethat industry view with indi-vidual retailers.

The importance of an inde-pendent third party reportingdata is the ability to have

20 SEPTEMBER 2012


Just how much data do you need? In themanufacturers perfect world, saysValvolines Mike Lyman, the ideal system fortracking retail market-share for lubricantswould allow our company to best alignproduct solutions with retailer and con-sumer needs. This ideal system would:

1. Track complete U.S. Census data.Other shelf movement systems took samplesof retailer stores and projected those sam-ples up to census data. The ideal systemwould track census data.

2. Break data down to the SKU level. Thisis critical for assortment analysis, a corner-stone of category management analysis.

3. Report shelf-movement data weekly.Weekly movements would help us to knowwhen, for example, promotional volume hitsand the volumetric impact of any promo-tion, said Lyman. Full impact of promotionaldata is lost in monthly or quarterly results.

4. Give regional reports of shelf-move-ment data. This would allow retailers to becomfortable with agreed-upon breaks.Using the same promotional volume forexample, you can see where geographically apromotion was the strongest and where itmay have had no impact on sales volume,he explained.

5. Identify store distribution at the SKUlevel. This level of information would trulyreflect the number of stores each SKU is dis-tributed in, not simply the number of storesit is sold in.

Why all this detail? According to Lyman,We need this flexibility in the data to pro-vide the greatest insights for our retail part-ners to make the best decisions.

Larry Solomon

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monitor market share and cat-egory information. They arestymied in their efforts to pro-vide reports to senior market-ing, sales and other manage-ment areas. And take itfrom one who has been in ananalysts shoes their pridein providing solid reports istaken away; no data to ana-lyze, no insights to be found.

The impact is less immediatefor senior executives and mar-keting and sales teams. Theirinitial thoughts generally are,Okay, so I will not get thatanalysis that Im used to get-ting each month. The realdeep impact comes later, whenthey need the data to supportan important managementstrategy or a decision thataffects product positioning andpromotional activity, or whenthey need to make a criticalcategory management/sales

seemed to intuit that the datadisruption would be a tempo-rary situation. They expectedNPD would offer anothershelf-movement tracking sys-tem, sooner or later, toreplace the AAIM data. Afterassessing the current NPDretail tracking system, Mooreconcluded, It will not replacethe previous system and wewill need to use it for similar,but different purposes. Thecapability of the new systemlooks great; however, the con-tent has taken quite a fewsteps back, without the samenumber of our industry peersparticipating.

Reactions, AdjustmentsWhenever sales data disrup-tions occur, the first to feelthe void are analysts assignedby lubricant manufacturers to

presentation to a customer orretailer. This is when they goback to their company dataanalysts and cry, What are wegoing to do?

The seven-month gap indata provided an opportunityfor the industry to realizehow vital ongoing, indepen-dent third-party market sharedata is to the fiber of deci-sion-making. The industry hasbecome accustomed to hav-ing fact-based information tosupport decisions and pro-vide solid support for suc-cessful selling.

This break in data gives usa chance to appreciate theinformation and reset nowwhile it was gone. Our man-agement team does not takethe information at all forgranted anymore, remarkedLyman. Meanwhile, we areusing internal data to fill that

void for now. Valvoline doeshave proprietary consumerstudies. We were certainlyusing those, along with allmeans available to fill theinformation gaps while therewas a disruption in marketshare data. However, we areglad that NPD has come for-ward with their new system.

Cam2s Lindsay Baker-Hegna echoed that feeling.We will seek information andobtain marketing researchservices to get informationneeded to help Cam2 sell intoaccounts and get onto retailershelves. I am sure that withthis data disruption that eachretailer will be open to datasources other than just NPDAutomotive. We will have toget information from othersources, because retailers willwant us to provide them fact-based data. Without fact-

22 SEPTEMBER 2012

Continued from page 20

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based data, it will be more dif-ficult to get Cam2 on retailershelves.

No Plan B?Years ago, I had a boss whowas fond of saying, You alwayshave to have a Plan B! Once,he wanted funding approvalfor an initiative and was turneddown by the company presi-dent. I asked him if he had aPlan B. Long pause, then thesheepish reply: Uh, no.Right now, the lubricants

industry seems not to have aPlan B in case of another dis-ruption. Asked if any otherdata provider, besides NPD,has come forward with a mar-ket-share tracking system,those interviewed unani-mously said no. There appearto be only a few otherresearch companies thatcould provide this level of

information, such as Nielsen,IRI or R.L. Polk.Said Baker-Hegna, Like oth-

ers within the industry, we arewaiting and seeing what willhappen. No one has steppedup to provide another ongo-ing market-share/volumetracking service.As sole data provider, NPD

must strike a fine balance.Manufacturers of lubricantsand other automotive prod-ucts still want and will alwayswant more detailed informa-tion. (For an example, seeThe Ideal Data System,page 20.)The death of the AAIM

data, however, showed thatmarket-share informationcannot be overly specific, lestretailers become uncomfort-able sharing their data withthe industry. This is probablywhy NPDs new tracking sys-

tem does not break out thevolumes (and subsequentlymarket share) for Auto PartsStores vs. Mass Merchan -disers. It knows it must berespectful of retailer needsand sensitivities.We have to realize that the

data belongs to the retailers,said Mike Lyman. They pro-vide it for the benefit of theindustry, that suppliers mightbe able to help them bettermeet consumer needs. Theyexpect that in the process, theconfidential nature of theirspecific data will be guarded.Without the cooperation of

retailers, Lyman added, theindustry would not have solidinformation. This informationis crucial for suppliers andretailers alike. As an industry,we all have a responsibility tooperate with integrity andsensitivity in working with the

retailer data.I could not have said it bet-

ter myself.

23LUBESNGREASES

Larry Solomon is presidentof Strategic Resources Inc., amarketing research andconsulting firm that special-izes in the automotive after-market. His experienceincludes over 23 years inautomotive research withValvoline. E-mail him [email protected] orphone (859) 817-0301.

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24 SEPTEMBER 2012

KeepH2LubesinTheirPlace

BY ERIC J. PETER

a how to select and apply

H2 food plant lubricants. As explained LubesnGreases, H2 is not

grade, and those with any level of providing lubricants for food and

difference. industry

I believe both are vital

missing from that July article. Start by notingthat the issues cover used incorrect wording,possibly misleading the casual observer intobelieving that H1 and H2 lubricants are bothfood grade. H2 is not food grade.The term food grade is not found in the

regulations first promulgated by the U.S.Department of Agriculture in the early 1960s.I do not believe that the term is used to thisday in any regulatory application, or by indus-try in a technically correct way. We often calllubes food grade because they pass H1 or3H requirements, as spelled out by the U.S.Food and Drug Administration. Yet, only 3Hrelease agents actually are suitable for directcontact with food.What, then, are H1 and H2 lubricants? H1 lubricants are intended for use where

incidental food contact may occur and goundetected. They are non-food compoundsmade only from FDA-approved substances orthose Generally Regarded As Safe (GRAS). Where there is no possibility of food con-

tact, H2 lubricants may be used. Most sub-stances generally used as lubricants may beincluded, but federal regulations emphasizethat some substances are considered categori-cally unacceptable for such use.

25LUBESNGREASES

Many end users and lubricant marketers faceconundrum regarding

and

and necessary. But some key information wasof the two categories,long enough to grasp the intent and meaningHaving marketed into the food

beverage processors know theexperiencefoodin the July issue ofH1

USDA discontinued its H1 and H2guidelines in 1998, but the categorieswere kept, mostly but not completely,intact by NSF International and othernongovernmental organizations.However, would any of us really consid-er adding them directly to our food andserving it to our family? Yes, H1 is foodgrade in the sense that no great harmwill come from consuming the rawproduct, but it is not food. There arereasonable limits set for known contam-ination, but any responsible processorwould consider the limit for lubes intheir product to be zero. The real rea-son the H1 safety factor is in place is forthe undetected or unknown contamina-tion incident.The first actual designations used by

USDA for these products were AA (nowH1) and BB (now H2), and they appliedonly to lubricants for use in USDA-inspected facilities meat and poultryplants, for example. Other regulatorsand producers later adopted these stan-dards because USDAs Food SafetyInspection Service, with the FDAs assis-tance, did such a good job of laying outthe guidelines for these products. Iteven published a White Book listinglubricant products which met the H1standard. However, there was never anyregulatory oversight in food plants out-side USDA jurisdiction.The confusion over food grade has

been solely caused by those in the lubri-cant or food processing industries thathave tried to convince others that H2means something other than industrial-grade lubricants. It does not. Theimportant dividing line between H1 andH2 is in the types of component listsused to determine suitability for eitherclass. One is very specific; one is gener-al by intent.H1 ingredients come from what we

could term a specific, inclusive list. Thatis, anything that appears in the ingredi-ent list of an H1 lube needs to appearsomewhere on an appropriately legislat-ed list that would indicate its safety, at aprescribed level, in a lubricant intendedfor areas of possible incidental foodcontact. These lists are generally foundin FDA guidelines, in various chapters of

the Code of Federal Regulations (e.g. 21CFR 178.3750), or in lists of GRAS sub-stances. That is all. One cannot formu-late lubricants outside of those bound-aries and still have them considered H1,or receive the aforementioned, distort-ed title food grade. NSF created a list-ing for ingredients that it calls HX1, butthis is not an original USDA category.As a brief aside, in the years since

USDA dropped its White Book program,there has arisen an alternate method ofgaining H1 approval for new sub-stances. Many reputable companies stillgo through rigorous testing accordingto FDA toxicity standards to verify thesuitability of new ingredients for H1lubricants. This is an extended andexpensive process, but it is in line withthe standards as set in the old USDAdays. However, over the last decade theconcept of expected exposure limitshas given some companies an avenue,through independent registration com-panies, to get products approved thatmay or may not have gone through theexhaustive FDA toxicology testing pro-tocols. How do we know which ingredi-ents or products have taken the short-cut process to get on the list? We can-not know from the approval designa-tion. We can only get that informationfrom the suppliers themselves whenasked to supply the appropriate FDAapproval. Yet, we still have an expecta-tion of the product safety of H1 foodgrade approvals.H2 is what we would term a broad,

exclusion list. The original and ongoingintent of the H2 category was to makesure that ingredients that might kill,harm or cripple someone were exclud-ed and never introduced into the foodplant. It is the gatekeeper classification.This applies not only to lubricants, butto any USDA authorized non-food com-pound.In my early days in the industry, one

could still find SCL (sulfur-chlorine-lead)compounded gear lubricants. Thesewere darn good lubes in their intendedapplications, but letting them migrateinto food plants from the truck shopwas a real and genuine concern. Thus

26 SEPTEMBER 2012


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Fact: No. Although you'll be familiarwith the red dye in many ATFs, it isnot mandatory. The red dyetraditionwas introduced many years ago tohelp differentiate ATF - with its specialfrictional characteristics - from otherlubricants. It also was an effort toavoid the misapplication offluids,e.g. engine oil vs. transmission fluid.These days you'll still find red dye inmany ATFs , but it's not universal nordo car manufacturers request thattheir fluid be dyed red. In fact, someof the alternate transmission designssuch as (VT (continuously variabletransmission) use fluids that are infact dyed green. The dye is merelyaesthetic and imparts no specificperformance attribute.

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the USDA put together a list of sub-stances that if present in any non-foodcompound, including lubricants, wouldpreclude their use in a food plant.Period. These substances includedingredients such as lead, antimony,arsenic, mercury, selenium or othermaterials such as carcinogens, muta-gens and teratogens classified as haz-ardous substances.According to the 1979 USDA

Guidelines for Obtaining Authorization,the general excluded list is even broader:There may be other substances whichare not acceptable because of unfavor-able toxicology or other consideration.Therefore, each preparation will be eval-uated on its own merit.Contrary to the statements seen in

LubesnGreases July article, some ormany such raw materials still find theirway into a wide array of current indus-trial lubricant formulations intended forapplications outside of the food indus-try. These products would not pass theH2 requirements.Most of us have heard the stories of a

tough guy football player drinking aquart of motor oil on a dare. He sur-vived his ill-advised bravado becausethe motor oil he drank did not containany of the substances on the USDA non-food compound exclusion list. Had itbeen otherwise, the story would likelybe an obituary, not an urban legend.We at JAX Inc. disagree with those

who say that H2 has no place in mod-ern food plants. Although as a companywe are leaders in research and develop-ment of new H1 lubricant technologies,there are areas where the sacrifice ofequipment life using H1 lubes, withtheir highly restricted list of ingredients,would not serve to enhance consumersafety one iota.We are aware that certain pockets of

the food processing industry in Europehave taken steps to mandate only H1lubes be used in their plants, but I won-der what they plan to run in their fork-lift engine crankcases and the brakelines on those units. Will H1 productsrun effectively in their power plants andother mission-critical areas away from

food processing, that have zero con-cerns of food product contamination?Weve all heard the refrain that not

having H2 lubricants in the plant willmean it cannot accidentally be put intoan H1 application, but isnt this really amatter of better training and under-standing of Hazard Analysis and CriticalControl Points (HACCP)?In addition, given the fact that the bad

actors are prohibited in H2 products,will anyone really state that an H1 prod-uct after extended use in a gear box,heat transfer system or hydraulic reser-voir is any cleaner, safer or more purethan an H2 product out of the barrel?In summary, there is a place and need

for H2 products in the food and bever-age processing industries. Yes, likeother companies, we would like to pro-mote and sell the higher-priced H1alternatives, but when placed in areasthat are properly addressed with an H2solution, can we really say we areputting our customers best interest atheart?Ultimately, of course, the insurance

companies and attorneys will sort outthe liabilities associated with these choic-es. But statements conferring some typeof food grade status on H2 lubricantsby the less-responsible in our industryjust contribute to the confusion.There is no classified H2 food-grade

lubricant; it is an industrial-grade prod-uct. However its ingredients are purged,by regulation, of known harmful, toxicor fatal components.

29LUBESNGREASES


Eric J. Peter is president of JAX Inc.,an independent blender of heavy-duty and industrial lubricants basedin Menomonee Falls, Wis. For infor-mation about this article, e-mail himat [email protected] or phone (262)781-8850.

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30 SEPTEMBER 2012

The Never Ending Puzzle of Flow

Youve heard it before: The most impor-tant property of any lubricant is its vis-cosity. But what exactly is viscosity, andif its so critical to oil performance, howdo we control it? To answer that, formu-lators reach for one of the most indis-pensable tools in their kit: viscosityindex improvers.When formulators talk viscosity they

are referring to the internal frictionbetween the oil molecules generallyspeaking, its resistance to flow. Ofcourse, temperature affects oil viscosity;the higher the temperature the lowerthe viscosity. The rate at which an oilsviscosity changes with temperature iscalled its viscosity index, or V.I.For decades, lubricant blenders have

used polymers to change this naturalproperty. Chosen correctly, the rightpolymers will make the oil less viscouswhen its cold, and more viscous whenthe thermometer rises.Additive manufacturers and oil mar-

keters call these polymeric materials V.I.

improvers or, less frequently viscositymodifiers. The terms are interchange-able, but by any name its a big busi-ness. According to a study publishedlast year by Kline & Co., V.I. improversaccount for about 23 percent of globallubricant additive sales, by volume.

A Choice of MoleculesAdditive companies have an assortmentof V.I. improver molecules to work with.Historically, the first were poly-isobutenes, introduced in the 1940s.The classic of the genre is Paratone N,originally supplied by Exxon ChemicalsParamins division but sold to ChevronOronite in 1998 when Paramins cametogether with Shell Chemicals additivesbusiness to form Infineum.In the 1950s, Rohm and Haas intro-

duced the Acryloid brand of polymersto the North American market. Nowsold under the Dynavis name byEvonik Oil Additives, these are basedon polymethacrylates (PMA), and are

YBY STEVE SWEDBERG

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31LUBESNGREASES

How can V.I. improvers boost lubricant performance?

widely used for both engine oil andpowertrain applications. PMA also canbe tailored to provide additional prop-erties such as dispersancy.Olefin copolymers (OCP) of ethylene

and propylene also made their appear-ance in the late 1950s and early 1960s.OCPs were originally supplied byParamins and also by Texaco Chemical,which was acquired in the 1990s byEthyl Corp.; now Afton Chemical, it sellsthem under the HiTec brand.OCPs are the most widely used V.I.

improvers, and other suppliers includeLubrizol, Infineum, Oronite, MitsuiChemicals and Lion Copolymer. Theyoffer good performance at reasonablecost, which makes them attractive. Inthe mid-1980s the processes used to

manufacture these workhorse polymerswere improved to allow for the forma-tion of so-called block copolymers,which optimize thickening efficiencywhile allowing for improved low-tem-perature performance.Styrene-isoprene polymers were intro-

duced by Shell Chemical in the 1970s.Sold under the Shellvis brand, theybrought some advantages in shear sta-bility and low-temperature perfor-mance. These polymers also continueto be widely used, especially in engineoil applications.

Big and BouncyU.K.-based consultant David Wedlockhas described how polymeric V.I.improvers work. Many believe its due tothe polymers temperature-dependentsolubility. At lower temperatures, the the-ory goes, the polymers are less soluble(or the molecule is more coiled up),while they become more soluble at high-er temperatures (the molecule relaxes).

This is a popular misconception, but in fact, Wedlock says, solubility islargely irrelevant. Writing recently inLubesnGreases Europe-Middle East-Africa, he explains that V.I. is affected bythe carbon number (a means ofexpressing molecular size) of a mole-cule. The higher the carbon number,the higher the V.I. Simply stated, V.I.improvers are bigger molecules and willraise the V.I. of any base oil having amuch lower carbon number.The net effect, as Wedlock explains, is

that viscosity is low enough to enablean oil to flow freely at lower tempera-tures, and at higher temperatures theviscosity is high enough to provide pro-tection against metal-to-metal wear.One of the benefits is that automak-

ers can write their lubricant specifica-tions around lower-viscosity base oils,which have lower overall internal fric-tion and less viscous drag. That addsup to better energy efficiency. Thisproperty is especially useful for engine

the major V.I. improver marketers, sev-eral common themes developed. Whilethe approach varies from supplier tosupplier (who tend to be close-mouthed about their proprietaryresearch), all are giving a great deal ofthought to this component and how itcan be even more useful in the future.Chevron Oronites Bill Paschal, globalV.I. improver product manager inBellaire, Texas, says his company isactively evaluating alternative chemistry.Oronite remains committed to ourcore technology but is also looking out-side of our immediate toolbox toexpand our portfolio, he says, adding,There are new molecules we are look-ing into, but arent able to share anyinformation at this stage. Broadly speak-ing they are unique polymer structures,such as block copolymers, tailored tospecific application requirements.Olefin copolymers will continue torepresent the bulk of the market, saysBill Dimitrakis, VM commercial managerat Lubrizol in Wickliffe, Ohio. However,in 2008 Lubrizol introduced a bristlingnew PMA structure. This star-like poly-mer, called Asteric, offers a very highV.I. which results in fuel economy gains,

oils and powertrain fluids and is accom-plished through a phenomenon calledtemporary shear loss.When an oil containing a V.I.-improv-ing polymer is subjected to high pres-sure and/or high shear rates, the poly-mer molecules tend to become moreorganized and line up with the directionof flow; this results in a lower apparentviscosity. When the pressure or shear isremoved, the polymer once againbecomes randomly dispersed in the oil,raising the bulk viscosity.The downside of V.I. improvers is thatrepeated shearing tends to break downthe polymer into shorter chain lengthswhich are not as effective at thickening.This is referred to as permanent shearloss. Depending on the polymer struc-ture and size, permanent shear loss canbe minimal or quite substantial. Thelarger the polymer, the larger the shearloss; smaller polymers dont shear asmuch, but they also are less efficient atthickening. The trick is to balance per-formance against molecular size.

Next GenerationsTodays V.I. improver market is seeing agreat deal of activity. In discussions with

according to Dan Visger, Lubrizols VMtechnology manager. He says Astericpolymers are favored in markets likeJapan, where OEMs recommend verylow viscosity grades. Visger notes thatAsteric is also well suited for automatictransmission fluids and rear-axle lubeswhere lower-viscosity products can pro-vide added fuel economy.Darmstadt, Germany-based Evonikalso has a new patented PMA technolo-gy, which Thomas Schimmel, productmanager, hydraulic fluids, describes ashaving a comb structure. He says ittoo provides excellent fuel economyperformance in lower viscosity fluidssuch as Japanese engine oils and ATF.

Upping the ImpactOf great interest these days is how futureengine oil specifications will impact V.I.improver design. Carlo Rovea, InfineumInternationals segment manager for VMand pour point depressants, points outthat the coming upgrades of gasoline-fueled engine oil (GF-6) and heavy-dutydiesel oil (PC-11) both are heavilyemphasizing fuel economy.The lubricant itself provides for some

32 SEPTEMBER 2012


Major polymer types and shapes

(Source: Lubrizol)

Daelim is one of the largest polybutene suppliers in global market with 140,000 MTA capacity. Daelim is the reliable manufacturer that is able to supply both Conventional Polybutene and High Reactive Polybutene at once. Whatever you want, Daelim can supply you with satisfaction.

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may provide less blending cushion,resulting in a narrower formulating win-dow. As well, tougher stay-in-graderequirements for heavy-duty engine oilsare being investigated for PC-11, hesays. This could lead to use of moreshear-stable VMs in those oils comparedto todays market.Infineums Rovea agrees that the for-

mulating window is getting tighter, espe-cially compared to todays most commonSAE viscosity grades. Viscosity modifiersmay be very critical in meeting some verytight formulation windows, and in orderto deliver maximum fuel economy whilestill protecting the engine.Alex Boffa, Oronites technical team

leader for V.I. improvers, doesnt antici-

level of fuel economy, but just as impor-tant, it must protect the engine againstwear, reminds Rovea, who is based inSavona, Italy. Viscosity modifiers play akey role by allowing formulators tomeet viscometrics in order to maximizefuel economy and deliver engine pro-tection in all climates. Different viscositymodifiers can deliver best-in-class shearstability and low-temperature pumpabil-ity and wear protection. The ideal vis-cosity modifier would also allow for sig-nificant formulating flexibility, in orderto optimize base stock selection.However, Lubrizols Dan Visger cau-

tions that the new oils need for bothbetter shear stability and lower viscosity

pate that drastic changes will be neededfor the bulk of the market. We think anynew V.I. improver designs will not impactthe core GF-6 or PC-11 products butrather be targeted to specialty products,like the fuel-conserving version of PC-11.In addition, Boffa continues, we

believe the pressure on fuel economywill drive the need for more polymeroptions, especially for PC-11.Formulators will want more choices another reason we believe Paratone tobe positioned well. The need for cost-effective solutions may impact V.I.improver designs, so we also believethat economics may play a part in dri-ving improved performance.

34 SEPTEMBER 2012



What we call viscosity index or V.I. is actually an artificialnumber, a calculation originally proposed in 1929. Inaccordance with ASTM standard method D2270, V.I. isdetermined by measuring a liquids kinematic viscosityat both 40 degrees C and at 100 C, and then comparingthe results to two reference oils which historically wereregarded as having the best and worst V.I. possible:Gulf Coast Naphthenic was deemed to have 0 V.I. (theworst) and 100 V.I. was assigned to PennsylvaniaParaffinic. How any oils viscosity at those temperaturescompares to these two reference oils defines its V.I.This system of measuring V.I. was satisfactory for

decades, until viscosity index improvers were intro-duced into the market. These polymeric materialsmade it possible to alter how a lubricants viscositychanged over a temperature range, and resulted in per-formance that was literally off the scale beyond therange of the arbitrary yardstick used to compute V.I.Base oils got better too, and by the 1980s and 1990s,many could top 100 V.I. without any polymer additionat all.The V.I. numbers at first were extrapolated to wider

ranges, but it became obvious that a systematic errorwas being introduced into the values assigned. Today,we use a modification of the V.I. calculations to obtainmore reliable and representative values, especially forproducts in the greater-than-100 V.I. range.

Steve Swedberg

Nailing Down Viscosity Index

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low viscosity and high V.I. for drivelineand engine oils; it is high viscosity andhigh V.I. for hydraulic fluids.Transmission hardware is also becom-

ing more diverse, leading Lubrizol toobserve that ATFs may become morespecific to transmission type. Result:Even more splintering of the transmis-sion fluid market than seen today.Drivers for automatic transmissions

include longer drain intervals, higher

Beyond the CrankcaseEvoniks Thomas Schimmel points toother applications, beyond the auto-motive crankcase, where V.I. improversare being challenged. While the objec-tive of fuel economy is shared by drive-line, engine oil and hydraulic fluidapplications, the concepts and technol-ogy addressing fuel economy are fun-damentally different among them. It is

power density, smaller sumps, betterefficiency, and greater durability. All ofthese have an impact on the V.I.improvers, especially durability andpower density.Lubrizol cites gear lubricants as anoth-

er application where more shear-stableV.I. improvers could result in better fuelefficiency. They might also allow for theuse of API Group III base stocks, asopposed to polyalphaolefins, for suchgrades as SAE 75W-90 or possibly SAE75W-85.Both Lubrizol and Evonik say they are

delving into the possibility of usinglower molecular weight, highlybranched V.I. improvers at higherdosages for areas such as gear lubri-cants for stationary engines and indus-trial applications. These productspromise much improved shear stabilityas well as greater efficiency and reducedoperating temperatures in critical equip-ment such as wind turbines.The potential introduction of the new,

lower-viscosity SAE 16 viscosity grade(see story, page 6) could boost the needfor shear-stable V.I. improvers that canmaximize fuel economy without sacrific-ing engine and engine oil durability.Additive suppliers cite this as a signifi-cant development that requires rethink-ing the architecture or functionalities ofthese polymers.As well, Evoniks engine oil business

segment manager, Wei Kiat Tan, seesexciting opportunities for the wholeindustry, not just polymer suppliers.The development of a robust fueleconomy solution should be viewedsystematically, he urges, with the dif-ferent stakeholders within the industryworking together to develop a systemof solutions, rather than each stakehold-er working on their own to develop oneor several solution components.The V.I. improver market, now a

mature 70 years old, is still coming upwith innovative chemistries for bothautomotive and industrial applications.With the global emphasis on both fueleconomy and durability, these productswill have a secure place in the next gen-eration of lubricants.

36 SEPTEMBER 2012


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As the saying goes, realizing youhave a problem is half the battle.If so, the first half of the battleappears to be won. Nearly 100 per-cent of lubricant industry stakehold-ers responding to a recent surveyacknowledged there is a problemwith the quality of products in themarketplace and said somethingneeds to be done about it.So now the question is: How do

we win the second half of the bat-tle, or what some call a war, to pro-tect consumers and end usersfrom harmful lubricants, and/or get-ting ripped off by suppliers sellingthem something less than whatthey paid for?Of the almost 200 respondents to

the survey, which was conductedthis summer by the PetroleumQuality Institute of America, mostagreed there is a problem with thequality of lubricants in the U.S. mar-ketplace. Refreshingly, most alsooffered suggestions on how toaddress it.First, 19 percent of the respon-

dents believe our industry should beworking harder and smarter to edu-cate consumers about lubricantquality, teaching them that all oilsare not the same. Even before tak-ing that step, some suggested, weshould be taking a good hard look athow the industry defines quality.The specifications currently in

place, many pointed out, are amorass of numbers, letters, trade-marks and logos some old, somenew, some made up that have lit-tle to no meaning to most con-

sumers. As a result, their eyes glazeover when they see the labels. This,survey respondents said, opens thedoor for unscrupulous suppliers toplay smoke-and-mirror games to sellobsolete engine oils, off-spec ATFs,antiquated tractor-hydraulic fluidsand other lubricants that can causeharm to equipment or short-changeconsumers on quality.Many of those responding to

PQIAs opinion survey applaudedand commended the work of theAmerican Petroleum Institute, SAE,ILMA, ILSAC and others to raiseawareness about specificationsand their significance; most alsonoted that these efforts are moreinternally than externally focused. Ifwe really want to effect changeand protect consumers, said 17percent of respondents, the indus-try should engage in an aware-ness-building activity directed atconsumers. Some said we canlearn by looking at the Got Milk?campaign of the National MilkProcessor Board, Wendys influen-tial Wheres the Beef? advertise-ments, and others that speak toconsumers in simple, yet com-pelling language.Even more respondents suggest

that the way to address lubricantquality issues is to shine a light onoff-spec and misrepresented prod-ucts in the market, and disseminateinformation to the public aboutthese and, as appropriate, the com-panies selling them. In fact, 33 per-cent of respondents urged theindustry to publicly expose egre-

The Second Half of the Battle

NEED TO KNOW

BY THOMAS F. GLENN

SEPTEMBER 201238

Respondents to arecent surveywere nearly

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39LUBESNGREASES

gious and repeat quality offenders.Many of these respondents citedPQIAs testing program and bulletinsas a good start but, in the words ofone respondent, said that we needto sing it out loud and clear. Whenthere is proof of poor quality anddeceptive labeling, it should bemade known to everyone in thevalue chain who touches or usesthese products, and those who com-pete with them.

The law is on the side of the con-sumer, a large number of surveyrespondents pointed out, and 21percent said lubricant blenders andmarketers should more aggressivelypursue legal channels to helpscrape the dirt off the shoes of ourindustry. This work could be takenup by oil companies, industry associ-ations (e.g. API, ILMA, AOCA) andothers bringing legal action againstproducers, marketers, retailers andothers who misrepresent products.Legal options include civil suits,complaints filed with states attor-neys general, consumer watchdogagencies, the Better BusinessBureau and more.

In particular, a significant numberof respondents to the survey said theindustry should work more closelywith states departments of weightsand measures, and similar govern-mental agencies. (As an aside, andbased on PQIA experience in filingsuch complaints and feedback fromgovernment officials, the squeakywheel gets the grease with the gov-ernment. So to get beyond filingsuits and serving subpoenas, the

whole industry will need to makemore noise.)

This is a good segue into the fifthsuggestion respondents offered up:API, ILMA, PQIA, AOCA, the NationalCouncil on Weights & Measures, andany others interested in protectingconsumers should work together towin the battle for quality.

This is a particularly important sug-gestion. Theres no doubt that mostin our industry including major oilcompanies, independent lubricantmanufacturers, additive suppliers,base oil suppliers, oil marketers,installers, retailers and others dothe right thing and have the bestinterest of the consumers in mind. Asone industry observer said, Were allwalking the same path to improvequality and protect consumers. Withthat common ground, its time to linkarms against off-spec, misrepresent-ed and fraudulent lubricants in themarketplace.

Tom Glenn is president of the consulting firm PetroleumTrends International, the PetroleumQuality Institute of America andJobbers World newsletter. Phone: (732) 494-0405. E-mail:[email protected]

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against gear distress,hydraulic pump damage,rust and corrosion, andfluid oxidation. The friction-al characteristics of OLOA20030 protect clutchesand brakes while minimiz-ing brake chatter. The addi-tive meets the perfor-mance requirements forJohn Deere JDM J20C/Dand Volvo WB-101, andalso can be used in com-mon-sump applicationswhere tractor hydraulic flu-ids are specified, includingCase, New Holland,Massey Ferguson, Ford,and Agco. Web:www.chevron.com

Synthetic Filter Joins the Team

Pennzoil has extendedits Platinum brand toinclude Platinum HE oil fil-ters. They contain a syn-thetic-blend two-ply gradi-ent density filter mediumsaid to remove 99 percentof oil impurities while trap-ping an average of 10grams of contaminants.The filter has a siliconeanti-drainback valve thatlasts up to twice as longas nitrile valves to protectagainst dry starts. A PTFE-impregnated NBR sealinggasket provides easyinstallation and removal.The filters steel spiral-wound center tube andend-caps increase internal

Coolants for Tough Parts

Cyclo Cool 4000 seriescoolants withextreme-pressure addi-tives aim to increase toollife and provide superiorsurface finish for turning,drilling, reaming or grind-ing. Made by MAG, theycan be used on a widerange of metals, includinghigh-speed steel, stainlessand alloys. The fluids arespecifically formulated formachining proprietarystainless and heat-treatedsteels used in forgings forhydraulic fracturing (frack-ing) pump parts and simi-lar equipment. Cyclo Cool4000 contains EP addi-tives, esters and mineraloil. Cyclo Cool 4100 is alow-foam fluid containinga proprietary blend of sul-furized and chlorinated EPagents, for heavy machin-ing and grinding of ferrousand non-ferrous material,including titanium. Web:www.mag-ias.com

Gear Up Your THF

OLOA 20030 tractorhydraulic fluid addi-tive from Chevron Oronitehas demonstrated excep-tional performance inindustry gear tests anddelivers balanced frictionalcharacteristics, the compa-ny says. The additiveworks to suppress brakenoise as well as to protect

40

PRODUCT NEWS

SEPTEMBER 2012

strength and durabilitycompared to cardboardand plastic components.The filter also meets orexceeds proposed industryspecifications for capacityand efficiency. Web:www.pennzoil.com

Silicon-Free Defoamers

PMC Crystal has intro-duced two non-siliconedefoamers that are 100 per-cent active, for use in a vari-ety of fluids. Surtech 1527and Surtech 1627 are rec-ommended for use in solu-ble oils; however, the com-pany says the defoamerscan also be used in othertypes of metalworking flu-ids, including semi-synthet-ics. The recommendedstarting point for evaluatingthe products in soluble oilsis 0.25 percent by weight inconcentrate. Package sizesare 55-gallon drums (350pound

LNG Vol18 Issue9

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Transcript of LNG Vol18 Issue9