Just an FYI. The Group III based motor oil had higher oxidation resistance than the the PAO based motor oil. These were formulated for natural gas engines. Go the end of this page where it says Example 6. http://www.patentstorm.us/patents/6642191-description.html
Group III beats PAO again
- Thread starter JAG
- Start date
- Status
Interesting but convoluted a bit in that it's multivariate - the base oil and the additive. Perhaps a different additive would push grp IV ahead of grp III.
But the bottom line remains - a grp IV was outperformed by a grp III in an oxidation test.
But the bottom line remains - a grp IV was outperformed by a grp III in an oxidation test.
I'm not sure you can reach a significant decision based on that. They aren't that much different, but is it more because of the additive or is it just sample noise? I would have liked to see more study of sample K.
JHZR2
Staff member
Maybe Im missing something. The invention is a set or variety of hinderd phenols. One of the attractive benefits to using them is their ENHANCED OXIDATION RESISTANCE.
The invention is to be used with any basestock, though preferably a majority of group II to IV. The additive that is the invention provides the complete oxidation resistance.
Quote:
Natural gas has a higher specific heat content than liquid hydrocarbon fuels and therefore it burns hotter than liquid hydrocarbon fuels under typical conditions. In addition, since it is already a gas, natural gas does not cool intake air by evaporation as liquid hydrocarbon fuel droplets do. Furthermore, many natural gas fueled engines are run either at or near stoichiometric conditions, at which less excess air is available to dilute and cool combustion gases. As a result, natural gas fueled engines generate higher combustion gas temperatures than engines burning liquid hydrocarbon fuels. Since the rate of formation of NOx increases exponentially with temperature, natural gas fueled engines may generate NOx concentrations high enough to cause severe nitration of lubricating oil.
Quote:
The lubricating oil of this invention may comprise a minor amount of one or more hindered phenols of the general formula: ##STR1## and a major amount of at least one of Group II, III and IV base oils.
Quote:
The lubricating oil of this invention may comprise one or more of the hindered phenols described herein and Group II, III and IV base oils. A preferred lubricating oil of this invention comprises a major amount of one or more base oils from Groups II through IV and a minor amount of the hindered phenols described herein. The term "major amount" when used herein means more than 40 wt. %. The term "minor amount" when used herein means less than 20 wt. %.
One embodiment of this invention comprises an additive formulation comprising one or more of the hindered phenols described herein, one or more dispersants, one or more detergents and one or more wear inhibitors.
A preferred lubricating oil of this invention may comprise a major amount of base oils from Group II through Group IV, a minor amount of one or more of the additive formulations comprising the hindered phenols described herein, one or more detergents, one or more dispersants and one or more wear inhibitors.
Quote:
A preferred lubricating oil of this invention may comprise Group II base oil. Preferred base oils may comprise base oil that is commercially available from Chevron Corporation in San Ramon, Calif., Pennzoil Quaker State Company in Houston, Tex., Conoco in Houston, Tex., Motiva Enterprises in Houston, Tex., ExxonMobil in Irving, Tex. and Petro Canada Lubricants in Mississauga, Ontario Canada. Other base oils useful in this invention may be commercially available throughout the world from other base oil suppliers.
Quote:
When incorporated in lubricating oil, the additive formulation of this invention provides enhanced oxidation inhibition, nitration inhibition, total base retention, reduction in acid formation and reduction percent viscosity increase of lubricating oil.
Quote:
Another embodiment of the lubricating oil of this invention may comprise an additive formulation that provides the lubricating oil with 3,5-di-t-butyl 4-hydroxy phenol propionate. The hindered phenol, 3,5-di-t-butyl 4-hydroxy phenol propionate may be available commercially from Ciba Specialty Chemicals at 540 White Plains Road, Terrytown, N.Y. 10591 as IRGANOX L135.RTM. or Crompton Corporation at 199 Benson Road, Middlebury, Conn. 06749 as Naugard.RTM.PS48. IRGANOX L 135.RTM. and Naugard.RTM.PS48 are liquid high molecular weight phenolic antioxidants for use in lubricating oils.
Liquid hindered phenol is preferred.
Lubricating oil of this invention may comprise greater than about 0.2 wt. % to more than about 3 wt. % 3,5-di-t-butyl 4-hydroxy phenol propionate. Preferred lubricating oils of this invention comprise about 0.6 wt. % to about 2.5 wt. % 3,5-di-t-butyl 4-hydroxy phenol propionate.
Additional amounts of 3,5-di-t-butyl 4-hydroxy phenol propionate or additional types of hindered phenols or other antioxidants may reduce the synergistic effect of the 3,5-di-t-butyl 4-hydroxy phenol propionate and the base oil of Group II, III and IV that may be responsible for the surprising antioxidant properties presented herein in Examples 1 to 6.
Quote:
There is a difference in the lubricating oil requirements for natural gas fueled engines and engines that are fueled by liquid hydrocarbon fuels. The combustion of liquid hydrocarbon fuels such as diesel fuel often results in a small amount of incomplete combustion (e.g., exhaust particulates). In a liquid hydrocarbon fueled engine, these incombustibles provide a small but critical degree of lubrication to the exhaust valve/seat interface, thereby ensuring the durability of both cylinder heads and valves. The combustion of natural gas fuel is often very complete, with virtually no incombustible materials. Therefore, the durability of the cylinder head and valve is controlled by the ash content and other properties of the lubricating oil and its consumption rate. There are no incombustible materials to aid in lubrication to the exhaust valve/seat interface in a natural gas fueled engine. Natural gas fueled engines burn fuel that is introduced to the combustion chamber in the gaseous phase. This has a significant affect on the intake and exhaust valves because there is no fuel-derived lubricant for the valves like liquid droplets or soot. Consequently, gas engines are solely dependent on the lubricant ash to provide lubricant between the hot valve face and its mating seat. Too little ash or the wrong type can accelerate valve and seat wear, while too much ash may lead to valve guttering and subsequent valve torching. Too much ash can also lead to detonation from combustion chamber deposits. Consequently, gas engine builders frequently specify a narrow ash range that they have learned provides the optimum performance. Since most gas is low in sulfur, excess ash is generally not needed to address alkalinity requirements, and ash levels are largely optimized around the needs of the valves. There may be exceptions to this in cases where sour gas or landfill gas is used.
The invention is to be used with any basestock, though preferably a majority of group II to IV. The additive that is the invention provides the complete oxidation resistance.
Quote:
Natural gas has a higher specific heat content than liquid hydrocarbon fuels and therefore it burns hotter than liquid hydrocarbon fuels under typical conditions. In addition, since it is already a gas, natural gas does not cool intake air by evaporation as liquid hydrocarbon fuel droplets do. Furthermore, many natural gas fueled engines are run either at or near stoichiometric conditions, at which less excess air is available to dilute and cool combustion gases. As a result, natural gas fueled engines generate higher combustion gas temperatures than engines burning liquid hydrocarbon fuels. Since the rate of formation of NOx increases exponentially with temperature, natural gas fueled engines may generate NOx concentrations high enough to cause severe nitration of lubricating oil.
Quote:
The lubricating oil of this invention may comprise a minor amount of one or more hindered phenols of the general formula: ##STR1## and a major amount of at least one of Group II, III and IV base oils.
Quote:
The lubricating oil of this invention may comprise one or more of the hindered phenols described herein and Group II, III and IV base oils. A preferred lubricating oil of this invention comprises a major amount of one or more base oils from Groups II through IV and a minor amount of the hindered phenols described herein. The term "major amount" when used herein means more than 40 wt. %. The term "minor amount" when used herein means less than 20 wt. %.
One embodiment of this invention comprises an additive formulation comprising one or more of the hindered phenols described herein, one or more dispersants, one or more detergents and one or more wear inhibitors.
A preferred lubricating oil of this invention may comprise a major amount of base oils from Group II through Group IV, a minor amount of one or more of the additive formulations comprising the hindered phenols described herein, one or more detergents, one or more dispersants and one or more wear inhibitors.
Quote:
A preferred lubricating oil of this invention may comprise Group II base oil. Preferred base oils may comprise base oil that is commercially available from Chevron Corporation in San Ramon, Calif., Pennzoil Quaker State Company in Houston, Tex., Conoco in Houston, Tex., Motiva Enterprises in Houston, Tex., ExxonMobil in Irving, Tex. and Petro Canada Lubricants in Mississauga, Ontario Canada. Other base oils useful in this invention may be commercially available throughout the world from other base oil suppliers.
Quote:
When incorporated in lubricating oil, the additive formulation of this invention provides enhanced oxidation inhibition, nitration inhibition, total base retention, reduction in acid formation and reduction percent viscosity increase of lubricating oil.
Quote:
Another embodiment of the lubricating oil of this invention may comprise an additive formulation that provides the lubricating oil with 3,5-di-t-butyl 4-hydroxy phenol propionate. The hindered phenol, 3,5-di-t-butyl 4-hydroxy phenol propionate may be available commercially from Ciba Specialty Chemicals at 540 White Plains Road, Terrytown, N.Y. 10591 as IRGANOX L135.RTM. or Crompton Corporation at 199 Benson Road, Middlebury, Conn. 06749 as Naugard.RTM.PS48. IRGANOX L 135.RTM. and Naugard.RTM.PS48 are liquid high molecular weight phenolic antioxidants for use in lubricating oils.
Liquid hindered phenol is preferred.
Lubricating oil of this invention may comprise greater than about 0.2 wt. % to more than about 3 wt. % 3,5-di-t-butyl 4-hydroxy phenol propionate. Preferred lubricating oils of this invention comprise about 0.6 wt. % to about 2.5 wt. % 3,5-di-t-butyl 4-hydroxy phenol propionate.
Additional amounts of 3,5-di-t-butyl 4-hydroxy phenol propionate or additional types of hindered phenols or other antioxidants may reduce the synergistic effect of the 3,5-di-t-butyl 4-hydroxy phenol propionate and the base oil of Group II, III and IV that may be responsible for the surprising antioxidant properties presented herein in Examples 1 to 6.
Quote:
There is a difference in the lubricating oil requirements for natural gas fueled engines and engines that are fueled by liquid hydrocarbon fuels. The combustion of liquid hydrocarbon fuels such as diesel fuel often results in a small amount of incomplete combustion (e.g., exhaust particulates). In a liquid hydrocarbon fueled engine, these incombustibles provide a small but critical degree of lubrication to the exhaust valve/seat interface, thereby ensuring the durability of both cylinder heads and valves. The combustion of natural gas fuel is often very complete, with virtually no incombustible materials. Therefore, the durability of the cylinder head and valve is controlled by the ash content and other properties of the lubricating oil and its consumption rate. There are no incombustible materials to aid in lubrication to the exhaust valve/seat interface in a natural gas fueled engine. Natural gas fueled engines burn fuel that is introduced to the combustion chamber in the gaseous phase. This has a significant affect on the intake and exhaust valves because there is no fuel-derived lubricant for the valves like liquid droplets or soot. Consequently, gas engines are solely dependent on the lubricant ash to provide lubricant between the hot valve face and its mating seat. Too little ash or the wrong type can accelerate valve and seat wear, while too much ash may lead to valve guttering and subsequent valve torching. Too much ash can also lead to detonation from combustion chamber deposits. Consequently, gas engine builders frequently specify a narrow ash range that they have learned provides the optimum performance. Since most gas is low in sulfur, excess ash is generally not needed to address alkalinity requirements, and ash levels are largely optimized around the needs of the valves. There may be exceptions to this in cases where sour gas or landfill gas is used.
Tha uprising appears to have been quelled.
Originally Posted By: JHZR2
Maybe Im missing something. The invention is a set or variety of hinderd phenols.
Right, the invention was not related to base oil specifically. This was the point of this thread, said by ericthepig:
Quote:
But the bottom line remains - a grp IV was outperformed by a grp III in an oxidation test.
...with the additives that were used. This thread is mostly for the people who say "I want a real synthetic."
Maybe Im missing something. The invention is a set or variety of hinderd phenols.
Right, the invention was not related to base oil specifically. This was the point of this thread, said by ericthepig:
Quote:
But the bottom line remains - a grp IV was outperformed by a grp III in an oxidation test.
...with the additives that were used. This thread is mostly for the people who say "I want a real synthetic."
I have seem many LPG forklift engines run fine with over 20,000+ hours. Though it is a fairly easy life. Running straight 30 HDEO .Hardened valve seats hold up very good. I went through a Clarklift N.G. class really a video and a short lecture. The effects on the oil are similar to LPG except it puts out less emmisions. The majority of N.G.Engines are stationary. There are automotive conversions made. I have some muni busses run N.G. Diesel engines are multifuel engines. It is still my opinion a well additized GpII+ base oil is all thet is needed for most people. "Unless the mfg. recommends syn. oil" Though this is a whole different use N.G. there are really good used oil analysis with GpIIIs.
- Status
Similar threads
- Locked
- Sticky
- Locked