The Original Synthetic Motor Oil

Lubrication News March-July 2003

Reprinted from The Direct Line & The Action News

March-July 2003

Past issues of Auto Technology & Lubrication News

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Briefly

Senate Rejects CAFE Increase

The U.S. Senate has rejected a proposal that would require a sharp increase in corporate average fuel economy (CAFE) requirements, citing concerns over loss of auto industry jobs and limiting people's abilities to buy larger cars and SUVs. The proposal would have required fleet averages of 40 miles per gallon by 2015, up from the current 27.5 mpg requirement. An industry-supported measure turning the issue over to the Transportation Department passed, requiring the agency to consider issues from job losses and highway safety to the impact on auto manufacturers before implementing any rule changes.

Oil Reservoir Tips

Noria Corp. offers the following oil reservoir management tips:

1) To minimize contamination, do not lift access lids to check reservoir oil levels. Use external level gauges.

2) Put in quick-connect couplings for periodic flushing and filtering.

3) Tightly seal the clean-out covers and hatches. Top hatches with elevated lips help keep contamination out.

4) Hydraulic reservoirs have baffles to prevent fluid that was just returned to the tank from passing back to the pump inlet. Longer transit paths are beneficial because they encourage better heat conduction, better contamination and air separation and better mixing with the bulk fluid. The longer the flow path between the inlet and outline, the better.

5) Wiping down level gauges, sight glasses and BS&W bowls eases inspection.

Briefly

GM Trucks Experience Excess Oil Consumption

Fast lube operators are reporting a significant number of GM pickup trucks manufactured between 1999 and 2002 coming in for service with very low oil levels. GM technical service bulletin TSB 01-06-01-029B reports the problems may be related to faulty PCV valve. If a significant volume of oil can be found in the vacuum hose leading off the PCV, a new PCV valve is required. Specific vehicles affected are Chevrolet Avalanches, Suburbans, Silverados and Tahoes: Cadillac Escalades and Escalade EXTs: and GMC Denalis, Sierras, Suburbans and Yukons equipped with 4.8L, 5.3L or 6.0L V8 engines.

Dex-Cool Experiences Problems

A class action lawsuit filed in Kansas City alleges that General Motors factory-fill Dex-Cool coolant has caused rusty sludge to develop in cooling systems, leading to engine problems. The lawsuit seeks class-action status for consumers across the nation owning General Motors vehicles equipped with extended life Dex-Cool coolant. For 1996 vehicles, GM warranted that Dex-Cool could be used for five years or 100,000 miles, increasing the warranty to 150,000 miles in 1997. AMSOIL Antifreeze and Engine Coolant provides superior cooling characteristics and long-term cooling system protection for all water-cooled engines, effectively transferring heat and providing superior protection from freezing, overheating , rust and corrosion for safe and efficient engine operating temperatures.

Briefly

ILSAC Offers GF-4 Proposal

Frustrated with lack of progress in the development of the GF-4 oil specification, the International Lubricant Standardization and Approvals Committee (ILSAC) has offered a one-time, non-negotiable proposal. Although none of the group's automotive members are completely satisfied with the proposal, they support it in hopes of bringing GF-4 to fruition. Phosphorus and sulfur content are currently two of the main issues affecting GF-4 negotiations. The Japanese Automobile Manufacturers Association (JAMA) and ILSAC, recognizing the wear protection benefits of phosphorus and worried about the effects of cutting it, are proposing a minimum phosphorus level for GF-4 oils. Chemical limits for sulfur have also been proposed.

Honda Introduces New Fuel Efficient V-6 Engine

Honda Motor Co. has produced a new fuel efficient, low emission 3.0-liter V-6 engine designed to meet Japan's strict emissions and fuel economy standards. Installed in Japanese market Inspire sedans, the engine delivers up to 250 hp when acceleration, can cut back to three cylinders when cruising and delivers fuel efficiency equal to a 2.4-liter four-cylinder engine. In order to cut emissions, the engine locates high-density catalytic converters below the cylinder heads, improving gasoline exhaust emissions at low engine temperatures. Honda has no immediate plans to introduce the new engines on American vehicle models. By dramatically reducing friction, AMSOIL synthetic motor oils and drivetrain lubricants effectively improve fuel economy and curb emissions.

Auto Industry Hopes For Diesel Comeback

Automakers are set to introduce new lines of fuel efficient diesel passenger vehicles.

Oil shortages and high gasoline prices in the 1970s piqued consumer interest in diesel passenger vehicles. Sales flourished, but quickly fell as motorists found them to be unreliable, underpowered, loud and smelly. Interest in diesel vehicles in the U.S. has remained low, with diesels accounting for less than one percent of car sales in 2002. However, automakers are now set to launch new fleets of diesel vehicles, hoping Americans will give them another chance.

Diesel technology has come a long way since the 1970s. Clean, quiet and powerful diesel models in Europe have captured a 40 percent market share. Demand is so high that some American auto companies manufacture and ship diesel-powered vehicles overseas. They soon hope to be selling Americans on the clean diesel technology, which offers 30 to 40 percent improved fuel efficiency over gasoline-powered vehicles.

DaimlerChrysler plans to introduce diesel-powered Jeep Liberty models and a Mercedes E-Class sedan in the near future. The diesel-powered Liberty will cost around $2,000 more than its gasoline counterpart, but with an average 25 mpg fuel economy versus 18 mpg for the gasoline model, the price difference can be made up in about five years. Volkswagen, BMW, Ford and General Motors all plan to add new models to their diesel lineups as well.

Federal rules require auto manufacturers to meet corporate average fuel economy (CAFE) requirements of 27.5 mpg for cars and 20.7 mpg for SUVs and pickups. Automakers hope fuel efficient diesel models will help offset the low fuel economy ratings of some of their sport utility vehicles and large pickup trucks.

The renewed interest in diesel engines is linked to an intense competition within the auto industry to create an alternative to the gasoline engine that will be popular with motorists, reduce dependence on foreign oil and satisfy strict pollution requirements. Fuel efficient hybrid vehicles, incorporating a gasoline engine and an electric motor, are another option the industry has been experimenting with.

Diesel vehicles face barriers in California, New York, Massachusetts, Connecticut and Vermont, five states which have enacted emission standards stricter than the federal government's. It is uncertain whether diesels will be immediately available in those states. However, auto manufacturers are confident all 50 states will be offering diesels by 2006, the year federally mandated clean diesel fuel hits the market.

AMSOIL Synthetic Diesel Oils provide unmatched fuel economy benefits, as well as the ultimate in wear protection, for extended drain intervals. In fact, independent laboratory testing reveals that AMSOIL Series 3000 Synthetic Heavy-Duty Diesel Oil, combined with AMSOIL lubricants in the drivetrain, provides up to 8.2 percent improved fuel efficiency.

Briefly

EMA Releases Statement on Biodiesel Fuel

The Engine Manufacturer's Association (EMA) has published a technical position statement on the use of biodiesel fuel in compression-ignition engines. The association has issued the following conclusions:

• All biodiesel fuel should meet the specifications approved by either ASTM International or comparable European organizations.
• Fuels incorporating a blend of up to five percent biodiesel with petroleum-based diesel fuel should not cause engine or fuel system problems.
• Biodiesel blends may require additives to improve storage stability and performance over a wide temperature range. Seals, hoses, gaskets and wire coatings should be monitored regularly.
• Limited information exists on the effects of pure biodiesel and biodiesel blends on engine durability over various environmental conditions.
• Compared to petroleum-based diesel fuel, biodiesel fuels reduce hydrocarbons and carbon monoxide by increasing nitrogen oxide emissions. Neither pure biodiesel nor biodiesel blends should be used to improve air quality in ozone non-attainment areas.
• It is up to individual engine manufacturers to determine if the use of biodiesel fuels will affect engine warranties.

AMSOIL Sponsors North Pole Expedition

Photo courtesy of Arctic Trek 2000 & Otto Bakemeier

Arctic Trek Team to Share Journey at AMSOIL 30th Convention Members of Arctic Trk 2000 are amoung featured guests at the AMSOIL Racing Into the Future 30th Anniversary Convention July 17-19, 2003. Chris Martz is a life-long landscaper, and his teammate, Otto Bakemeier, is a self-employed advertising photographer. These hardy risk-takers have documented the obstacles and extreme challenges along more than 8,000 miles of the "frozen desert" and will share their inspirational message from their arduous journey to the North Pole. ARCTIC TREK 2000 TEAM - Chris Martz (left), Bear and Otto Bakemeier will start the last leg of their 8,000-mile journey this month.

AMSOIL INC. President and Founder A.J. Amatuzio understands the spirit of pioneerism - setting a goal and reaching for it against all odds.

That's why the company got on board with two courageous American snowmobile adventurers who are the first to traverse the Northern Hemisphere from the southern Canadian border to the North Pole.

This month they will embark on the final leg of the trek that started in 2000 when Chris Martz, Indianapolis, Ind., and Otto Bakemeier, Cancun, Mexico, decided to take the "ultimate" snowmobile trip that covers more than 8,000 miles across the "frozen desert."

Bear, a 4-year-old husky mix dog that the team found in the middle of nowhere during its last practice run in 2000, rounds out the team and does duty as polar bear sentinel. "There are good bear dogs and bad bear dogs," Martz said. "This one's an awesome one," because he barks like crazy whenever any animal comes near their camp.

They travel on Yamaha VK540 III snowmobiles. These heavy-duty machines, with a 156"x20" track, are designed for hard work and often are used by rescue teams. They're warmed from the heat of the 535cc fan-cooled twin cylinder engine and hand warmers that are standard equipment on the machines. Fuel and supplies are packed in specially designed containers, all of which is carried on 12-foot custom-built sleighs towed behind each snowmobile. The transmission has high, low and reverse.

AMSOIL Series 2000 2-Cycle Racing Oil runs in the huge machines. The team uses Series 2000 Synthetic Chain Case Oil in the transmission, Series 2000 Synthetic Racing Grease and Multi-Purpose Spray Grease, as well as AMSOIL MP Metal Protector to keep the machines running during the sometimes grueling trek.

With temperatures starting out at -50 to -60 degrees Fahrenheit, the team counts on AMSOIL's exceptional cold-start abilities. "We couldn't use anythig else," Martz said. "AMSOIL is the only thing that could get the machines started."

The first year, the team traveled more than 2,000 miles from Indianapolis, Indiana through Moosonee, Ontario to Churchill, Manitoba, Canada. In 2001 the expedition finished in Resolute, Nunavet, the northernmost rim of the North American Continent. In 2002 bad weather and ice flows prevented them from achieving their objective. The team traveled from Resolute to Tortoises in Hare Fiord and back.

AMSOIL became aware of the expedition through AMSOIL Direct Jobber Greg Landuyt of Indianapolis. Landuyt, who has helped sonsor the team from the beginning, has also assisted with the Arctic Trek website that helps students follow the team's progress.

This year's final leg begins at the Eureka, Canada, weather station, an out post on Ellesmere Island at the northernmost tip of Canada. It is manned by only eight people, who are the last humans the team expects to encounter until their return in June.

"I'm scared to death every year," Martz admits. "It's an incredible feeling, but it's incredibly dangerous."

But the danger doesn't dampen the thrill of the trek. "It's been challenging," he said, "but also rewarding. We have learned a lot about ourselves and made an unbelievable collection of friends for life."

Briefly

Hefty Price Tag for PC-10

New diesel oil category PC-10 is expected to be released by next year, but preliminary estimates predict it may cost somewhere between $10.8 and $24 million to conduct the testing matrix. According to Jim McGeehan, chairman of ASTM's Heavy Duty Engine Oil Classification Panel, the multicylinder tests that have been proposed for PC-10 will cost between $90,000 and $120,000 per test run. Five new engine tests are in development, and a sixth for catalyst aftertreatment campatibility is under consideration. The five new engine tests include:

1) The Caterpillar C-12 test, addressing iron piston deposits and oil consumption.

2) The Mack T-12 test, addressing corrosive ring and liner wear and bearing corrosion.

3) The Cummins ISB test, addressing soot-related valve train wear in slider follower designs.

4) The Cummins ISM EGR test, addressing abrasive and corrosive soot-related valve train wear in engines equipped with exhaust gas recirculation.

5) The Mack T-11 test, addressing soot-related viscosity increase.

By comparison, new gasoline engine oil category GF-4 includes just one new test, the Sequence IIIG for measuring high-temperature deposits, wear and oxidation. The cost of matrix testing is estimated at $240,000, a small fraction of the estimated cost for PC-10.

zMax Marketers to Offer Refunds

Marketers of zMax Power System agree to reimburse customers $1 million for false advertising.

In order to settle a false advertising lawsuit brought by the U.S. Federal Trade Commission (FTC), the marketers of zMax oil additives have agreed to refund $1 million to customers who purchased the product. The settlement also prohibits Speedway Motorsports Inc. and subsidiary Oil-Chem Research Corp. from making general claims regarding zMax's ability to improve fuel economy, reduce engine wear and corrosion, lower emissions and extend engine life.

Speedway Inc., owner of race tracks throughout the South and California, found a silver lining in the settlement because they are still allowed to make narrower, more specific claims, including that zMax can maintain fuel efficiency in newer vehicles and reduce wear on valve stems and guides, piston rings and skirts by reducing deposits.

The zMax Power System is a package of three separate fluids that are added to the engine, fuel line and transmission. Oil-Chem infomercials and advertisements claimed the package was guaranteed to improve fuel efficiency by at least 10 percent, reduce engine wear and corrosion, extend engine life and reduce emissions. Infomercials also included convincing spoken testimonials from motorists and race car drivers.

The FTC's 2001 complaint alleged that Oil-Chem'x claims were false and manufactured from results of a 1997 L-38 engine test. The purpose of the L-38 test is to measure the bearing corrosion protection abilities of motor oils. According to the FTC, the actual results of the test performed on zMax differ greatly from Oil-Chem's claims, declaring the test actually showed zMax caused more than twice the bearing corrosion as motor oil alone, the product is nothing more than tinted motor oil and Oil-Chem doctored the test results by removing detrimental information from the lab report.

In agreeing to the $1 million settlement, Speedway officials admitted no wrong doing. "We believed the commission's claims were unsubstantiated," said vice president and general counsed Marylaurel E. Wilks. "But it was a reasonable and prudent business decision to settle when you looked at the expense of litigating and the damage that the product's reputation would suffer had the case dragged on."

The settlement requires Speedway and Oil-Chem to mail refund offers to people who purchased zMax products through their Website or telemarketing campaigns. The companies are also barred from claiming the product increases gas mileage in general or by specific amounts, reduces engine wear, eliminates start-up engine wear, reduces corrosion, extends engine life or reduces emissions.

According to the settlement, the FTC cannot challenge Speedway's rights to make claims for which Oil-Chem provided documentation to support, including that the product soaks into metal, reduces friction, increases horsepower, dissipates heat and reduces deposits enough to maintain fuel economy and emissions in newer cars, improve or restore fuel efficiency and reduce emissions in older cars, reduce wear on valve stems and guides, piston rings and skirts and extend engine life.

An FTC spokesman indicated that the commission was unable to pursue its claim that zMax is actually tinted motor oil because the judge ruled the product's content proprietary.

The zMax settlement is the latest in a long line of false advertising settlements obtained by the FTC since the mid-1990s from aftermarket oil additive companies, including STP, Dura Lube and Slick 50. Penalties have ranged from less than $1 million to $10 million. Other additive companies, including Prolong, Motor Up and Valvoline, have settled without fines on the promise of halting all unsupported performance claims.

AMSOIL discourages the use of aftermarket lubricant additives. AMSOIL synthetic lubricants are formulated with the finest quality synthetic basestocks and additive systems on the market, providing optimum protection and performance. Aftermarket additives cost motorists money and only detract from the quality of AMSOIL synthetic lubricants.

Briefly

Automobile Sales Holding Steady

Auto dealers continue to order a steady supply of new vehicles, despite uncertain economic times and the war in Iraq. "We're not forecasting any large increase, but, again we're not forecasting a large decrease," said Michael Kennedy, co-owner of Kennedy Auto Group in suburban Philadelphia and chairman of the Ford dealer council. Many auto dealers are counting on consumer resiliency to keep sales up. Fred Selz, general sales manager at Heritage Cadillac-Oldsmobile in Morrow, Ga., has increased orders 15 percent from last year. "There are all kinds of uncertainty in the air, but our sales are actually pretty good right now," says Selz. "I'm ordering cars with a positive attitude that business is going to continue as it has been." Analysts seem to agree. David Healy of Burnham Securities Inc. in New York projects only a four percent dip in March sales compared with March 2002, while Merill Lynch analyst John Casesa estimates a five percent dip. "Demand looks sloppy, but higher than dire midmonth expectations," says Casesa.

Packing Roller Bearings

Jason Throop, maintenance planner with Sara Lee Corporation, offers some valuable advice for hand packing roller bearings: Wear disposable food-grade gloves. Not only will they keep your hands clean of grease, they will prevent the spreading of particles and chemicals from your hands to the bearing. Placing freshly packed bearings back into their original wrapping also prevents exposure to outside contaminants.

Protection for Four-Stroke Outboards

Four-stroke outboard motor manufacturers call for oils offering greater wear and rust protection.

Ever-increasing attention to the environment has prompted recent changes in outboard motors. In 1996, the United States Environmental Protection Agency (EPA) mandated outboard engine manufacturers to reduce hydrocarbon emissions across their product lines 75 percent by 2006. In order to meet this requirement, manufacturers have been focusing their efforts on cleaner two-stroke direct fuel injection (DFI) and four-stroke technology, and consumers have welcomed the quieter, more fuel efficient, low pollution motors. Two-stroke DFI engines have been designed to use modern two-stroke oils but with no official lubricant specification for four-stroke outboard motors, what is the best type of lubricant to run in them?

Manufacturers of conventional automotive motor oils have found it necessary to continually tweak their formulations in order to meet the latest American Petroleum Institute requirements. However, oils formulated with reduced antiwear agents such as ZDDP and lower viscosities are of significant concern to out board engine manufacturers, saying outboard motors require greater wear protection and better bearing durability than automobiles.

Outboard motors are exposed to excessive wear. While automobile engines normally operate at around 2,500 rpm, outboard motors can run twice as fast. Often, they are left idling for long periods of time, during which the engine runs cold and fuel slips by the rings and dilutes the oil. Consequently, manufacturers are calling for oils that offer exceptional wear protection at both full throttle and idle.

Outboard manufacturers are also greatly concerned with rust prevention. The air at sea is saturated with corrosive salt that causes rust. In addition, as boats sit unused, it doesn't take long for internal engine parts to corrode and begin rusting. Outboard motor manufacturers want four-stroke oils that offer higher levels of rust inhibitors than automotive engine oils.

Because automobiles and outboard motors have conflicting lubrication needs, outboard manufacturers have been working with the National Marine Manufacturers Association (NMMA) to develop a four-stroke oil standard for outboard motors. It is expected to be finalized by mid-year.

AMSOIL Formula 4-Stroke Synthetic Motor Oil is the ideal lubricant for four-stroke outboard. It ensures unsurpassed protection and performance in the most severe operationg conditions, while its robust dispersant/detergent additive package effectively suspends harmful combustion by-products and maintains the lubricant's protective viscosity grade.

In addition, AMSOIL Formula 4-Stroke Synthetic Motor Oil is formulated with top quality rust inhibitors, protection equipment from corrosion and rust, even during equipment storage.

Briefly

Gas Prices Reach All-Time High

With the national average price for unleaded gasoline reaching $1.73 a gallon, U.S. gasoline prices have reached an all-time high, eclipsing the mark set two years ago. Crude oil supplies are at their lowest level in almost 30 years, making it uncertain when prices will decline. Over the past year, crude oil prices have jumped 39 percent, with a 28 percent increase since a December strike in Venezuela significantly strained supplies. The conflict in Iraq has also played a large part in surging oil prices. The reduction in crude oil supplies comes at the same time as the nation's shift to the spring and summer driving seasons, when gasoline prices normally increase as refineries switch to different blends. Thus far, the nation's demand for fuel has remained constant despite the increasing prices.

Unshackled

Lubes-n-Greases Automotive Editor David McFall praises AMSOIL for its extended drain capabilities

AMSOIL founder A.J. Amatuzio coined the phrase "extended drain interval" back in 1972 with the introduction of AMSOIL 10W-40 Synthetic Motor Oil, formulated for 25,000-mile/one-year drain intervals. Not only was AMSOIL motor oil the first synthetic oil to pass American Petroleum Institute (API) service requirements, AMSOIL INC. was the only motor oil company promoting oil drains beyond 3,000 miles.

Today, motorists are still bombarded with propaganda from the major oil companies promoting 3,000 mile oil changes. However, the industry is slowly but surely coming around. Vehicle manufacturers typically suggest 5,000 to 7,500 mile intervals in their owners manuals, and many manufacturers have also started incorporating oil life monitors into their vehicles, allowing motorists to safely extend drain intervals by monitoring oil life and alerting drivers when the oil needs changing. Competing oil companies have also begun marketing their own synthetics, some claiming service lives extending beyond 3,000 miles.

Lubes-n-Greases Automotive Editor David McFall, once with the American Petroleum Institute, recently tackled the issue of extended drain intervals in his March column, criticizing the standard 3,000-mile oil change and referring to the American motor oil market as "shackled."

"In Europe the average engine oil drain interval for current gasoline-fueled cars is about 10,000 miles," explains McFall. "In the United States, indicates the Automotive Oil Change Association, the average drain interval followed by most drivers is somewhat less than 5,000 miles -- one half of Europe's."

"Every year in the United States, this too-short drain interval results in the unneeded production of 300 million to 400 million gallons of engine oil; excess consumer expenditures of around $1.5 billion; and tens of millions of unnecessary oil changes."

Not only are these unnecessary oil changes an expense to consumers, explains McFall, but they have an environmental cost as well. "The added environmental cost of having an average 5,000-mile oil drain interval (instead of 10,000 miles, as in Europe) may be nearly 100 million gallons of engine oil being dumped, untreated, into the U.S. environment annually."

McFall's examination of Mobil 1, Shell and AMSOIL demonstrates the differences among companies who are shackled to the current system and one who isn't.

According to an ExxonMobil spokesperson, "Car owners should follow the oil change intervals specified by the manufacturer. We believe it is inappropriate to recommend drain intervals that may conflict with those set forth by the car manufacturer's specifications."

"Here, in a nutshell," says McFall, "is this observer's take on ExxonMobil's and the oil industry's 'owner's manual' position: It is designed solely to increase motor oil sales." He backs it up by mentioning that Mobil 1 SuperSyn motor oil claims to meet European ACEA A5 and B5-02 specifications, two specifications intended to extend oil drain intervals. "If the oil can be used in Europe for extended drain intervals, why doesn't ExxonMobil notify U.S. consumers of that capability?" asks McFall.

Although Shell Oil Products, owner of Pennzoil-Quaker State, has broken through the shackles enough to offer an API unlicensed oil specially formulated for higher mileage engines, they make no mention of a recommended drain interval, preferring instead to avoid the issue and keep consumers in the dark.

In his look at AMSOIL, McFall marvels at the success of the independent motor oil company that offers drain intervals up to 11 times longer than the standard interval offered by conventional oils, saying, "Purists can sniff that AMSOIL's data isn't derived from a controlled field study, but the sheer mountain of vehicle miles over three decades, and the absence of any confirmed performance, wear or maintenance issues, speaks volumes."

McFall highlights the true value of AMSOIL synthetic motor oils, mentioning that the price is "two to three times higher than most retail conventional oils but if you can securely count on a 15,000-mile to 25,000-mile drain interval, it's a flat-out bargain, not to mention providing a clear environmental bonus."

So, what is it that allows AMSOIL motor oils to be used for extended drain intervals, while other oils must be changed significantly sooner? First, the synthetic base stocks with which AMSOIL motor oils are formulated are worlds apart in quality compared with conventional base stocks. The synthetic molecules are uniform in size and shape, resisting the vaporization that boils off the smaller molecules of conventional motor oils and leaves behind a thicker, higher viscosity oil that compromises engine protection. AMSOIL motor oils surpass even the most stringent European volatility standards, providing superior protection for extended drain intervals.

Second, AMSOIL spares no expense when it comes to additives, selecting the most robust additive packages on the market. These additives keep AMSOIL motor oils shear stable, resist the degrading effects of varnish and sludge, keep engine components clean and deposit-free and effectively resist rust, corrosion and foaming.

VI Improvers

Top quality viscosity index (VI) improvers are essential to the extended drain capabilities of AMSOIL motor oil, ensuring the lubricant maintains its protective viscosity for the duration of the drain interval. While conventional motor oils thin out, lose protective viscosity and ability to prevent wear over time, AMSOIL motor oils effectively withstand shearing forces and maintain their protective viscosities for extended drains.

Total Base Number (TBN)

Combustion creates damaging fuel, soot and water by-products that form sludge and varnish deposits on critical engine components, clogging oil passages, restricting oil flow and causing vital engine components to stick and malfunction. The higher a motor oil's TBN, the better its ability to neutralize acids and prevent the formation of sludge and varnish. AMSOIL motor oils are formulated with significantly higher TBN's than conventional oils, preventing corrosion, rust and the other harmful effects of sludge and varnish for extended drain intervals.

Detergent/Dispersants

AMSOIL motor oils are formulated with high quality detergent/dispersant additives, preventing combustion by-products from combining to form larger, more harmful particles. Combustion by-products are kept dispersed within the crankcase until they are removed by the oil filter, keeping engines clean and deposit-free for extended drains.

By using only the highest quality synthetic base stocks and additives available, AMSOIL motor oils are capable of extended drain intervals, all while maintaining performance, providing long-term wear protection and fuel economy, keeping engines clean and deposit-free, providing cold weather starts and protecting against rust and corrosion.

Briefly

International Foresees More Expensive Diesel Engines

The next round of EPA emission regulations is set ot go into effect in 2007, and according to International Truck and Engine Corp., the laws will likely force diesel engines to become more complex, more expensive and less efficient. According to chief technical officer patrick Charbonneau, International will meet the 2007 standards if low-sulfur fuel is readily available. Modern diesel fuel has a sulfur content of about 300 parts per million, while future clean diesel engines will require fuel comprising 15 parts per million. Charbonneau pinpointed five key areas on which International will focus in order to meet future standards:

• Fuel injection systems enabling as many as five injections per piston stroke
• Turbochargers that work at a wider rpm range
• Reconfigured comfustion chambers that reduce in-cylinder emissions
• Electronics that take greater control of fuel and exhaust management
• Aftertreatment devices that prevent soot and pollution from leaving the tailpipe

The new emission-reducing technologies will be incorporated into both light- and heavy-duty diesel engines, and International claims they are exploring ways to keep cost increases to a minimum.

AMSOIL Synthetic Diesel Oils effectively cut costs by improving fuel efficiency, extending oil drain intervals and reducing maintenance expenses.

Taking on the 3,000-Mile Drain Interval

Lubes-n-Greases Automotive Editor David McFall recently took a cynical look at the standard 3,000-mile oil change.

Lubes-n-Greases Automotive Editor David McFall explored the issue of API certified oils and 3,000-mile drain intervals in his February 2003 column, explaining that the automotive and lubricants industries joined forces a decade ago to form a new quality program for gasoline motor oils. Oils meeting a set of minimum requirements were allowed to display the API Certification Mark, or starburst. Automobile manufacturers favored the new system because it provided a simple, almost foolproof way to ensure their customers use the correct oil in their engines, while significantly decreasing the likelihood of customers purchasing substandard oils.

The lubricants industry also became a strong supporter of the system. "It leveraged the starburst's single, one-size-fits-all quality level to deflect attention from the feasibility of technically sound quality tiers," explains McFall. "After all, such tiers might lead to premium, higher-performing products with extended drain capabilities."

By avoiding specific motor oil quality tiers during the oil quality upgrade process, the industry has avoided the issue of extended drain intervals and concentrated its ifforts on promoting 3,000 mile oil changes. McFall, once employed by the American Petroleum Institute, sees the 3,000-mile propaganda as a disservice to consumers.

"Wrapped tightly inside the industry-coerced 3,000-mile straitjacket, consumers get suckered into frequent drain intervals and millions of unnecessary oil changes," explains McFall. "The environmental cost of short drain intervalsis measured in the tens of millions of wasted gallons of used engine oil, much of it dumped untreated into the environment annually."

In Europe, extended drain intervals have flourished under a quality tiered engine oil certification system, averaging 10,000 miles. In fact, original equipment manufacturers (OEMs) in Europe encourage extended drains if higher quality oil is used.

AMSOIL Synthetic Motor Oils are formulated to exceed not only the one-size-fits-all minimum quality standards of API, but also the most stringent worldwide specifications, providing the ultimate in wear protection and performance for drain intervals of up to 35,000 miles or one year. McFall will be covering the success of AMSOIL INC. in an upcoming column.

Briefly

Obsolete Motor Oil For Sale

The Standards Division of the North Carolina Department of Agriculture and Consumer Services has issued a stop sale order on Starbrite 10W-30, 10W-40 and 20W-50 motor oils sold at Bi-Lo Food Stores. Manufactured by Kinpak, Inc. of Montgomery, Ala., Starbrite 10W-30 and 10W-40 motor oil labels claim the oils "meet or surpass API Service SA, SB." When informed that API Service SA and SB specifications are about 35 years obsolete, Peter Dornau, President of Starbrite/Kinpak, Inc., responded, "The product and labeling was ordered by Bi-Lo. We gave them a price and blended what they asked for." The Standards Division recalled the motor oils for failing to meet SAE cold cranking specifications and kinematic viscosity specifications.

Note: Oils bearing the obsolete ratings listed above are for sale in many convenience stores, dollar stores, etc. everywhere. The 2 or 3 paragraphs in your owner's manual dealing with oil ratings to meet your warranty are minumum standards! They are simple, but important.

Auto Industry Responds to Federal Fuel Economy Proposal

American automakers responded to a federal proposal to raise fuel economy standards for trucks by 1.5 miles per gallon by claiming regulators overestimated the auto industry's ability to meet the new standards. According to General Motors, the cost of meeting those regulations would cost the company $1 billion and force them to cut weight from their trucks, making them less safe. "We believe that a more accurate assessment of our capabilities will show that the proposed standards are significantly too high," said GM. The auto industry's lobbying group contends that the National Highway Traffic Safety Administration (NHTSA) underestimated the cost of improving fuel economy, while overestimating the benefits.

Continued Growth Predicted for Synthetics

Synthetic motor oil, transmission and hydraulic fluids to grow 7.2 percent annually for the next four years.

According to the latest study from the Freedonia Group, demand for synthetic lubricants and functional fluids will rise 7.2 percent annually for the next four years. Demand for synthetic engine oils, hydraulic and transmission fluids, metalworking fluids and dielectric fluids grew from $829 million to $1.2 billion from 1996 to 2001. Freedonia expects the growth to continue, with the market reaching $1.67 billion by 2006. The healthiest growth is expected for synthetic hydraulic fluids, transmission fluids and engine oils, with growing use of Group III and PAO base stocks.

Freedonia pinpoints specific supply and demand factors that will contribute to the growth. Increased performance standards for automotive and industrial lubricants, including the upcoming introduction of GF-4 motor oils next year, will spur demand for high performance lubricants. Ever increasing environmental regulations are also expected to boost demand for synthetics.

The study predicts very strong growth for oils formulated with Group III base stocks due to their ability to approach PAO performance at lower cost. Oils formulated with PAOs, esters and other Group IV base stocks are also expected to continue growing strong.

Specifically, demand for synthetic hydraulic and transmission fluids will grow 9.3 percent annually through 2006, while demand for synthetic engine oils will increase 8.1 percent annually, with the strongest growth seen in the heavy-duty market. Synthetic metalworking fluids will see annual growth of 5 percent, while synthetic dielectric fluids wil grow 5.7 percent.

A 2.2 percent annual growth rate is expected in the heat transfer fluid market, which accounts for 46 percent of synthetic fluid demand in the United States. Over 90 percent of the high- and low-temperature heat transfer market is already using synthetics such as glycols in vehicles, process industries, energy generation and as a factory fill in new equipment.

AMSOIL Inc. introduced the first synthetic motor oil in 1972, offers a complete line of superior quality synthetic lubricants and continues to set the benchmark for quality and performance.

AMSOIL Motor Oils Provide Unsurpassed Protection for Old and New Engines

Valvoline is reporting a dramatic increase in sales volume, especially for premium products. In fact, Valvoline's total operating income has increased a full 36 percent over the past year, jumping from $11 million to $15 million. Sales for MaxLife motor oil, introduced two years ago as a lubricant for higher mileage engines, has sold particularly well, growing at a 43 percent rate.

Valvoline claims it was the first company to produce a motor oil specifically formulated for higher mileage engines, but does Valvoline MaxLife really provide unique protection for higher mileage engines? Are all the consumers who are purchasing MaxLife really getting their money's worth, or are they just buying into marketing hype?

High mileage engines often lose compression, the gaskets become brittle, the rings wear and valves do not seal as tightly. However, these problems are most commonly associated with engines running conventional oils. MaxLife supposedly combats problems such as increased oil consumption, reduced fuel economy, decreased performance and more rapid oil breakdown. However, these problems can be avoided by running a high quality synthetic motor oil. By using a premium synthetic from the beginning, these problems may never be an issue.

Benefits such as these are nothing new for AMSOIL users. AMSOIL motor oils effectively condition seals, keep oil consumption to an absolute minimum, resist oil breakdown and deposit formation and permit easy engine cranking and quick starts in the coldest temperatures, all while keeping friction and wear to a minimum for extended drain intervals.