Foaming and air entrainment in lubricating oil circulation systems are more common than you might think. Left unchecked, they can lead to serious operational issues such as fluctuating oil pressure, oil pump cavitation, excessive oxidation, and even machine breakdowns. Understanding the causes of foaming and how to manage it effectively is crucial for maintaining optimal lubrication and system performance.

Why Does Lubricating Oil Foam?
Most lubricating oils are formulated with antifoam additives to minimize foaming. However, contrary to what their name suggests, foam inhibitors don’t prevent air bubbles (aeration) from forming in circulating oil. Instead, these additives (often silicone-based) reduce the surface tension of air bubbles, causing them to rupture and merge into larger bubbles that rise quickly to the oil’s surface and dissipate, as illustrated below:

Measuring Foam in Lubricating Oil
The foaming tendency and stability of a lubricant are typically tested using the ASTM D892 test method, which consists of three sequences:
• Sequence I: Measures foaming tendency and stability at 24°C.
• Sequence II: Measures foaming tendency and stability at 93.5°C.
• Sequence III: Conducted at 24°C, but on the same fluid that was tested in Sequence II.

The results are reported in a two-number format, e.g., 20/0, where the first number indicates foam tendency (in milliliters) after five minutes of aeration, and the second number represents foam stability after a ten-minute settling time. Ideally, new oils should have a maximum foam tendency of 10 to 50 mL and 0 mL foam stability after the settling period.

This photo of two oils was taken during the five-minute aeration period of the ASTM D892 Foam Test. Excessive foam formation can be seen on the surface of the oil on the left which contained no antifoam additive. The oil on the right was fortified with a foam inhibitor and exhibits negligible foam formation. The photo also shows the larger oil bubbles (that migrate to the surface more readily) in the oil with the antifoam additive.

Although the majority of lubricating oils are formulated with antifoam additives, foam and air entrainment problems are quite common and are usually hard to treat. Traditionally the standard procedure was to run an ASTM D892 foam test on the offending oil, and then indiscriminately add an aftermarket antifoam additive. Generally, foam went away quickly, only to return shortly afterwards. More antifoam was added, and the cycle was repeated until the system became so overloaded with foam inhibitor that the oil had to be dumped. Today, there are more practical methods of establishing and treating the source of foam problems and it is therefore usually unnecessary to use aftermarket antifoam additives.

What Causes Foaming and How to Fix It?
Even though most lubricants contain antifoam additives, persistent foaming issues can still occur. The root causes vary but often include:
✅ Water Contamination: Even small amounts of water in oil can promote foaming. ✅ Solids Contamination: Dirt and debris disrupt oil flow and encourage foam formation. ✅ Depleted Foam Inhibitor: Excessive fine filtration can strip oils of their foam inhibitors. ✅ Mechanical Issues: Leaks, excessive turbulence, and air leaks in pumps can aerate the fluid. ✅ Incorrect Oil Level: Overfilling or underfilling the sump can create foaming problems. ✅ Cross-Contamination: Mixing different lubricants can lead to foaming. ✅ Grease Contamination: Grease entering the oil can alter its foaming properties. ✅ Too Much Antifoam Additive: Overuse of aftermarket foam inhibitors can cause more harm than good.

How to Troubleshoot Foaming Issues
Traditionally, foaming issues were tackled by repeatedly adding aftermarket antifoam additives—only for the foam to return soon after. Today, a more strategic approach is recommended:

1. Test the Oil: Conduct a foam test to assess the severity of the issue.
2. Identify the Root Cause: Use a process of elimination to determine the likely culprit.
3. Take Corrective Action: Address contamination, mechanical faults, or fluid compatibility issues.
4. Avoid Overuse of Antifoam Additives: Instead of continuously adding foam inhibitors, resolve the underlying cause.

Need Expert Advice?If you’re facing foaming issues or any other lubrication challenges, our experts are here to help. Drop us an email at info@bcl.co.za, and we’ll provide tailored solutions to keep your equipment running smoothly.

Engine oil deterioration and deposits: what you need to know!

In our previous blog, we explored the issue of soot in engine oil, which sparked a wave of questions about engine oil deterioration and deposits—specifically sludge and varnish. Let’s dive into how these unwanted by-products form and how they impact your engine.

Why Are Engine Deposits Increasing?
Modern engines are all about efficiency and lower emissions, but these advances come at a cost. Engines now run hotter to improve thermal efficiency, oil drain intervals are extended, and sump sizes are reduced to make engines lighter and more compact. Add to this tighter aerodynamics that reduce airflow around the engine, and you’ve got a recipe for added stress on your engine oil.

Fuel economy demands have also led to the widespread use of lower viscosity oils. While great for efficiency, these thinner oils break down more easily at high temperatures. That’s where the NOACK Volatility Test comes in—it measures how much oil evaporates under heat. When oil evaporates, the remaining fluid thickens, leading to poor circulation, reduced fuel economy, increased oil consumption, and even more wear and tear on your engine.

Sludge vs. Varnish: What’s the Difference?

Both sludge and varnish are by-products of oil degradation, but they differ in appearance and impact.

Sludge is a soft, black deposit that forms in your engine’s oil system. It’s primarily made up of oxidized oil, water, and soot from incomplete combustion. As oil oxidizes—especially when exposed to heat and air—it thickens and forms acids. These acids corrode engine metals, while the sludge increases oil viscosity, eventually turning it into a gel-like substance that blocks oil flow.

Diesel engines are particularly vulnerable because soot from partially burned diesel mixes with the oil, accelerating sludge formation. Once the oil additives are depleted, the sludge hardens and sticks to engine components, restricting circulation and cooling. This can lead to excessive wear or even catastrophic engine failure.

Sludge often starts accumulating in the top end of the engine (under the valve cover) as shown in Figure1 and in the oil sump (Figure 2). If it clogs the oil siphon screen (Figure 3), oil flow stops, leading to inevitable engine failure. The oil level may look fine but the engine is actually being damaged with every revolution of the crank as the engine loses oil pressure and is no longer lubricated effectively. This is a serious issue for many cars built since 1996, hence the introduction of OEM oil specifications such as VW 505.00 and MB 229.3.

Varnish, on the other hand, is a thin, sticky film that forms on internal engine parts. Unlike sludge, varnish is hard and non-wipeable. It results from the gradual oxidation of oil at high temperatures. As oil passes over hot engine surfaces, it oxidizes a little more each time, depleting antioxidant additives and leading to the formation of insolubles. These eventually stick to metal surfaces, creating varnish. Varnish can cause moving parts to stick, leading to malfunctions, excessive wear, and even component seizure (see Figures 4, 5 and 6. It’s often referred to as lacquer, pigment, gum, or resin in the industry.

Other Factors Accelerating Oil Deterioration
• Poor Filtration: Contaminants, wear particles, and water can build up, degrading the oil and accelerating additive depletion.
• Wear Debris: Metals like copper act as catalysts, promoting oxidation.
• Foaming: Contaminated oil can foam, reducing its ability to lubricate effectively.

The Solution: Advanced Lubricant Technology
At Blue Chip Lubricants, we understand the challenges modern engines face. That’s why our high-performance Q8 engine oils are formulated with cutting-edge additive technology designed to combat sludge and varnish. Our oils help minimize deposit formation, ensuring your engine stays cleaner and runs longer.

Need Expert Advice?
If you have questions about lubrication or need help selecting the right oil for your engine, reach out to us at info@bcl.co.za. Our team of experts is ready to assist you in keeping your machines running smoothly.

Stay tuned for more insights on keeping your engine healthy and efficient

Soot is a by-product of combustion and is present in all used engine oils. Soot is generated as a result of incomplete fuel combustion in engines. When the air and fuel mixture that powers the engine fails to burn completely there is leftover matter – partially burned fuel which is generally known as soot. It is a common misconception that soot does not occur in petrol engines, but it does. Soot is, nevertheless, not such a big problem in petrol engines because they combust fuel more effectively than diesel burners. There are several reasons why soot is a serious problem in diesel engines.

To start off diesel fuel is ‘heavier’ than petrol and does not burn as readily as petrol. Secondly, the fuel/air mixture in a petrol engine is ignited by an electric discharge at the spark plug. In a diesel engine the fuel and air ignite spontaneously (auto-ignition) as a result of the high pressure and temperature in the combustion chamber. Furthermore, diesel is only injected into the compressed air in the combustion chamber towards the end of the compression stroke, resulting in poor mixing of the diesel and air. This creates fuel-dense, oxygen lacking ‘pockets’ that produce soot when ignited. Some of this soot comes into contact with the oil film on the cylinder liners. As the piston moves down, soot that is trapped in the oil film is scraped down into the oil sump by the oil control piston ring.

Soot can also reach the oil in the sump via blow-by, i.e. the leaking of partially burnt fuel and combustion gases past the piston rings into the crankcase. This occurs more frequently in engines with worn piston rings. Other factors that can lead to abnormal soot loading of the oil are:
• Frequent stop/start operations.
• Extended periods of idling.
• Incorrect injector spray patterns.
• Rich fuel/air mixtures.
• Blocked air filters.

Individual soot particles are minute and impose little danger to the oil and engine. The soot particles, however, have the tendency to agglomerate (clump together) and form larger clusters. These large clumps of soot can cause damage to the engine, but the dispersant additives in engine oil prevent them from agglomerating and keep them finely suspended in the oil.

When the soot concentration in engine oil reaches a level that can no longer be dissolved by the dispersant additive, the soot particles clump together to form sludge.

The sludge attaches itself to engine surfaces, impedes oil flow through the oil filter as well as the engine and increases oil viscosity with the following devastating results:
• Agglomerated soot negatively impacts the performance of anti-wear lubricant additives and leads to accelerated engine wear.
• Build-up of soot and sludge in the grooves behind piston rings causes rapid wear of the rings and cylinder walls.
• High viscosity results in cold-start problems and risk of oil starvation. This often results in premature engine failure.

Blue Chip Lubricants and Q8 heavy duty diesel engine oils are formulated with the latest generation dispersant additives to keep increased concentrations of soot in suspension for extended periods of time. The formation of soot in modern diesel engines is an ever-increasing reality but the advanced additive technology in our engine oils minimises soot induced wear, controls sludge build-up and resists oil thickening associated with high soot levels.

If you have any questions concerning lubrication, our experts are at your disposal and ready to provide you with advice and guidance. Simply mail us at info@bcl.co.za and put us to the test. You can trust us to take care of your lubrication requirements which will allow you to concentrate on your core responsibilities – managing your assets.

If you take a close look at the label on a two-stroke (2T) oil container, it is very likely that you will come across specifications such as API, ISO/Global and JASO. In this final issue of our three-part blog series on 2T oil, we will endeavour to explain what this is all about and how to select a suitable lubricant for a specific two-cycle engine.

If you take a close look at the label on a two-stroke (2T) oil container, it is very likely that you will come across specifications such as API, ISO/Global and JASO. In this final issue of our three part series on 2T oil we will endeavour to explain what this is all about and how to select a suitable lubricant for a specific two-cycle engine.

The American Petroleum Institute (API) was the first organisation to define a classification system for 2T oils. Of four originally proposed API two-cycle classifications, only one (API TC) is current. Two (API TA and TB) are obsolete, never having been developed further than proposals. The fourth (API TD for water-cooled 2T outboard engines) has been superseded and is no longer recommended.

API TC: These oils are designed for various high-performance engines, typically between 200 and 500 cc, such as those on motorcycles with high fuel-oil ratios. These oils address ring-sticking, pre-ignition and piston/cylinder scuffing problems.

Japanese motorcycle manufacturers found the limits demanded by the API TC specification too slack. API TC oils produced excessive smoke and could not prevent exhaust blocking in high performance Japanese 2T engines. In response the Japanese Engine Oil Standards Implementation Panel (JASO) introduced the following specifications:

JASO FA: Original specification to regulate lubricity, detergency, initial torque, exhaust smoke and exhaust system blocking. These are medium to high ash mineral based 2T oils.JASO FB: Provides increased lubricity and detergency, reduced exhaust smoke and exhaust system blocking compared to FA. They do not require any synthetic base oils to meet specifications.

JASO FC: Lubricity and initial torque requirements same as FB, however, far higher detergency, exhaust smoke and exhaust system blocking requirements over FB. These oils may be described as semi-synthetic, low ash lubricants.

JASO FD: Same as FC but with more demanding detergency requirements. Qualifying lubricants are synthetic or semi-synthetic, extreme temperature, anti-scuff, high lubricity, low smoke, and low ash oils.
During the mid-1990s it became clear that the JASO Specifications could not satisfy the requirements of the high performance European two-stroke engines of the time. The International Organization for Standardization (ISO) classifications listed below were developed to address these shortcomings. The ISO basis is the corresponding JASO standard plus an additional three-hour Honda test to quantify piston cleanliness and detergent effect.

ISO-L-EGB: Same requirements as JASO FB plus the piston cleanliness test. It is generally accepted that API TC rated oils are equivalent to these oils. They do not require any synthetics to meet specifications.

ISO-L-EGC: Same requirements as JASO FC plus the Honda piston cleanliness test. These oils are high lubricity and high detergent, low smoke, semi-synthetic, low ash lubricants.

ISO-L-EGD: Same requirements as JASO FD plus the test for piston cleanliness and detergent performance. These lubricants are internationally recognized as the highest performance air-cooled 2T oils available in the market place. Qualifying lubricants are synthetic or semi-synthetic, extreme temperature, anti-scuff, high lubricity, low smoke, low ash oils.

Low Ash detergent additives are used in higher performance JASO and ISO 2T oils. These oils are designed for air-cooled, high-performance engines that operate under severe load and high temperature conditions. Low Ash detergents keep deposits to a minimum at high temperatures. After these compounds have performed their task, they burn off and are swept away during the normal combustion process. Ash type detergents depend on higher combustion temperatures to clear away. Consequently, the use of high-performance air-cooled oils in water-cooled outboard or other mildly tuned 2T engines operating at lower temperatures is NOT recommended.

Two-stroke water-cooled outboard motors operate at much lower temperatures than their air-cooled counterparts and are ‘allergic’ to ash type oils. The National Marine Manufacturers Association (NMMA) has very specific lubrication requirements for water-cooled two-stroke marine outboard engines. Ashless oils conforming to NMMA TC-W3 specifications are the only lubricants recommended for use in all 2T outboard motors these days. TC-W3 superseded the NMMA TC-W & TC-WII specifications. It is also important to note that oils designed to meet TC-W3 requirements are not suitable for high performance air-cooled two-stroke engines.

Equally important as the oil specifications is the fuel and oil mixing ratio. Always mix the fuel and 2T oil exactly as the engine manufacturer recommends. Adding too much oil can lead to early ring sticking and plug fouling, whilst too little may result in a lack of lubrication, mainly piston scuffing.

Blue Chip Lubricants and Q8Oils have a complete range of two-stroke oils for a wide variety of 2T engines. If you have any questions concerning two-cycle engine lubricants, our experts are at your disposal and ready to provide you with advice and guidance. Simply mail us at info@bcl.co.za.

When it comes to two-stroke or two-cycle (2T) engine oil every two-stroke enthusiast is an ‘expert’. Some old-timers still believe castor based 2T oil is a gift from heaven, while lots of fanatics can’t resist the ‘pleasing’ aromatic odour of mineral oil being burned in an engine and these days many 2T buffs swear by synthetics. Amid all these opinions there still is a lot of smoke and mirrors and plenty of spin around the subject. In this article we will endeavour to clear some of the fallacies surrounding two-stroke oil.

Compared to four-stroke engines, two-stroke engines have far less moving parts. They are therefore less expensive to build, more compact and significantly lighter. 2T engines generally also have a higher power-to-weight ratio than four-strokes. For these reasons, two-stroke engines are ideal in applications such as lawn mowers, chainsaws, grass and hedge trimmers, outboard motors, microlight airplanes, karts, off-road motorcycles and two-wheel racing applications.

2T engines come in a variety of sizes and designs, ranging from tiny little engines for model airplanes to powerful marine outboard motors. Traditionally two-stroke oil was mixed with the petrol, but many recent designs pump the lubricant from a separate tank into the engine. These designs are often referred to as auto-lube systems. It is still a total-loss system with the oil being burnt with the fuel in the same way as in pre-mix systems.

Considering that 2T engines are lubricated by a mere whiff of oil introduced into the engine in vapour form, two-stroke engine oil must have excellent lubricity. 2T oils must also be clean burning since the oil is combusted with the fuel/air mixture. In bygone days castor-based oils were the preferred lubricant for two-stroke engines due to its high film strength and “wetting ability” (the capability of the oil to spread out on metal surfaces). In addition, the chemical structure of castor oil allows it to polymerise at high temperatures to form a sticky wax type material, often referred to as castor varnish. This wax has lubricating properties. In the event of oil starvation, the wax separates the metal surfaces for a short period of time.

The down side of castor oil is it that does not burn completely. This results in fouled spark plugs, combustion deposits, piston rings sticking in their grooves and excessive smoke. Furthermore, in modern engines where tolerances between parts are much finer, the build-up of castor varnish can lead to degradation in engine performance.

Modern two-stroke engine oils are generally blended using one of the following three base fluids:
Mineral Oils are primarily used for lower performance 2T engines. These oils are good rust preventatives and have great lubricating properties. Mineral oil does not burn all that well and leaves deposits behind when it does burn. Typically, a 2T engine running on mineral oil will have gummy deposits in the ring groves and burnt carbon in the exhaust port and on top of the piston. This is a pretty big deal in modern two-stroke engines as gummy parts, fouled spark plugs and carbon deposits mean less performance and more maintenance.

Synthetic Fluids offer the best of everything, including good lubricity and superb combustion properties. With little of the mess that petroleum-based oils normally deposit, synthetics leave a much
cleaner engine and therefore maintain maximum engine power for extended periods of time. Synthetic oils also produce much less smoke, but they come at a price premium.

Mixtures of Mineral and Synthetic (Semi-Synthetic) Oils are a compromise that meets in the middle. Semi-synthetics cost less than full synthetic oils. They offer reasonably good combustion and lubrication properties at a more realistic price.

The prime function of two-stroke oil is to lubricate (i) the main bearings on the ends of the crankshaft, (ii) the big- and small-end bearings of the piston connecting rod and (iii) the cylinder walls. To prevent deposit formation in the combustion chamber and on the piston, there is no traditional ash type anti-wear (ZDDP) additive in two-stroke oil formulations and the lubricity is mainly provided by the oil film of the base oil. Many 2T oils contain a high molecular weight polyisobutylene (PIB) to enhance the lubricity of the oil, but this may increase carbon deposit.

Another important function of two-stroke oil is to keep deposits inside the engine to a minimum. High performance 2T oils are therefore formulated with a low ash detergent additive to remove such deposits. Many two-stroke oils are pre-diluted with a solvent to facilitate mixing with petrol at all temperatures. 2T oils are normally dyed blue/green to identify its presence in petrol/oil mixtures. Other additives that may be included in 2T oil formulations are combustion improvers and octane enhancers.

Even if a two-stroke oil has good lubricity, high detergency, resists exhaust system blocking and meets low smoke requirements, how does one know whether the oil is suitable for a particular 2T engine. If you take a closer look at the container or product data sheet you will most probably come across specifications such as API TC, ISO L-EGC, JASO FD, etc. Look out for part 3.

Two-stroke or two-cycle (2T) petrol engines have very specific lubrication requirements. The reason for this is that 2T engines have much higher oil consumption than four-stroke engines due to combustion of the lubricant with the fuel/air mixture. 2T engines also have a higher power to weight ratio than their four-stroke counterparts. To understand the specific lubrication requirements of two-stroke engines one must first look at the way a 2T engine operates.

A two-stroke engine completes a power cycle with two strokes (one up and one down movement) of the piston during one crankshaft revolution. This is in contrast to a four-stroke engine, which requires four strokes of the piston (Intake, Compression, Power and Exhaust) to complete a power cycle during two crankshaft revolutions. In a two-stroke engine the end of the combustion stroke and the beginning of the compression stroke happen simultaneously, with the intake and exhaust functions occurring at the same time. Basic two-stroke engines do this by using the crankcase and the underside of the moving piston as a fresh fuel charge pump.

When the piston of a two-stroke engine rises on compression as shown in the illustration on the right, the underside of the piston creates a vacuum in the crankcase. The bottom of the piston skirt ‘opens’ an inlet port in the cylinder, allowing a mixture of petrol and air to flow into the crankcase from a carburettor. When the piston nears Top Dead Center, a spark ignites the compressed fuel/air mixture. The mixture burns and its chemical energy becomes heat energy, raising the pressure of the combusted mixture radically. This pressure drives the piston down the cylinder and rotates the crankshaft. While the piston continues down the cylinder, it begins to expose an exhaust port in the cylinder wall. As spent combustion gas rushes out through this port, the descending piston is simultaneously compressing the fuel/air mixture trapped beneath it in the crankcase.

While the piston descends further down, it begins to expose a transfer port which is connected to the crankcase by a short duct. Since the pressure in the cylinder is now low and the pressure in the crankcase higher, a fresh charge of fuel and air from the crankcase flows into the cylinder through the transfer port. The port and piston are shaped to minimize direct loss of fresh charge through the exhaust port. Even in the best designs there is some loss, but the simplicity of the 2T engine has its price! This process of filling the cylinder while also pushing leftover exhaust gas out through the exhaust port is called “scavenging”. While the piston is near Bottom Dead Center, fuel and air continue to flow from the crankcase, up through the transfer port, and into the cylinder. As the piston moves up again, it first covers the transfer port and then the exhaust port and the cycle is repeated.

If you are still not sure how a basic two-stroke engine functions, please follow the link below. It
shows an animated illustration of a simple two stroke engine and how the 2T cycle works. https://www.youtube.com/watch?v=xNLE8G3pC0k

Most late model two stroke engines have more sophisticated methods of introducing the fuel charge into the cylinder. These designs improve power and economy and include Reed Valves, Poppet Valves, Rotary Valves and Direct fuel injection. An additional advantage of Direct Injection is that it eliminates some of the waste and pollution caused by carburetted two-stroke engines (where a proportion of the fuel/air mixture entering the cylinder goes directly and unburnt out through the exhaust port). Direct fuel injection 2T’s are more efficient because the fuel is injected after the exhaust port closes and therefore more complete combustion occurs and more power is developed.

Since the fuel/air mixture is constantly being pumped by the crankcase and piston, it is not practical to lubricate the two-stroke engine with circulating oil from a sump (like a four-stroke engine) because the oil would be swept away by the mixture rushing in and out of the crankcase. In a 2T engine a little oil must therefore be mixed with the fuel (typically 2% to 5%) to lubricate the few moving components of the engine. Alternatively, oil can be injected very sparingly, from a separate oil tank, into the engine with a tiny metering pump. The fact that there is so little oil dictates that two-stroke engines must employ rolling element bearings, which need only a whiff of oil for lubrication.

If you have any questions concerning 2T oil in the interim, simply mail us at info@bcl.co.za. Our experts are at your disposal and ready to provide you with advice and guidance.

It is often asked what the acceptable storage life for lubricants and associated products is. Regrettably there is no simple straightforward answer to this question and to complicate matters, the storage life of the different types of lubricants is not the same.

In a recent survey Machinery Lubrication Magazine polled several lubricant suppliers to get their recommendations for lubricant storage life. The publishers were attempting to identify a consensus of opinion, or at least a reasonable range, to share with their readers as a best practice. They found a startling variation in responses and a concerning degree of disagreement. In some cases, those polled were apprehensive to respond, most probably because they have no control over storage conditions once the product leaves their plant.

The storage environment greatly affects the estimated shelf life of lubricating oils and greases. The following conditions have a major influence on lubricant storage life:

• Temperature – Both high heat and extreme cold can affect lubricant stability. Heat will increase the rate of oil oxidation. Cold can result in wax and possible sediment formation. In addition, alternating exposure to heat and cold may result in ‘breathing’ of drums and possible moisture contamination. A temperature range of -10°C to 45°C is acceptable for storage of most lubricating oils and greases. Ideally, the storage temperature range should be from 0°C to 35°C.
• Light – Exposure to bright light may impact color and appearance. Lubricants should be kept in the original metal or opaque plastic containers they were supplied in.
• Water – Water will react with some lubricant additives. It can also promote microbial growth at the oil/water interface. Lubricants should be stored in a dry location, preferably inside or at least under cover. When storage of drums outside is unavoidable, they should be placed horizontally (on their side) with the bungs in the 3 and 9 o’clock positions. This allows the water to drain off and not to be drawn into the drum.
• Particulate Contamination – Lubricant drums and pails should not be stored in areas where there is a high level of airborne particles. This is especially important when a partially used container is stored for later use.
• Atmospheric Contamination – Oxygen and carbon dioxide can react with lubricants and affect their viscosity and consistency. Keeping lubricant containers sealed until the product is needed is the best protection.

The estimated shelf lives on the following page apply to products stored in their original sealed containers, in a sheltered environment, at suitable temperatures and under good housekeeping conditions. In addition, products should be used on a FIFO (First-In, First-Out) basis. FIFO rotation of stored products will ensure storage life is not accidentally exceeded.

ESTIMATED SHELF LIFE OF FINISHED PRODUCTS

AUTOMOTIVE PRODUCTS	STORAGE LIFE
All Automotive Lubricants (PCMO, HDMO, 2T Oils, ATF, AGO, STOU, UTTO, etc.)	3 Years
Brake Fluids (in their original sealed containers)	1 Year
Antifreeze Coolants	3 Years

INDUSTRIAL LUBRICANTS	STORAGE LIFE
All mineral based lubricants	3 Years
PolyAlphaOlefin based lubricants	3 Years
Ester based lubricants	3 Years
PolyGlycol based lubricants	2 Years
Soluble metal working fluids	9 Months
Neat metal working fluids	18 Months
Neat forming oils, protective oils and spark erosion fluids	3 Years

GREASE	STORAGE LIFE
NLGI GRADE ≥ 1 Lithium and lithium complex, lithium/calcium complex, aluminium complex, barium and calcium sulfonate grease	3 Years
Aluminium, bentonite clay, calcium & calcium complex, sodium, polyurea and silicon greases	2 Years
NLGI GRADE <1 All thickeners	2 Years

NOTE: The estimated shelf lives in the table above apply to products stored in their original sealed containers, in a sheltered environment, at suitable temperatures and under good housekeeping conditions.

Our previous blog dealt with Fuel Economy and Wear in engines as well as the impact of the SAPS (sulphated ash, phosphorus & sulphur) content of engine oils. This blog takes it a step further and addresses the significance of high temperature high shear (HTHS) viscosity of engine oil. HTHS viscosity is a critical oil property that relates to the fuel economy and durability of engines. The HTHS test is a simulation of the shearing effects that occur in engines. It is a measure of the resistance of oil to flow under conditions resembling highly loaded journal (crankshaft) bearings in engines running at elevated temperatures and high loads. Standard HTHS viscosity measurements are performed at 150°C and a specified shear rate.

The current global and local government vehicle regulations demand better fuel economy and a reduction in greenhouse gas emissions. One of the ways that this can be achieved is by using lower HTHS viscosity engine oils. Multigrade lubricants developed for use in automotive engines often contain polymeric viscosity modifiers. The contribution of such viscosity modifiers (VMs) to the viscosity/thickness of oil decreases when the VMs are exposed to the high shear conditions found in critical engine components such as ring/liner interfaces, journal bearings and valve drive components.

Under normal operating temperatures (70°C to 100°C), the HTHS viscosity of engine oil is inversely proportional to fuel economy. HTHS viscosity is measured in centiPoise (cP). It should be noted that 1 cP is equal to 1 milliPascal second (mPa.s) since some specifications list mPa.s rather than cP. Bench tests have indicated that a lower HTHS potentially improves fuel economy at a rate of 0.5% to 2.0% for each 0.5 cP reduction in HTHS viscosity, depending on the engine type and operating conditions.

A too low HTHS viscosity however may affect engine durability. Decreased oil film thickness can lead to boundary lubrication conditions and increased wear. It can also cause lower oil pressure when the engine is idling at operating temperature. Even worse, under high stress conditions permanent viscosity loss may occur due to shearing of polymeric viscosity modifiers. It is therefore no surprise that the Society of Automotive Engineers’ SAE J300 Engine Oil Viscosity Classification System includes HTHS limits to ensure that engine oils can be relied on to provide the necessary lubrication under high temperature high shear conditions. The thinner the viscosity grade, the lower the required HTHS viscosity. For instance, SAE J300 specifies an oil must have a HTHS viscosity of 3.7 cP or higher in order to be classified as a SAE15W40 viscosity grade, whilst the minimum limit for a SAE 5W30 is only 2.9 cP.

HTHS viscosity limits are also incorporated in the latest American Petroleum Institute (API) diesel engine oil specifications:

API CK-4 defines oils for use in four-stroke diesel engines designed to meet 2017 model year on-highway and Tier 4 non-road exhaust emission standards These oils are also suitable for older diesel engines. API CK-4 oils are designed to provide enhanced protection against viscosity loss due to shear and have a minimum HTHS viscosity of 3.5 cP. API CK-4 oils exceed the performance criteria of API CJ-4, CI-4 Plus, CI-4, and CH-4 and can effectively lubricate older engines demanding these API Categories.

API FA-4 describes certain SAE XW-30 oils specifically formulated for use in selected four-stroke diesel engines designed to meet 2017 model year on-highway greenhouse gas (GHG) emission standards.

These oils are formulated to provide enhanced protection against viscosity loss due to shear and are
blended to a HTHS viscosity range of 2.9cP to 3.2cP to assist in reducing GHG emissions. API FA-4 oils
are neither interchangeable nor backward compatible with API CK-4, CJ-4, CI-4 Plus, CI-4, and CH-4 lubricants. Operators should refer to the engine manufacturers’ recommendations to determine if API FA-4 oils are suitable for use in their specific engines.

The HTHS viscosity requirements of the European Automobile Manufacturers’ Association (ACEA) are a bit more complicated. The three classes of ACEA engine oils are listed in bold below. These three classes are further divided into subcategories to meet the requirements of different engines in each class:

Class A/B: Petrol and Diesel Engine Oils (Higher SAPS)

A5/B5 oils have lower HTHS viscosities (2.9 to 3.5 mPa.s), indicating they provide better fuel economy but they may not provide adequate protection in engines that are not designed for such oils. ACEA A3/B3 and A3/B4 on the other hand require oils with higher HTHS viscosities (≥ 3.5 mPa.s), suggesting they may not be as fuel efficient as an A5/B5 oil, but they could offer better engine protection in certain engine designs.

Class C: Oils for Petrol & Diesel Engines with Emission Control Devices (Lower SAPS)

The categories within the C class are divided along SAPS limits and along HTHS viscosities. C1 and C4 are low SAPS oils, while C2 and C3 are mid-SAPS oils. At the same time C1 and C2 oils have lower HTHS viscosities limits (2.9 mPa.s max), while C3 and C4 oils have higher HTHS viscosities (3.5 mPa.s max). The C5 category has the lowest limit for HTHS viscosity. In order for an oil to meet this specification it must be a mid-SAPS oil and its HTHS viscosity has to be between 2.6 and 2.9 mPa.s.Class E: Heavy Duty Diesel Engine Oil

All categories in this class must have a minimum HTHS viscosity of 3.5 mPa.s to ensure adequate engine protection. In the E class the SAPS content and the drain interval make the difference. E4 and E6 oils offer significantly extended drain intervals (where the engine manufacturer allows it) while E7 and E9 are designed for extended drain applications. E6 and E9 oils have limited SAPS content, which means they can be used in engines that require these oils, such as Euro VI engines.

To complicate matters many engine manufacturers now also include HTHS viscosity limits in their engine oil specifications. All this may appear rather complex and it is indeed. What you should remember thou is the following:

• Lower SAE viscosity grade oils typically have lower HTHS viscosities,
• Lower HTHS viscosity tends to improve fuel efficiency, which lowers GHG emissions,
• Higher HTHS viscosity affords better wear protection, ring and liner scuffing in particular,
• A careful balance must be found when selecting engine oil.

If you have any questions concerning HTHS viscosity, or need assistance to select a suitable oil for your engines, simply mail us at info@bcl.co.za. Our experts are at your disposal and ready to provide you with advice and guidance.

In this blog we debate a rather controversial topic: Fuel Economy vs Wear in engines. It is often believed engine oils that increase fuel economy reduce friction and therefore prolong engine life. This theory is challenged in our blog.

To start off we should face the fact that many drivers do not really care about fuel economy. This is confirmed by the number of SUVs, 4X4s, Double Cabs and Bakkies we see on the road. The size and weight of these vehicles are not conducive to great fuel economy. Furthermore, consider how most vehicles are driven. Anyone driving slower than the speed limit to conserve fuel is a danger to himself and other drivers that are not all that concerned about saving fuel and drive at higher speeds.

Vehicle manufacturers, on the other hand, are very concerned about fuel economy. Thinner, low viscosity oils are nowadays being used for three reasons: They save fuel in test engines, viscosity rules have changed, and vehicle manufacturers are recommending thinner grades. Traditionally SAE 20W-50 and SAE 15W-40 multigrade engine oils were used, but today many manufacturers recommend oils as thin as SAE 5W-30 and even SAE 5W-20. This seems ridiculous. SUVs and LDVs, with their brick-like aerodynamics and inherently less efficient four-wheel drive configurations, need powerful, fuel-guzzling engines to move their weight around and vehicle manufacturers recommend thin oils to save some fuel.

Thinner oils have less drag, and therefore less friction and wear. Correct? Perhaps this is true in test engines or engines in light-duty operation. Thicker oils, however, may offer better protection for more severe operations such as driving over mountains, towing a trailer or caravan, overloading, high-speed driving, overheating or dusty conditions. Any abrasive particles (such as dust/sand) equal to or larger than the oil film thickness will cause wear. Filters are necessary to keep out larger oil contaminants. The other side of the equation is oil film thickness. Thicker oil films can accommodate larger contaminants.

To make things worse, modern engine oils must have lower SAPS (sulphated ash, phosphorus, and sulphur) levels since high SAPS oils can damage catalytic converters. Phosphorus is part of the zinc phosphate (ZDDP) anti-wear additive. To reduce SAPS you need to reduce the amount of anti-wear additive in the oil. Anti-wear additives are important in the absence of a hydrodynamic oil film, such as in the valve drive train. On the other hand, if engine wear causes oil consumption to increase, the risk of forming phosphorus deposits in the converter increases dramatically. It, therefore, seems that preventing wear and oil consumption should be a priority. In the past, oil formulators could make a premium product by simply adding more ZDDP. A similar move today would result in an oil formulation that would not support new vehicle warranties.

As wear increases, the efficiency of an engine declines. Valve drive train wear changes valve timing and movement. Ring and liner wear affect compression. The wear reduces fuel efficiency and power output. Efficiency continues to decline as wear progresses. Perhaps optimizing wear protection is the way to reduce fuel consumption over the entire life of the engine? Certainly, engines that have experienced significant ring and liner wear benefit from thicker oils. The use of thicker oil results in compression increase, performance improvement, and reduced oil consumption.

High-mileage lubricants are a relatively new category of engine oils. These products typically contain more detergent/dispersant and anti-wear additives than ‘modern’ engine oils. They also contain a seal swell agent (to reduce oil leaks) and are available in thicker viscosity grades than most vehicle manufacturers recommend for new vehicles. Perhaps high mileage may be better described by as soon as your vehicle is out of warranty?

Although thinner oils with less anti-wear additive outperform more robust products in fuel economy tests, it is not clear that such products save fuel over the life of the engine. Every engine oil is a compromise. Oils recommended by vehicle manufacturers seem to compromise wear protection under severe conditions to gain fuel economy and catalyst durability. It is important to recognize that the use of engine oil that offers more wear protection will most likely compromise your warranty. Thicker oils also compromise cold temperature flow, which may be of concern, depending upon climate and season.

For out of warranty engines in Southern Africa, the best protection against wear is probably a product that is a little thicker (SAE 10W-40 or even SAE 15W-40) and with more anti-wear additives than the oils that support the manufacturer’s warranty.

The best oil for your vehicle depends on your driving habits, the age of the engine, operating conditions and the climate you drive in, but it is not necessarily the type of oil specified in the owner’s manual. If in doubt our experts are at your disposal and ready to provide you with advice and guidance. Simply mail us at info@bcl.co.za.

ff) cars, trucks and off-road vehicles cannot turn without their inner driving wheels spinning or the outside ones dragging and skidding over the road or ground. Automotive differentials allow the outer drive wheels to rotate faster than the inner drive wheels during a turn. This is necessary since when cornering, the inner wheels travel a shorter distance than the outer wheels.

Without a limited slip differential (diff) cars, trucks and off-road vehicles cannot turn without their inner driving wheels spinning or the outside ones dragging and skidding over the road or ground. Automotive differentials allow the outer drive wheels to rotate faster than the inner drive wheels during a turn. This is necessary since when cornering, the inner wheels travel a shorter distance than the outer wheels.

Conventional differentials direct power to the wheel with the least resistance by nature of their design. The disadvantage of this is that one driving wheel can spin wildly while the opposite wheel receives insufficient power to move the vehicle. With a conventional diff, the right front wheel of the Jeep in the photo will turn uncontrollably whilst the left front wheel will not have adequate power to move the vehicle. To overcome this problem many vehicles are fitted with limited-slip differentials (LSDs). 

To understand the operation of LSDs one needs to know how a conventional differential works. A diff has one input and two output shafts (the axles that connect to the driving wheels) as shown in Figure 1. The input shaft is coupled to the pinion gear, which in turn drives the big ring (crown) gear.  A ‘cage’ that carries two smaller pinion gears is fixed to the ring gear. These pinion gears in turn mesh with two side gears that are connected to the end of each axle shaft. The pinions and side gears in the cage allow the driving wheels to rotate at different speeds when cornering as illustrated in the video link https://www.youtube.com/watch?v=S9NKB0VoR2I.

A limited slip differential can be described as a locking mechanism that allows one wheel to slip or spin while some torque is still delivered to the other wheel. The clutch-type LSD is the most common version of the limited slip differential. This type of LSD has all the same components as a conventional diff plus a spring pack and a set of clutches as shown in Figure 2.

The spring pack pushes the side gears against the clutches, which are attached to the cage. The side gears spin with the cage when both wheels are moving at the same speed, and the clutches are not really needed. The only time the clutches step in is when something happens to make one wheel rotate faster than the other, as in a turn. The clutches fight this behaviour, wanting both wheels to rotate at the same speed. If one wheel wants to spin faster than the other, it must first overpower the clutch. The stiffness of the springs and the friction of the clutch determine how much torque it takes to overpower it.

Getting back to the situation where one drive wheel is off the ground and the other one has good traction, the limited slip differential will direct enough power to the wheel with traction to move the vehicle even though the one wheel is in the air. The torque supplied to the wheel on the ground is equal to the amount of torque it takes to overpower the clutches. The result is that you can move forward, although not at full power. The same principle will apply when one wheel loses traction because of mud, sand, ice, water, etc.

The most critical area in a differential in terms of lubrication, hypoid diffs, in particular, is the contact area between the crown and pinion. API GL-5 extreme pressure (EP) lubricants are typically recommended to lubricate the crown and pinion effectively.  Such ‘slippery’ gear lubricants may, however, cause chatter in LSDs. This happens when the clutches repeatedly alternate between slipping and sticking (stick-slip), instead of slipping smoothly. Chatter not only generates annoying noise and vibration, it also causes premature wear. To overcome chatter, gear oils for LSDs are formulated with special friction modifiers to ensure smooth operation of the spring-loaded clutch packs.

Blue Chip Lubricants and Q8Oils have a complete range of limited slip gear oils to prevent chatter in LSDs. If you have any questions concerning limited slip gear oils, our experts are at your disposal and ready to provide you with advice and guidance. Simply mail us at info@bcl.co.za.

Final words of advice: If stuck in mud or sand with a rear-wheel drive vehicle without a diff lock or LSD, pulling up the handbrake moderately and applying power to the rear wheels may well get you out of trouble. By doing this you basically even out the traction/slip on the back diff and it acts as a diff lock to some extent.