The American Petroleum Institute (API) developed a classification system for base oils that focuses on the paraffin and sulfur content and degree of saturation of the oil. The saturate level indicates the level of molecules completely saturated with hydrogen bonds, leaving them inherently nonreactive. There are five groups in the classification system, ranging from Group I to Group V. Figure 1 details the five groups by their manufacturing process, saturate and sulfur level and their viscosity index (VI). General group characteristics are listed below.

Group I Characteristics
Group I base oils are the least refined of all the groups. They are usually a mix of different hydrocarbon chains with little uniformity. While some automotive oils use these stocks, they are generally used in less demanding applications.

Group II Characteristics
Group II base oils are common in mineral-based (non-synthetic) motor oils. They have fair to good performance in the areas of volatility, oxidation stability, wear prevention and flash/fire points. They have only fair performance in areas such as pour point and cold-crank viscosity.

Group III Characteristics
Group III base oils feature reconstructed molecules that offer improved performance in a wide range of areas, as well as good molecular uniformity and stability. By definition, they are synthesized material and can be used in the production of synthetic and semi-synthetic lubricants.

Group IV Characteristics
Group IV base oils are made from polyalphaolefins (PAO), which are chemically engineered synthesized base stocks. PAOs offer excellent stability, molecular uniformity and improved performance.

Group V Characteristics
Group V base oils are also chemically engineered stocks that do not fall into any of the categories previously mentioned. Typical examples of Group V stocks are esters, polyglycols and silicone. As with Group IV stocks, Group V stocks tend to offer performance advantages over Groups I to III. An example of a mineral-based Group V exception would be a white oil.

Defining Mineral Oil Properties

Mineral Oils are generally classified as paraffinic and naphthenic. The difference between paraffinic stocks and naphthenic stocks is one of molecular composition, resulting in inherent solvent differences between the two types of stock.

Paraffinic Stock
Paraffinic oils are characterized by straight chains of hydrocarbons where the hydrogen and carbon atoms are connected in a long linear composition, similar to a chain.

The wax matter within the paraffinic stock results in these elements tuning to solids at low temperatures; therefore, untreated paraffinic stocks do not have good cold-temperature performance and consequently, the pour point of paraffinic stocks is higher. In order for a paraffinic stock to flow at low temperatures, the heaviest waxes must be removed and usually pour-point depressants are necessary.

Paraffinic stocks display good high-temperature performance with high oxidation stability and high flash/fire points. Paraffinic stocks also have a high viscosity index (VI), meaning that they exhibit high viscosity stability over a range of temperatures.

Naphthenic Stock
Naphthenic Oil stocks are much like paraffinic stocks in that they contain only hydrocarbons. However, naphthenic stocks differ, and they are characterized by a high amount of ring hydrocarbons, where the hydrogen and carbon atoms are linked in a circular pattern. Conventionally, when the paraffinic carbon content of oil is less than 55-60 percent, the oil is labeled as naphthenic.

Naphthenic crudes contain very little to no wax and therefore will remain liquid at low temperatures; however, they will thin considerably when heated. Naphthenic stocks generally have low VI. These stocks have higher densities than paraffinic stocks, and they have greater solvency abilities than their paraffinic counterparts. Because naphthenic stocks contain little wax, they display lower pour points than paraffinic stocks. These stocks are also volatile and have a lower flash point.

Because naphthenic crudes contain degradation products that are soluble in oils, they present fewer problems with the formation of sludge and deposits. Due to the performance characteristics of naphthenic oils, they are generally used in applications where low pour points are required and the application temperature range is narrow.

Defining Synthetics

A true definition for the term synthetic oil has been difficult to reach, although it has generally been accepted that the term represents those lubricants that have been specifically manufactured for a high level of performance. In 1999, the National Advertising Division (NAD) ruled that Group III base oils with very high viscosity indices could be called synthetic oils.

The construction of a synthetic base stock will vary depending on the particular stock. While mineral stocks are derived through a distillation process, synthesized stocks are derived from a chemical reaction process. Synthetic lubricants are engineered for a specific molecular composition; they undergo a specific reaction process to create a base fluid with a tailored and uniform molecular structure. This allows chemists to develop lubricants with specific and predictable properties.

While and average mineral oil stock may possess a moderate amount of semi-beneficial molecular compounds, synthetic stocks, by design, can be composed completely of beneficial molecular compounds. Because of this, synthetic stocks are able to extend the service life of both oil and equipment, and they also have a wider range of acceptable temperature margins than conventional (mineral) stocks.

Oftentimes people misunderstand the term “synthetic lubricant”, believing it refers to one type of stock, when it in fact represents a number of oil stocks. While it can be generalized that all synthetic lubricants have superior performance capabilities over mineral oils, the variations in characteristics can be significant. One synthetic stock can be excellent for producing motor oils and drivetrain fluids, while others will be totally unacceptable for such applications.

The most common synthetic base stocks used in the transportation industry are PAOs, esters, and Group III mineral oils. Keep in mind that within each family name, additional groups may exist. For example, esters can be further divided into sub-categories of esters with varying properties.

Synthetic Hydrocarbons
Synthetic hydrocarbons are the fastest-growing synthetic lubricant base stock. Synthetic hydrocarbons are fluids that are formulated to specifically meet critical requirements and provide superior performance. These fluids often are made from a single type of molecule, usually of restricted molecular range. Such tailored fluids provide increased performance characteristics over petroleum (mineral) stocks.

Synthetic hydrocarbon base stocks can be used in combination to provide characteristics such as solvency, temperature performance, surface strength and volatility qualities.

Polyalphaolefins (PAOs)
Of all the synthetic base materials, PAOs are likely the closest relative to mineral oil stocks. Both types of oil stocks are comprised of similar hydrocarbon molecules; however, PAO stocks consist of a single molecular structure, whereas mineral oil contains a broad range of structures.

PAOs are commonly manufactured by reacting ethylene gas with a metallic catalyst. The major advantage of PAOs is their ability to function over a broader temperature range than their mineral-based counterparts. PAOs also provide good stability, which helps to reduce engine deposits. Correctly formulated PAOs have the ability to hold large quantities of contaminants in suspension, further reducing deposits.

Group III Oils
Group III oils undergo the most stringent level of refining for petroleum oils; most of the waxes and impurities naturally occurring in the oil are removed. The high level of refining gives Group III oils a high level of performance – in some instances outperforming PAOs. Since the ruling of the National Advertising Division (NAD) in 1999, Group III oils can be legally called synthetic oils. The decision was based on the amount of refining the oil is subjected to.

Esters
Esters are synthesized base stocks that date back to World War II. Esters were used to harness low-temperature performance to enhance mineral-oil blends. Esters are the product of combining organic acids with alcohols. Two common classes of organic esters are dibasic acid esters (diesters) and polyol esters. Another common class is phosphate esters; which have limited use due to their toxicity levels.

Dibasic Acid Esters (Diesters)
Dibasic acid esters are part of the ester family of synthetic base stocks. More commonly referred to as diesters, they are typically manufactured by reacting grain alcohol with a fatty acid catalyst. Their key advantages include the ability to function over broad temperature ranges, thermal and oxidative stability and exceptional inherent lubricity.

Polyol Esters
Polyol esters are also members of the ester family of synthetic base stocks. Commonly manufactured by reacting a fatty acid with polyhydric acids, polyol esters share the same broad operating temperature range as other synthetic base stocks and exhibit good thermal and oxidative stability.

Phosphate Esters
Phosphate esters are commonly manufactured by synthesizing phosphorus oxychloride and alcohol or phenols. While they offer fire resistance, their poor low-temperature performance and high toxicity limit their use.

Silicone Fluids
Silicone fluids are another type of synthetic stock used in specialty greases where performance over a wide temperature range is needed.

Polyglycols (PAGs)
Polyglycols, also referred to as polyalkylene glycols or PAGs, are a family of synthetic lubricants with varying product applications and properties. A major benefit of these fluids is their ability to completely decompose under high-temperature conditions, producing very little sludge. They have a tendency to increase in viscosity at low temperatures, but overall, they represent good viscosity-temperature properties.

Defining Additives

Oil additives are chemical compounds added to base stocks for the purpose of providing specific performance properties to the finished product. Specific properties are chosen based on the operating conditions and equipment type the oil will be used in. Today’s additive systems can be quite sophisticated, yet they can be chemically sensitive and negatively affected by the addition of other chemicals. Therefore, AMSOIL motor oils should never be intentionally mixed with aftermarket lubricant additives.

The role of additives is to perform two functions: enhance the oil’s beneficial properties and lessen the destructive processes in the oil.

Common additives include: pour point depressants, viscosity index improves, defoamants, oxidation inhibitors, rust and corrosion inhibitors, detergents and dispersants and anti-wear and extreme-pressure additives.

Other factors include how, where and when the system is being used.  The composition of the material used within the system can also dictate lubrication requirements.  A seal or copper component, for example, might require very specific lubrication treatments to avoid damage.

Careful consideration of how a lubricant is to be applied will provide insight as to what properties, such as viscosity and clinging tenacity, the lubricant may require.  Thinking about the possibilities should always lead to applying the <strong>Right Principle</strong>, which is using the right lubricant, in the right place, at the right time.

When a customer is ready to buy high quality lubricants, Professional Lubricant Supply, LLC determines which product and how much is needed by checking with the equipment manufacturer, consulting the owner’s manual or using the AMSOIL Online Product Application Guide.

Evans NPG+ Lifetime Coolant

NPG+ Waterless Coolant virtually eliminates overheating in gasoline and light duty diesel engines. The waterless coolant allows engines to tolerate higher temperatures, without boiling over. Unlike conventional coolants, NPG+ has the ability to run at low or no pressure. This reduces the stress on the hoses, gaskets, and other system components lowering the maintenance costs on the cooling system. Because there is no water in the system, engines operating with Evans waterless coolant are free from electrolysis. Evans coolants are safe for use with all metals and totally non-corrosive to most.

Extreme hot and cold environments are not a concern with Evans Waterless Coolants. Evans is used as a pure coolant – no water is added. The waterless solution boils at 375 to 400 degrees F. Evans NPG+ also outperforms conventional coolant in freezing weather. A 50/50 mix of conventional antifreeze and water freezes around -40 degrees F. Pure Evans NPG+ remains liquid until -40 degrees F, when it contracts slightly and turns into a viscous slurry. It will not freeze solid and expand. Engines will run well not matter where or how hard they are used.

An engine utilizing Evans Waterless Coolant is able to control the temperature of the coolant significantly below its high boiling point (375 to 400 degrees F). This is a sharp contrast to conventional water based cooling systems that operate near the boiling point of the coolant. In conventional systems, locally generated coolant vapor often will not condense back to liquid, forming an insulating barrier between the coolant jacket metal and the liquid coolant, causing hot spots to develop. In and Evans Waterless Cooling System, any locally generated vapor is immediately condensed back to liquid coolant avoiding the development of an insulating layer of vapor.

Evans Waterless Coolant works well with liquid-to-liquid oil coolers and radiators. It is important to remember that although the thermal conductivity of water is great, the conductivity of the water vapor is about zero. Engines running with Evans can be operated at a higher coolant temperature while maintaining control of the metal temperature. This fact permits higher fan control temperatures and less fuel robbing parasitic drag.

Engines run more efficiently at higher temperatures. Conventional systems limit how hot a gasoline or diesel engine can run before serious damage occurs. Water based coolants vaporize around 225 degrees F at sea level. These systems are pressurized to raise the boiling point to around 250 degrees F. Raising the coolant boiling point does not solve the problem occurring inside the engine water jacket.

Inside the water jacket, heat stressed critical metal surfaces exceed the thermal capacity of water-based coolants. These coolants boil, forming a vapor barrier at the metal surfaces. This vapor barrier acts as an insulator and prevents efficient heat transfer from the metal to the coolant, causing localized overheating and vaporization of coolant. Eventually, when released into the coolant, this super-heated vaporized coolant does not condense upon return to the radiator. It then remains a gaseous barrier preventing heat transfer in the radiator. The result with water-based coolants is continual loss of cooling efficiency as the vapor circulates through the hot engine and radiator. Evans Waterless Coolant technology bathes the entire cooling jacket and significantly improves coolant surface effectiveness. Heat transfers more efficiently from the metal to the vapor-free liquid coolant and is carried off to the radiator for better heat transfer. Unique only to Evans Coolants, any vaporized coolant immediately condenses back to liquid while still in the engine allowing the coolant to continually remain vapor-free and absorb damaging heat on its way to the radiator.

When trapped heat is generated from the cooling system most non-computer regulated engines can operate at higher temperatures. Operating engines at higher temperatures increases their efficiency. Evans Waterless Coolant permits most engines to operate at higher temperatures without requiring any other system changes, which often allows an increase in power output and fuel efficiency.

Evans NPG+ and HDTC are virtually “lifetime” coolants. The additives in these two products are stable, remain in solution, and protect engines for the life of the coolant (at least 500,000 miles for NPG+ and 1,000,000 miles for HDTC). Conventional coolants must be flushed and changed at regular intervals to eliminate contaminants and renew effectiveness. Evans coolants have almost no electrical conductivity so damage to metal, hoses, and gaskets by electrolysis is avoided. Because Evans coolants do not contain water, major maintenance savings are created for engines by virtually eliminating corrosion, pump and cylinder liner cavitation. The limit of Evans Waterless Coolant products has yet to be discovered.

Evans NPGR
Evans NPGR is specifically formulated to handle the extreme conditions of racing and high performance automotive, marine, and motorcycle applications. NPGR exhibits superior coolant flow, as it is less viscous than the popular NPG+. The improvement in thermal-conductivity increases the ability of NPGR to transfer extreme heat away from the engine coolant jacket. This provides superior engine metal temperature control. High coolant temperature related detonation is also eliminated with NPGR as it stays in a more liquid state instead of converting to vapor and creating hot spots within the engine cooling jacket. Remaining in a more liquid state allows NPGR to remove additional heat from the cylinder heads when compared to other coolants. The heat is then transferred away from the engine providing continuous control of cylinder head metal temperatures.

The reduced viscosity of NPGR makes it more compatible with small tube copper-brass radiators while providing the superior cooling of Evans Waterless Coolants. (NPG+ is ONLY recommended for larger tube aluminum radiators). All metals, including magnesium, are safe to use with NPGR. Although NPGR is safe for all metals and contains no water, an annual coolant change is suggested for racing engines. NPGR has a lifetime additive package and does not need to be changed seasonally for street driven vehicles.

NPGR does not freeze or boil-over. However, it is not a cold weather operating coolant. In cold temperatures (down to -10 degrees F), NPGR will not freeze and expand like conventional water-based coolants. Instead it contracts until it is too thick to blow through the cooling system. It does not become a solid and does not pose the threat of cracking the engine block when stored in extreme cold temperatures. With a boiling point of 400 degrees F at 7 psi, NPGR will never boil-over because it immediately condenses back to a liquid within the cylinder head coolant jacket, maintaining liquid contact on all metal surfaces at all times.

As with NPG+, NPGR is a stand alone pure coolant. NPGR requires all the existing antifreeze and water to be removed from the radiator, engine block and heater core. In small systems where there is no engine block drain, Evans PREP fluid can be used to remove the small amount of remaining water. PREP fluid is required for a successful motorcycle engine conversion. Once the cooling system is completely empty, simply fill with NPGR. Do not add anything else.

Confirming your Evans Coolant Installation
Professional Lubricant Supply, LLC is capable of testing the fresh Evans coolant after installation to confirm the absence of water. We do not charge for this service. Contact us to set an appointment!

Minimize Friction
Lubricants reduce contact between components, minimizing friction and wear.

Clean
Lubricants maintain internal cleanliness by suspending contaminants within the fluid or by preventing the contaminants from adhering to components. Base oils possess a varying degree of solvency that assists in maintaining internal cleanliness. Solvency is the ability of a fluid to dissolve a solid, liquid or gas. While the solvency of the oil is important, detergents and dispersants play a key roll. Detergents are additives that prevent contaminants from adhering to components, especially hot components such as pistons or piston rings. Dispersants are additives that keep contaminants suspended in the fluid. Dispersants act as a solvent, helping the oil maintain cleanliness and prevent sludge formation.

Cool
Reducing friction minimizes heat in moving parts, which lowers the overall operating temperature of the equipment. Lubricants also absorb heat from contact surface areas and trasport it to a location to be safely dispersed, such as the oil sump. Heat transfer ability tends to be a trait of the base oil’s thickness – lighter oils tend to transfer heat more readily.

Seal
Lubricants act as a dynamic seal in locations like piston rings and cylinder contact areas to prevent contamination.

Dampen Shock
A lubricant can cushion the blow of mechanical shock. A highly functional lubricant film can resist rupture and absorb and disperse these energy spikes over a broad contact area. As the mechanical shock to components is dampened, wear and damaging forces are minimized, extending the component’s overall operating life.

Protect
A lubricant must have the ability to prevent or minimize internal component corrosion. Lubricants accomplish this either by chemically neutralizing corrosive products or by setting up a barrier between the components and the corrosive material.

Transfer Energy
Because lubricants are incompressible, they can act as an energy transfer medium, such as in hydraulic equipment or valve lifters in an automotive engine.

FTC Protects Consumers from Scams

When we make recommendations to convert vehicles over to use synthetic oils and greases, the common question is, “Won’t that void my warranty?!”. The simple answer is “NO”. Your warranty is protected by the Magnuson-Moss Warranty Act. The following link describes a recent consumer alert from the Federal Trade Commission (FTC):

Auto Warranties, Routine Maintenance, and Repairs: Is Using the Dealer a Must?.

We only represent products that carry a manufacturer's warranty

Common question #2: “What happens if the product you recommended damages my vehicle?”

Both Amsoil and Evans Coolant products are covered by their own warranty. If products from either company cause damage to your vehicle or machine, they will repair and/or replace the damaged component. Contact us if you ever experience an issue with products we represent.

You don’t have to worry about voiding warranties or damaging your equipment. When you use Amsoil and Evans products, you are able to safely extend your maintenance intervals and save money. Our product line will extend the life of your vehicle and keep it running at full power at all times.

The function of a lubricant is to reduce friction and allow objects in contact to move easily against each other. A lubricant reduces wear by creating a boundary between moving surfaces. modern-day lubricants are more complex than their predecessors, which were mainly designed to jest be slippery. Today’s lubricants are engineered to allow for a certain amount of slipperiness ad have controlled friction qualities to them as well, such as in a transmission fluid. A lubricant may be any substance. If the job of a substance is to create a film between surfaces in order to prevent contact and reduct friction, it can be considered a lubricant.

To better understand these demands, a better understanding of friction is necessary.

Understanding Friction
Friction is the resistance resulting from rubbing one object against another. A simple example of friction is the heat generated when rapidly rubbing your hands together. Note that the faster and harder you rub them together, the more rapid and greater the heat generated.

Friction is both a positive and negative force in our daily lives. It’s required for everyday tasks such as walking, where friction gives you the ability to create traction between yourself and the ground to move forward. Friction can also be harmful. The friction that occurs in motors is an example of harmful friction because of the excess heat produced and the physical wearing down of components.

The most common substance used to reduce friction is a fluid or semi-fluid material. The fluid materials maintain a layer of separation, preventing components from coming in contact with one another. Separation is maintained because the fluid resists compression; even at only a few millions of an inch, a fluid can eliminate contact in many instances. The inherent ability of oil to maintain component separation is called lubricity. Lubricity, sometimes referred to as film stength, is the lubricant’s capacity for reducing friction. Lubricity is not the same across all fluids; it can vary dramatically from one fluid to another.

In today’s lubricants, base stocks are primarily comprised of crude oil. Chemical compounds called additives are added to the base stock to provide specific properties to the fluid. Often, these additives are used to further minimize friction or wear beyond the capabilities of the base oil. These additives offer protection when the lubricating fluid cannot maintain component separation. They may also address concerns beyond the capabilities of the fluid itself. For example, these compounds might clean, protect or control how contaminants like water and other foreign objects act in a lubricant.

While friction and wear reduction are a lubricant’s primary functions, it also serves other important functions. To better understand specifically how lubricants work, one needs to understand why they are used, what kinds of lubrication exist and what specific applications require lubrication.

We will continue explaining the seven functions of lubrication in our next post — stay tuned. If you have any questions or requests for technical information, please contact Chris or Greg. If you need Amsoil synthetic lubricants or Evans waterless coolants, contact us today. Professional Lubricant Supply, LLC is located in the Midwest and ships nation wide.

This product is for your cars, trucks, motorcycles, boats…even planes. Evans waterless coolants provide the following benefits to your vehicle:

-Less detonation – more HP
-Maximum boil-over protection
-Eliminates liner or pump impeller cavitation
-Avoids Electrolysis
-Corrosion Free
-Low maintenance – No supplemental cooling system additives
-Lifetime coolants (NPG and NPG+)
-Higher boiling point without generating vapor
-Better protection
-Safer for the environment

Price for NPG+ and NPGR is $39.95 per gallon.

If your engine block doesn’t have drains (motorcycles, some trucks and imports) you will want to remove the residual water with Evans PREP fluid before installing NPG+/NPGR.

Price for PREP fluid is $33.95 per gallon.

If you have any questions, post them here and I will help answer them. Interested in reselling Evans coolants? Contact me directly to discuss wholesale pricing.

Our goal is to provide technical information in a fun, easy to
understand format.  Let us know how we are doing!

Who runs Prolubricants.com?

Prolubricants.com is run by a Professional Lubricant Supply, LLC.  Our
company is a team specialized in providing the best synthetic oils, greases and
lifetime coolants for your vehicles and equipment.

Articles posted in this Dealer Blog will have contributions from our team based on customer feedback. Let us know if you are interested in a specific topic and we will post the answer here.