Lubricants – Hudson Valley Know-How Guide

Table of Contents

• Motor Oils
• Industrial Oils
• Fuel Additives
• Greases
• Gear Oils
• Hydraulic Oils
• Transmission Oils

Motor Oils 

A natural gas engine oil is generally formulated for four-cycle engines fueled by compressed natural gas (CNG) or liquefied natural gas (LNG), and is commonly supplied as a 15W40 multigrade intended for long drain mobile applications.

These formulations are typically blended with lower ash containing additives designed to reduce deposits and sludge buildup and to help extend the service life of catalytic converters. High quality paraffinic base oils combined with lower ash containing additives are generally used to control deposits in combustion chambers of four-cycle engines. 

Anti-corrosion performance and added rust protection are commonly engineered into this type of oil, along with valve train wear protection and valve seat recession protection. Some products in this category may include liquid molybdenum compounds as a wear preventing additive, which are intended to reduce wear and operating temperatures.

Mobile engines using CNG and LNG have been used for many years in the United States in services such as transit buses, semi-trucks, school buses, waste disposal trucks and refuse haulers, grocery trucks, and delivery vehicles.

Engine operating conditions and the nature of the fuel itself combine to make the lubricating requirements of natural gas engines different from automotive engines. A prime requirement is generally the ability to operate for long periods of time completely unattended. Constant speed operation, high sump temperatures, and long drain periods typically characterize normal operating conditions for these engines.

As a result, this type of oil is designed to provide continuous protection while providing wear protection, minimizing deposits, valve train wear, and valve seat recession. It may also meet and exceed MIL-L-2104F.

This type of oil is generally recommended for compressed or liquefied natural gas engines requiring MIL-L-2104F performance or any below specification.

The API CF engine oil classification is obsolete and has no performance requirement (see API MOTOR OIL GUIDE for more details).

It may meet and exceed the following performance requirements: API CF-4 Cummins CES 20074 Volvo CNG Renault RGD Detroit Diesel 93K216 Mack Endorsement Mercedes Benz MB 226.9 Detroit Diesel 7SE272 9510

Typical specifications for this category may include: SAE 15W40 API Gravity @ 60°F 32.6 Flash COC °F 370 Vis mm²/sec @ 100°C 13.7 Viscosity Index 143 Pour Point °F -25 Sulfated Ash Wt. % 0.9 TBN 6

 

A LPG engine oil is generally formulated for engines fueled with natural gas or liquefied petroleum gas, and it is typically available in SAE straight grades as well as 15W40 multigrade; in some applications, it is also used in certain gasoline and diesel engines.

These formulations are typically built around ashless detergent-dispersants along with oxidation inhibitors, rust inhibitors, anti-foam components, and anti-wear agents. Paraffinic base oils combined with ashless detergent-dispersants are generally intended to control deposits in the combustion chambers of four-cycle engines and in the exhaust ports of two-cycle engines. 

Anti-corrosion performance and added rust protection are commonly incorporated into this type of oil. Some variants may include liquid molybdenum compounds as a wear preventing additive, which are designed to reduce wear and operating temperatures.

Engines fueled with natural gas or LP gas have been used for many years in the United States in services such as water pumping, gas compression, and electrical power generation. Within the oil industry, these engines are used to pump feed stock, drive drilling rigs, and pressurize gas transmission lines, and they are also used in agriculture for irrigation.

Engine operating conditions and the nature of the fuel combine to make the lubricating requirements of natural gas engines different from automotive engines. A prime requirement is generally the ability to operate for long periods of time completely unattended, and constant speed operation, high sump temperatures, and long drain periods typically characterize normal operating conditions. Under these parameters, common problems may include combustion chamber deposits, spark plug fouling, and oil viscosity increases associated with oil oxidation and bearing corrosion.

The expanding market for high output gas engines has created a need for lubricants formulated to meet the performance requirements of both two-cycle and four-cycle engines. This type of oil may meet and exceed MIL-L-2104B and Supplement 1 requirements, which include the majority of natural gas engines, and it may meet the Cooper-Bessemer SE-114-2 specification for diesel and gas engine heavy-duty service. It may also surpass the CRC L-38 and Caterpillar L-1 test requirements with respect to oxidation stability, bearing corrosion, ring sticking, wear, and deposits in engines fueled with natural gas.

This type of oil is generally recommended for natural gas or LP gas engines, either 2-cycle or 4-cycle, requiring MIL-L-2104B performance.

It may meet and exceed the following performance requirements: Allis-Chalmers Ingersoll-Rand Caterpillar International Harvester Cooper-Bessemer Waukesha Fairbanks-Morse White-Superior Varity-Perkins Acme North America Peugot-Citrogen Volkswagen Kohler Tecodrive

Typical specifications may include: SAE 15W40 API Gravity @ 60°F 29.1 Flash COC °F 440 Vis SUS @ 210°F 76 Viscosity Index 140 Pour Point °F -30 Sulfated Ash Wt. % 0.45 TBN 5.1

 

A synthetic blend heavy duty motor oil is generally formulated as a multigrade SAE 15W-40 intended for year-round service across a wide range of operating temperatures, and it is typically positioned to meet API CI-4 Plus/SM performance for both heavy duty diesel engines and gasoline engines, with high TBN characteristics that are designed to support extended drain intervals.

These formulations commonly use a synthetic base stock blend consisting of synthetic hydrocarbon base stocks and polymers combined with iso-dewaxed and severely hydrocracked base stocks refined to a high viscosity index. This type of oil is generally formulated to be compatible with other synthetic and conventional mineral oil based motor oils.

For extended drain operation, it is typically engineered with an additive package intended to provide deposit control and thermal stability while reducing wear in service. Detergent alkalinity is generally included to support TBN retention, and oxidation resistance and thermal stability may be supported by shear stable viscosity index improvers designed to limit viscosity loss and oil breakdown during operation. 

Some variants may claim reduced oil consumption and increased fuel economy under certain operating conditions. Wear reduction in this category may be supported by the use of liquid molybdenum compounds as a wear preventing additive.

Meets and exceeds the following performance categories and specifications: API CI-4 Plus/SL JASO DH-1 Allison Transmission C-4 ACEA E5 CAT ECF-1/TO-2 Transmission CES Cummins DC 228.3 Detroit Diesel 93K2124 Scania Mack EO-N Premium Plus Volvo VW 502.00/VW 505.00

This type of oil is generally recommended for use in diesel and gasoline engines operated in light to heavy duty service, and it is particularly recommended for high performance, heavy duty supercharged diesel engines burning ultra-low, low, and high sulfur distillate fuels.

Applications may include: Trucks Buses Hoists and Cranes Compressor Drives Cotton Pickers Bulldozers Automobiles Tractors Drilling Rig Engines Stationary Generators Highway Equipment Pavers Irrigation Engines Drag Lines Combines

Typical specifications may include: Product No. 219 SAE Grade 15W-40 Viscosity, cSt @ 100°C 15 Viscosity Index 129 Flash Point, °F 465 API Gravity 28.4 Sulfated Ash, % wt 1.45 Total Base Number (TBN) 11 Zinc (ppm) 1,350 Phosphorus (ppm) 1,175

 

A para-synthetic 2-cycle land and marine engine oil with fuel stabilization is generally designed for use in 2-cycle engines where lubrication is provided by mixing oil with gasoline or by a separate oil-injection reservoir. These formulations are typically engineered with advanced additive chemistry intended to meet and exceed API TC Lubricity and Pre-Ignition, JASO FD, and ISO-L-EGD performance requirements.

These formulations are typically blended from base stocks with an ashless additive package. In service, this type of oil is generally intended to reduce exhaust port blockage, stabilize fuel, and provide lubricity protection while supporting extended engine life, detergent action, and extended spark plug life. 

It is also commonly formulated with piston anti-scuff additives, may be designed to disperse H2O, and is generally intended to be compatible with E10 fuel while supporting piston deposit reduction and reduced piston ring sticking. These formulations are also typically characterized by a high viscosity index and a low-smoke formulation, and they are generally intended to reduce wear rates and help keep engine components clean while assisting with clean-up of existing deposits.

When used as directed, this type of oil is generally suitable for use in land or marine 2-cycle engines, including equipment with power valves and direct fuel injection (DFI).

Use is typically as directed by the equipment manufacturer. Gasoline mixing instructions are commonly 50:1 (2.6 oz. to 1 gallon gasoline), 40:1 (3.2 oz. to 1 gallon gasoline), 16:1 (8 oz. to 1 gallon gasoline), or 100:1 (1.3 oz. to 1 gallon gasoline). For DFI applications, it is generally used by pouring straight (do not mix) 2-stroke oil into the DFI container.

Typical specifications include viscosity SAE 30, specific gravity @ 60°F 0.87, pour point -35 °C (-31 °F), and color blue.

 

A synthetic blend motor oil with liquid molybdenum compounds as a wear preventing additive is generally formulated as a heavy duty, multigrade crankcase lubricant intended for use across a range of ambient temperatures. These formulations typically provide SAE 15W-40 viscosity performance and are engineered to meet and exceed API CJ-4/SN requirements, while also being intended to meet and exceed API performance categories for gasoline engines.

These formulations are generally based on a synthetic base stock blend consisting of synthetic hydrocarbon base stocks and polymers combined with iso-dewaxed and severely hydrocracked base stocks refined to a high viscosity index. They are typically compatible with most other synthetic and conventional mineral oil based motor oils, and may be formulated with an additive system intended to support deposit control, thermal stability, and reduced wear. 

Detergent alkalinity may be used to support longer TBN retention and engine cleanliness, while oxidation stability, thermal stability, and shear-stable viscosity index improvers are generally intended to help prevent oil breakdown; in some applications, reduced oil consumption and increased fuel economy are also reported. Wear control is typically supported through the use of liquid molybdenum compounds as a wear preventing additive.

These formulations may be designed to provide deposit control and thermal stability, may lower operating temperature when compared to other engine oils, and are intended to help prevent premature oil breakdown. They may also be intended to increase fuel economy and reduce oil consumption.

This type of oil is generally intended to meet and exceed API CJ-4/SN, ACEA E3/B3, Navistar, JASO DH-2, CAT ECF-3, FORD M2C153G, Cummins CES 20081, MB 228.3, Detroit Diesel 93K218, MAN 3275, Mack EO-O Premium Plus 07, VDS-4, and VW 502.00/VW 505.00.

It is generally recommended for use in gasoline and most diesel engines operated in light to heavy duty service, and is particularly recommended for high performance, heavy duty diesel engines burning ultra-low sulfur distillate fuels in 2007-2016 model year after-treatment-modified emission compliant engines. 

Typical applications include trucks, buses, hoists and cranes, compressor drives, cotton pickers, bulldozers, automobiles, tractors, drilling rig engines, stationary generators, highway equipment, pavers, irrigation engines, drag lines, and combines.

Typical specifications include product no. 229, SAE grade 15W-40, viscosity ASTM D445 cSt @ 100°C 15, index 129, flash point 465 °F, API gravity 30, sulfated ash 1 % wt, total base number (TBN) 9, zinc (ppm) 1,200, phosphorus (ppm) 1,050, and cold-crank simulator, cP at -20 °C (base oils) ASTM D5293 2600.

 

A synthetic blend motor oil formulation incorporating liquid molybdenum compounds as friction-reducing additives represents a class of heavy-duty, multigrade crankcase lubricants designed for diesel and gasoline engine service across ambient temperature ranges. These formulations are constructed in SAE 10W-30 and SAE 15W-40 viscosity grades to meet API CK-4/SP performance requirements at the applicable viscosity grade, with API performance categories for gasoline engines also addressed where the viscosity grade permits; field applications include extended drain operation up to 145,000 km (90,000 miles).

These formulations are constructed from a synthetic base stock blend consisting of synthetic hydrocarbon base stocks and polymers combined with iso-dewaxed and severely hydrocracked base stocks refined to exhibit high viscosity indices. Compatibility with synthetic and conventional mineral oil based motor oils is characteristic of this base stock architecture.

These formulations are constructed around an additive system and shear-stable viscosity index improvers addressing deposit control and thermal stability, with formulation characteristics that may result in lower operating temperatures when compared to reference engine oils and reduced susceptibility to premature oil breakdown. Reduced oil consumption and fuel economy improvements are observed in standardized testing for this formulation class, with wear control mechanisms supported through liquid molybdenum compounds functioning as friction-reducing additives.

At the applicable viscosity grade, formulations of this class demonstrate compliance with the following performance categories and specifications: API CK-4/SP, ACEA E7-16, E9-16, Allison TES 439, Caterpillar ECF-3, ECF-2, ECF-1a, Detroit Diesel Corporation 93K223/93K221A, Daimler Trucks DTFR 15C100, Cummins CES 20086/20087/20100, Deutz DQC III-18 LA (equivalent to MB 228.31), JASO DH-2, Mack EOS-4.5, MAN M 3775, Mercedes-Benz 228.31, MIL-PRF-21041-1, MTU Category 2.1, Navistar proprietary specifications, Renault RLD-4, Volvo VDS-4.5, and Ford WSS-M2C171-F1.

This formulation class is applied in gasoline and diesel engines operated under light to heavy duty service classifications. Application scope includes high performance heavy duty diesel engines burning ultra-low sulfur diesel fuels in 2017 model year on-highway engines (and subsequent model years) meeting EPA Tier 4 Final and Euro VI non-road exhaust emission standards, as well as previous model year diesel engines specifying API CK-4 heavy duty engine oil performance.

Applications include on-highway trucks and buses, material handling equipment including hoists and cranes, compressor drives, agricultural equipment including cotton pickers and tractors, construction equipment including bulldozers and pavers, passenger automobiles where specifications permit, drilling rig engines, stationary generators, highway maintenance equipment, irrigation engines, draglines, and combines.

SAE 10W-30 formulations of this class do not meet API SN performance requirements.

Representative physical and chemical properties for formulations meeting these design parameters include kinematic viscosity (calculated) at 100°C of 11.7 cSt for SAE 10W-30 and 15.0 cSt for SAE 15W-40; viscosity index of 125 for SAE 10W-30 and 130 for SAE 15W-40; flash point of 224°C (435°F) for SAE 10W-30 and 241°C (465°F) for SAE 15W-40; API gravity of 30 for both grades; sulfated ash content of 1.0% by weight for both grades; total base number of 9 mg KOH/g for both grades.

 

A synthetic SAE 0W-20 motor oil formulated with liquid molybdenum compounds as a wear preventing additive is generally designed to provide multigrade performance across a wide range of temperatures for gasoline engines. These formulations typically meet API SP performance standards and may be engineered for extended drain intervals.

These formulations are generally based on synthetic base stocks and polymers refined to a high viscosity index, and they are typically compatible with most other synthetic and conventional mineral oil based motor oils. 

They are commonly formulated as extended drain motor oils using an additive package intended to support deposit control, oxidation resistance, and thermal stability, with shear-stable viscosity index improvers generally intended to help prevent oil breakdown. 

Detergent alkalinity is typically used to promote engine cleanliness and may reduce total maintenance, while performance characteristics for this type of oil may also include reduced oil consumption and increased fuel economy. 

Low temperature flow is generally intended to support easy starts, and these formulations are typically designed to provide high temperature protection and low speed pre-ignition (LSPI) protection; wear control is typically supported through the use of liquid molybdenum compounds as a wear preventing additive.

This type of oil is generally intended to meet and exceed API SP, ILSAC GF-6A, Chrysler MS6395, GM 6094M, GM 4718M, Ford WSS-M2C961-A1, Ford WSS-M2C946-A, and Ford WSS 913-A/B/C/D.

It is generally recommended for use in gasoline engines. Typical applications include passenger cars, 4-cycle marine engines, trucks, and recreational engines.

Typical specifications include product no. 238, SAE grade 0W-20, viscosity cSt @ 100°C 8.5, viscosity index 140, flash point °F > 390, API gravity 36, sulfated ash % wt ≤0.9, and base number (BN) 7.

 

A synthetic multigrade motor oil is a category of product engineered to meet API SP performance standards for gasoline engines and to provide all season operation across a wide range of temperatures. After formulation, this type of oil is generally intended to deliver multigrade performance and may be designed for extended drain intervals when used under appropriate service conditions.

These formulations typically use synthetic base stocks and polymers refined to achieve a high viscosity index. It is generally compatible with most other synthetic and conventional mineral oil based motor oils.

It is often formulated as an extended drain motor oil through the use of an additive package intended to support deposit control and thermal stability while reducing wear. Detergent alkalinity is typically included to support engine cleanliness and reduce total maintenance. 

Oxidation resistance and thermal stability, together with shear stable viscosity index improvers, are generally designed to help prevent oil breakdown under service, which may enable longer drain intervals. Reduced oil consumption and increased fuel economy may also be associated with this type of formulation.

Low temperature flow characteristics are typically intended to support easier starting, while high temperature protection may also be provided. This type of oil is generally formulated to provide low speed pre-ignition (LSPI) protection. Wear reduction is typically supported through the use of oil soluble friction modifiers, including liquid molybdenum compounds as a wear preventing additive.

It typically meets and exceeds the following performance categories and specifications: API SP ILSAC GF-6A GM 6094M GM 4718M Chrysler MS6395 Ford WSS – M2C961-A1 Ford WSS – M2C946-A Ford WSS 913-A/B/C/D

These formulations are recommended for use in gasoline engines, including applications such as passenger cars, 4-cycle marine engines, trucks, and recreational engines.

Typical specifications for this type of oil may include: SAE Grade 0W-30 Viscosity, cSt @ 100°C 10.3 Viscosity Index 145 Flash Point, °F > 390 API Gravity 37 Sulfated Ash, % wt ≤0.9 Base Number (BN) 7

 

A highly viscous oil supplement is a category of product intended to be added to existing lubricating oils to increase film strength and support cleanliness in engine and industrial lubrication systems. These formulations typically include a shear-stable viscosity index improver and may also contain liquid molybdenum compounds as a wear preventing additive, which is generally intended to extend similar protective chemistry to motor oils, gear oils, hydraulic oils, compressor oils, and oils used in other applications.

These formulations commonly combine a highly shear stable viscosity index improver with stabilizing agents such as acid neutralizers, oiliness agents, anti-wear agents, corrosion inhibitors, anti-foam agents, and thermal stability agents. 

It is generally designed to help an oil maintain proper viscosity under high heat conditions and may contain components intended to reduce carbon and engine wear. Versions without liquid molybdenum compounds as a wear preventing additive may also be available. Compatibility is generally indicated with petroleum, naphthenic, and PAO based oils.

Performance characteristics typically associated with this type of oil supplement include controlling consumption, reducing blow-by, removing engine deposits, reducing lifter and valve noise, improving power, reducing frictional drag, neutralizing harmful engine acids, sealing rings better, improving compression, reducing piston scuffing and scoring, preventing excessive wear, reducing amperage on electrically driven equipment, restoring oil pressure, helping replace effects of ZDDP, and helping prevent and disperse sludge.

When used at 10% with any oil, it will add just as much liquid molybdenum compounds as a wear preventing additive to that oil as is contained in oils formulated with that additive. Adding it to oils which already contain liquid molybdenum compounds as a wear preventing additive will further increase protection.

Typical applications include industrial plants, stationary engines, farm tractors, farm implements, heavy duty trucks and buses, drilling rigs, power plants, oil production engines, excavators, paper-mill calendar rolls and drive gear boxes, hydraulic systems under extreme pressure, fork lifts, logging equipment, boats, earth moving equipment, irrigation pump engines, industrial gear boxes, power generators, lawn mowers, tillers and small engines, snow blowers and snowmobiles, and process plant pumps.

Uses with mix ratios: All gasoline and diesel engine oil: 1:10 mix (1 part 480M to 10 parts of oil)

Gear oil: SAE: 80, 90, 140, 250, 75W90, 80W90, 80W140, 85W140 ISO: 320, 460, 680, 1000 AGMA: 6EP, 7EP, 8A Gear oil: 1:15 mix

ISO 68, 100, 150, 220 AGMA 3EP, 4EP, 5EP Gear oil: 1:20 mix

AGMA 1, 2EP

Hydraulic oil Air compressor oil Rock drill oil Manual transmission oil Facilitates parts assembly (apply liberally to parts prior to assembly)

Note: Recommended mix ratios are important for amperage reduction.

Caution: This type of oil supplement is not designed for use with fluids having special frictional characteristics such as those used in automatic transmissions, wet clutches, or any type of friction drive.

Typical specifications: Viscosity, cs @ 100 ºC 27.5 Specific Gravity 0.85 Color ASTM very dark green Flash, ºF. (COC) 142 Pour, ºF. -5 Acid Test Excellent 1-H Test (M2C101B) Pass Piston skirt varnish (10=clean) 9.0

 

A fully synthetic heavy duty diesel engine oil is generally formulated for extended service intervals, improved lubricity, and potentially lower operating costs with environmental benefits. This type of oil is typically engineered with advanced additive chemistry intended to meet and exceed API CI-4 Plus performance requirements, and the CI-4 Plus diesel engine performance category supersedes the CI-4 performance level.

These formulations generally use PAO synthetic base stocks and are typically blended with a high TBN, low ash additive package suitable for heavy duty diesel engine service with both regular and high sulfur diesel fuels in all parts of the world.

It is commonly intended to support performance related to piston deposits, oil consumption, ring and liner wear, roller-follower valve train wear, slider valve train wear, corrosive wear, oxidation and sludging, soot and filter plugging, shear stability, foam, volatility, and extended service.

This type of oil is an extended drain, long-life lubricant designed to limit transport and disposal of waste oil and to provide a broad range of application. In some cases, it may be approved by specific engine manufacturers for use under warranty in certain engine families as the result of a full-scale engine test in that engine.

It is generally used in heavy-duty diesel engines where performance in excess of API CI-4 Plus standards is desired, and it may be applied in diesel engines for power generating applications based on long-term field evaluations indicating performance and cost-effectiveness.

Typical specifications include viscosity grade 5W40, specific gravity 0.86, API gravity 33.8, density 7.13 lb./gal., viscosity 15.7 cSt @ 100°C, viscosity 500 SUS @ 100°F, viscosity 80.7 SUS @ 210°F, viscosity index 155, pour point -48°C (-54°F), and total base number (TBN) 11.

 

A full synthetic low ash natural gas engine oil is generally formulated for use in stationary natural gas engines. This type of oil is typically blended with PAO base stock and a heavy-duty, low-ash additive package intended to support performance.

These formulations are engineered to control deposits, wear, oxidation, and nitration in high output and highly turbocharged natural gas engines. It is commonly designed to meet and exceed API CF performance category as well as Category III requirements for certain cogeneration and compressor-drive applications, and it is generally compatible with NSCR-type exhaust catalysts.

This type of oil is recommended for 4-stroke and selected 2-stroke stationary natural gas engines, including applications commonly associated with equipment from Arrow, Caterpiller, Delaval Enterprise, Dresser Rand, Superior, Waukesha, and Worthington.

Typical specifications include SAE grade 5W-40, viscosity 15 CS @ 100°C, viscosity index 172, pour point -54°F, API gravity 33.8, sulfated ash 0.45%, and TBN 5.1.

 

A universal multigrade motor oil in the SAE 5W-30 viscosity grade is typically formulated to meet passenger car requirements for lighter viscosity engine oil while also addressing diesel engine requirements. This type of oil is typically intended to conform to API SL/CF, CF-2, and CF-4 performance categories.

These formulations are commonly blended using 100% synthetic hydrocarbon Group IV PAO base stocks with polymers, and they are generally compatible with conventional mineral oil based motor oils. It is often fortified with a high-detergent additive package and effective dispersants, which is intended to support use in engines where 5W-30 may be specified; lower volatility relative to conventional light neutral based oils is typically associated with reduced oil consumption. 

Oxidation stability and thermal stability, together with high detergency, are generally designed to help limit deposits and slow oil breakdown, which may allow longer drain intervals in appropriate service. Anti-wear additives used with synthetic base stocks are intended to support engine cleanliness and reduce wear, which may contribute to reduced maintenance.

This type of oil is commonly formulated for arctic engine service and is designed to provide cold temperature performance. In some formulations, it may also pass the viscosity requirements associated with SAE 0W-30 and may perform at low temperatures where other 5W-30 oils may not flow.

It is generally used for passenger car applications and may be used in gasoline and diesel engines, including turbo and racing engines, as well as arctic service. Applications may include fleets, agriculture, construction, industrial service, drilling rigs, stationary engines, natural gas engines, and light to medium duty trucks.

Typical specifications include SAE grade 5W-30, kinematic viscosity 11 cSt @ 100°C, viscosity index 156, cold cranking viscosity 2040 cP @ -25°C, pumpability viscosity 4400 cP @ -30°C, temperature 30,000 cP achieved -41°C, pour point -48°C (-54°F), Noack volatility 12.9% (1 hr @ 250°C), and high temperature/high shear 4.2 mPa’s.

 

A universal multigrade motor oil in the SAE 5W-40 viscosity grade is in most cases, formulated to meet API CI-4 Plus/SM performance categories for use across diesel and gasoline engine applications. This type of oil is typically intended to meet heavy-duty diesel engine requirements for multigrade engine oil while also meeting API SM for gasoline engines.

These formulations are commonly produced using 100% synthesized hydrocarbon Group IV PAO base stocks with polymers, and they are generally compatible with conventional mineral oil based motor oils. It is often fortified with a high detergent 11 TBN additive package and effective dispersants, which is intended to support use in diesel engines where 15W-40 is required; lower volatility relative to conventional light neutral based oils is typically associated with reduced oil consumption. 

High detergency together with oxidation stability and thermal stability is generally designed to reduce deposits and limit oil breakdown, which may allow longer drain intervals in appropriate service, while anti-wear additives used with synthetic base stocks are intended to support engine cleanliness and reduce wear, which may contribute to reduced maintenance.

This type of oil is commonly formulated for cold temperature and high temperature service. Its 5W viscosity at low temperatures is generally intended to allow replacement of conventional 5W-30, 10W-30, and 15W-40 oils in gasoline as well as diesel engines.

It is generally used in heavy duty diesel engines and gasoline engines, including turbo and racing engines, as well as arctic service. Applications may include fleets, agriculture, construction, industrial service, drilling rigs, stationary engines, and heavy duty trucks.

Typical specifications include SAE grade 5W-40, kinematic viscosity 15.7 cSt @ 100°C, viscosity index 155, cold cranking viscosity 2980 cP @ -25°C, pumpability viscosity 9000 cP @ -30°C, pour point -48°C (-54°F), Noack volatility 12.4% (1 hr @ 250°C), and high temperature/high shear 4.2 mPa’s.

 

A full synthetic heavy duty universal motor oil in the SAE 5W-40 viscosity grade is as a general rule, formulated to meet API CK-4/SP performance categories for use in heavy duty diesel engines and may also be suitable for gasoline engines. This type of oil is typically intended to satisfy multigrade heavy duty diesel requirements associated with 5W-40 service.

These formulations are commonly based on 100% synthesized Group IV PAO with polymers and are generally compatible with conventional mineral oil based motor oils. It is often fortified with a high retention TBN additive package that includes effective dispersants, which is intended to support use in diesel engines where 15W-40 is required; lower volatility relative to conventional light neutral based oils is typically associated with reduced oil consumption.

High detergency, shear stable viscosity index improvers, and oxidation and thermal stability are generally designed to reduce deposits and limit oil breakdown, which may make extended drain intervals possible. Improved fuel economy may be achievable when these formulations use full PAO synthetic base oils compared with conventional mineral based engine oils, and liquid molybdenum compounds as a wear preventing additive may be used with anti-wear chemistry to support engine cleanliness, reduce wear, and reduce maintenance.

This type of oil is commonly formulated for cold temperature and high temperature service, and its 5W viscosity at low temperatures is generally intended to allow replacement of many conventional 5W-30, 10W-30, and 15W-40 oils in diesel as well as gasoline engines.

It may meet and exceed the following performance categories and/or specifications (suitable for use): API CK4/SP, ACEA E7-16, E9-16, Allison TES439*, Cat ECF-3, ECF-2, ECF-1a, DDC 93K223/93K22LA, Daimler Trucks DTFR 5C100, Cummins CES 20086/20087/20100, Deutz DQC III-18-LA (ex MB 228.31), DHD-1, JASO DH-2, China D1, Mack EOS 4.5, MAN 3775, MB 228.31, MIL-PRF-21041-1, MTU Cat Type 2.1, Navistar, Renault RLD-4, Volvo VDS-4.5, and Ford WSS-M2C171-F1.

This type of oil is generally used in heavy duty diesel engines, including desert service and arctic service, and it may also be used in gasoline engines and turbo or racing engines. Applications may include fleets, nonroad engines, construction, agriculture, drilling rigs, stationary engines, heavy duty trucks, industrial uses, and earth moving and mining.

Typical specifications include SAE grade 5W-40, kinematic viscosity ASTM D445 15 cSt @ 100°C, viscosity index 145, foaming sequence I, II, III ASTM D892 pass, low temperature cranking ASTM D5293 6200 cP @ -35°C (min.), low temperature cranking ASTM D5293 6600 cP @ -30°C (max.), pour point -45°C (typical max -40°C), flash point ASTM D92 >210°C, sulfated ash 1.0% wt. max, appearance amber liquid, high temperature/high shear ASTM D4683 > 3.7 mPa•s (min.), and TBN 8.

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Industrial Oils 

A biodegradable synthetic blend rock drill oil is generally formulated to meet the operational requirements of rock drills and similar equipment. This type of oil is typically engineered to provide lubrication while also being intended for use where biodegradability is required.

These formulations are commonly fully formulated lubricants that use a vegetable oil blended with a combination of synthetic base fluids. The additive system may include non-toxic, ashless antiwear additives, adhesive and cohesive additives, demulsifiers, and pour point depressants, and it is generally inhibited against rust, corrosion, and oxidation while also being classified as readily biodegradable.

Rust and corrosion inhibitors are designed to help resist chemical attack on drill parts and to reduce the likelihood of rust formation when equipment is not in use. Antiwear additives, used in combination with the oil’s naturally high film strength, are intended to reduce friction, scuffing, and premature wear of parts, while adhesive and cohesive additives are generally incorporated to help it coat metal parts and maintain lubrication.

These formulations are often used in environmentally sensitive areas or where a lubricant with high renewable resource content is required.

Specifications for this type of oil commonly include a viscosity grade of ISO 32 and a minimum viscosity index of 197 per ASTM D-2270. Flash point is typically specified as a minimum of 500 °F per ASTM D-92, with specific gravity generally reported as 0.9, and oxidation resistance may be characterized by a Rotary Bomb Oxidation Test value of 240 per ASTM D-2272. 

Foaming performance is commonly reported as 0/0 per ASTM D-892, and water separation may be represented by a Demulsibility Test result of 40/40/0 per ASTM D-1401. Wear protection is often indicated by a Four Ball Wear value of 0.36 per ASTM D-2266, while corrosion performance may be documented by a Rust Test result of Pass per ASTM D-665 and a Copper Corrosion Test rating of 1A per ASTM D-130. Load carrying capability is typically expressed as 12 load stages passed in the FZG Load Test per ASTM D5182-97, and environmental performance is commonly shown by Biodegradability of Pass per CEC-L-33-T-82 and Aquatic Toxicity Test of EPA Pass.

 

A non-detergent oil is generally a pure mineral oil (PMO) supplied in viscosity grades such as SAE 10, 20, 30, 40, and 50 as specified. This type of oil is typically blended from high viscosity index paraffinic mid-continent petroleum base stocks and is commonly inhibited against foam; because it is non-detergent, it is completely ashless.

These formulations typically meet and exceed the requirements of API designation SA and may be used for light duty or small engine service. It is also intended to fulfill requirements for PMO transmission lubricants, and since SAE 50 falls within the SAE 90 gear oil viscosity range, SAE 50 may be used where SAE 90 PMO is called for.

This type of oil is generally used in engines operated under mild conditions that do not require special additives, and it may also be applied in hydraulic, industrial gear, cutting, and other applications that call for a high quality straight mineral oil with a high viscosity index. In practice, it is often used for utility engine service or add-oil, and it is also applied as a general purpose machine oil for a range of shop uses where a mineral lubricating oil of specified weight is required.

Typical specifications are commonly expressed by viscosity grade, including SAE 10, SAE 20, SAE 30, SAE 40, and SAE 50. API gravity at 60ºF is typically 32 for SAE 10, 31 for SAE 20, 30 for SAE 30, 29 for SAE 40, and 28 for SAE 50. Flash, COC ºF, is typically greater than 400 for SAE 10, greater than 420 for SAE 20, greater than 470 for SAE 30, greater than 490 for SAE 40, and greater than 515 for SAE 50.

Viscosity in SUS at 100ºF is typically 186 for SAE 10, 295 for SAE 20, 586 for SAE 30, 844 for SAE 40, and 1265 for SAE 50, while viscosity in SUS at 210ºF is typically 46 for SAE 10, 53 for SAE 20, 68 for SAE 30, 80 for SAE 40, and 100 for SAE 50. Kinematic viscosity in Cst at 40 ºC is typically 36 for SAE 10, 57 for SAE 20, 112 for SAE 30, 160 for SAE 40, and 239 for SAE 50, and kinematic viscosity in Cst at 100 ºC is typically 6 for SAE 10, 8 for SAE 20, 12 for SAE 30, 15 for SAE 40, and 20 for SAE 50.

Viscosity index is typically 108 for SAE 10, 104 for SAE 20, 95 for SAE 30, 94 for SAE 40, and 94 for SAE 50. Pour point in ºF is typically 6 for SAE 10, 7.5 for SAE 20, 10 for SAE 30, 12.5 for SAE 40, and 15 for SAE 50. Color is typically clear for SAE 10, SAE 20, and SAE 30, light yellow for SAE 40, and yellow for SAE 50.

 

A machine and way oil is generally intended to lubricate the ways and slides of machine tools, where operating conditions can create conflicting lubrication demands. This type of oil is designed to address the tendency for lubricant to wipe off at low speeds under heavy loads, which can increase friction, while also limiting conditions at high speeds and low loads where a fluid film may form that lifts and floats the slide; because this film can vary in thickness, it can produce wavy surfaces on machined parts or cause them to run off size through a hydroplaning effect comparable to slick automobile tires on a wet surface.

These formulations are typically petroleum base lubricants that may contain extreme pressure additives, anti-foam agents, anti-friction additives (including liquid molybdenum compounds as a wear preventing additive), demulsifiers, adhesive/cohesive additives, oxidation inhibitors, anti-wear additives, dispersant additives, corrosion inhibitors, and rust inhibitors. In precision machining, slides and ways are generally required to operate under boundary film conditions, where boundary lubrication represents an extreme pressure condition in which the thinnest practical oil film is maintained while still providing effective lubrication.

Stick slip and chatter are associated with the static coefficient of friction being greater than the dynamic coefficient, meaning more force is required to start movement from a dead stop than to maintain smooth motion once sliding occurs. This behavior is comparable to pulling a heavy piece of furniture across a floor, where the highest force is needed to initiate movement and initial motion may include slight bouncing or chatter; in precision machining, such stop-start action and chatter can be unacceptable and may damage parts when tolerances are in thousandths of an inch. Liquid molybdenum compounds as a wear preventing additive are intended to reduce stick slip and chatter through anti-friction behavior that helps equalize the two coefficients of friction.

Rust protection is generally a significant consideration, and this type of oil is formulated to provide rust and corrosion protection that is maintained on metal surfaces by adhesive/cohesive additives. On vertical slides, lubricant may drain off surfaces, and adhesive/cohesive additive components are typically included to diminish this effect. It is also generally formulated to resist squeezing out, running, and dripping, and to remain non-gumming.

This type of oil is commonly used on lathes, planers, shapers, slotters, boring machines, and drilling machines where lubrication is usually provided by pressurized oil circulation to lubricate flat, V guide, or table ways. It is also used on milling machines where wick oil lubrication is applied for saddles and sliding ways, and it may be used in machines requiring lubrication of ways and slides as well as in applications requiring a general purpose machine oil.

Typical specifications may be provided in multiple grades identified as No. 1, No. 2, No. 3, No. 4, and No. 5, with API gravity at 60ºF of 31.4, 29.8, 28.9, 28.2, and 27.5, respectively. Flash point (COC) is typically 350 ºC, 440 ºC, 460 ºC, 480 ºC, and 530 ºC; viscosity may be 215 SUS, 315 SUS, 525 SUS, 775 SUS, and 1160 SUS at 100ºF, and 47 SUS, 53 SUS, 65 SUS, 78 SUS, and 95 SUS at 210ºF. Viscosity index is generally 101, 100, 99, 98, and 98, and pour point is typically 5 ºF, 5 ºF, 10 ºF, 10 ºF, and 15 ºF.

 

A saw oil is generally formulated to lubricate saw blades and related components in order to support blade life and consistent operation. This type of oil is typically a petroleum based lubricant engineered for saw service and may be compounded with mild extreme pressure additives, anti-foam agents, anti-friction additives, demulsifiers, adhesive/cohesive additives, oxidation inhibitors, dispersant additives, corrosion inhibitors, and rust inhibitors.

These formulations are designed to reduce wear and are commonly intended to resist sling off while helping fight corrosion and rusting of saw blades. In operation, it is generally formulated to be non-misting in order to reduce oil consumption and limit fog and mist, which can help keep scanners clean and functioning properly; it is also used in contexts where the need for cooling water may be reduced and/or eliminated. It is typically non-staining to help maintain wood quality, and it is intended to reduce pitch buildup so saws, guides, and wheels remain cleaner while supporting saw, guide, and wheel life.

This type of oil is used in saws where lubrication is required to reduce downtime and support production time, and it can be applied in machines requiring lubrication intended to improve blade life.

Typical specifications for these formulations may include ISO VG 22, API gravity at 60ºF of 34, flash point (COC) of 200 ºC, viscosity of 110 SUS at 100ºF, a viscosity index of 110, and a pour point of 0 ºF.

 

A vacuum pump oil is generally blended from highly refined base stock oils and selected additives to provide a lubricant suitable for a range of vacuum pump designs. This type of oil is typically supplied in extra light, light, medium, and heavy weights, and these formulations are commonly engineered to provide low temperature flow characteristics along with a high viscosity index.

These formulations typically include oxidation inhibitors, anti-wear agents, corrosion inhibitors, anti-foam agents, rust inhibitors, and pour point depressants, and they may also incorporate liquid molybdenum compounds as a wear preventing additive for friction reduction. Since oxidation is approximately doubled for every 18° F rise in temperature, oxidation control is intended to help prevent deposits that can clog small orifices and tightly fitted parts and can contribute to corrosion of metal surfaces, while rust-inhibiting additives are used to form a protective film on metal surfaces. 

It is generally designed to provide positive lubrication that can reduce fluid operating temperatures and support mechanical efficiency with lower power consumption, and base stocks with resistance to emulsification and foaming are used to limit water-related separation issues and foam formation.

This type of oil is intended to provide efficient operation and lubrication across vacuum pump operating conditions. It is used in vacuum pumps, with the application limitation that it is for vacuum pumps pumping atmospheric air only, not pumps pumping oxygen or other gases.

In typical specifications by ASTM method for extra light, light, medium, and heavy grades, the ISO viscosity grades are commonly reported as 32, 46, 68, and 100. Kinematic viscosity at 40°C by ASTM D-445 is typically 30, 44, 68, and 100 cSt, while viscosity by ASTM D-2161 is typically 154, 205, 315, and 463 SUS at 100°F and 44, 48, 55, and 64 SUS at 210°F. Viscosity index by ASTM D-2270 is generally 104, 103, 103, and 100, with flash point by ASTM D-92 reported as 460°F, 460°F, 465°F, and 470°F and pour point by ASTM D-97 reported as -25°F, -25°F, -20°F, and 0°F.

Gravity by ASTM D-287 is typically 32.4, 31.8, 30.0, and 29.0 °API, while total acid number by ASTM D-664 is 1.3 mg KOH/g across grades. Copper strip corrosion by ASTM D-130 for 3 hr at 212°F is reported as 1 for each grade, and Conradson carbon by ASTM D-189 is .25% for each grade. Aniline point by ASTM D-611 is typically 229°F, 229°F, 235°F, and 245°F, and demulsibility at 130°F by ASTM D-1401 shows separation in 15 minutes for each grade.

Foam tendency and stability by ASTM D-892 are typically 25/0 ml for Sequence I, 25/0 ml for Sequence II, and 25/0 ml for Sequence III across all grades. Rust performance by ASTM D-665A (distilled water) and ASTM D-665B (synthetic sea water) is reported as Pass for each grade, while oxidation stability by ASTM D-943 is 2800 hrs across grades. Wear performance by the 4-ball wear scar test (ASTM D-2266) is .35 mm for each grade, FZG load stages passed are 9 for each grade, Timken OK load is 35 lb for each grade, and appearance is Bright for each grade.

 

An industrial multigrade hydraulic oil is generally formulated from refined base stock oils combined with additive systems to support hydraulic system operation across widely varying ambient temperatures. These formulations typically use a blend of base stock oils and VI improvers to maintain low temperature flow properties while also providing sufficient viscosity at higher operating temperatures to support system efficiency, and a seal conditioner may be included to help prevent leakage.

This type of oil commonly contains oxidation inhibitors, anti-wear agents, corrosion inhibitors, anti-foam agents, rust inhibitors, and pour point depressants, and it may also include liquid molybdenum compounds as a wear preventing additive for friction reduction. 

A hydraulic oil is generally expected to transmit power efficiently and lubricate adequately, and performance in hydraulic systems is closely tied to maintaining proper viscosity over a range of operating temperatures; a high viscosity index is intended to help maintain appropriate viscosity under changing conditions. In modern hydraulic systems with close tolerance surfaces, positive lubrication is typically required to help prevent excessive wear.

Multigrade hydraulic oil is designed to reduce conditions associated with oils that are too light, including excessive leakage, lower volumetric efficiency at the pump, increased wear, loss of pressure, and lack of positive hydraulic control. It is also intended to reduce conditions associated with oils that are too heavy, including increased pressure drip, higher oil temperatures, sluggish operation, lower mechanical efficiency, and higher power consumption.

Because oxidation is approximately doubled for every 20-degree rise in temperature, oxidation control is intended to reduce the likelihood of deposits that can clog small orifices and tightly fitted parts and can contribute to corrosion of metal surfaces. Additives are used to help prevent rust and oxidation by forming a protective film on metal surfaces.

This type of oil is typically positioned as suitable for use where it meets and exceeds requirements such as Parker Denison HF-0, HF-1, HF-2 (package), DIN 51524 pt.2, ISO 6743/4, ASTM D6158-05, SS 155434, SEB 181 222, Eaton E-FDGN-TB002-E, U.S. Steel 127 and 136, Cincinnati Machine P-68, P-69, P-70, Bosch Rexroth RDE 90235, AFNOR NF E 48-603, and VDMA 24318.

It is commonly applied in drilling equipment, air compressors, construction equipment, deck and cargo handling equipment, mining equipment, winches, hydraulic platforms, cranes, logging equipment, and draglines.

In typical specifications, it corresponds to an SAE viscosity of 10W-40 and an ISO viscosity grade of 100, with a viscosity of 422 SUS at 100ºF and 91 cSt at 40ºC, and a viscosity index of 160. It is characterized by an API gravity of 30.4, a flash COC of 405 ºF, a fire COC of 440 ºF, and a pour point of -20 ºF, while foam performance by ASTM D892 for sequences I, II, and III is reported as 0/0. 

Oxidation stability by ASTM D943 is 4500 hrs, rust performance by ASTM D665B is pass, and copper strip corrosion for 3 hrs at 212ºF by ASTM D130 is 1a. Wear performance by the 4-ball wear scar test (ASTM D2266) is .5 mm, FZG load stages passed are 12, and hydrolytic stability by ASTM D-2619 shows a % Kin Vis change of 4.5.

 

A heavy duty rock drill oil is generally formulated to meet the operational requirements of rock drills and related drilling equipment. This type of oil is typically produced in multiple viscosity grades to support use across different ambient weather conditions and a range of drill designs.

These formulations are commonly compounded from solvent refined base oils and may use additive chemistries intended to avoid the toxicological and ecological concerns associated with lead type additives, which can make underground use more practical where toxicity is a serious problem. 

It generally exhibits a naturally high viscosity index, high flash point, and high film strength, and it is typically formulated with rust inhibitors, corrosion inhibitors, oxidation inhibitors, oiliness additives, anti-wear additives, adhesive and cohesive additives, anti-scuff additives, extreme pressure additives, foam inhibitors, and pour point depressants.

Rust and corrosion inhibitors are designed to help resist chemical attack on drill parts and to prevent rust formation when equipment is not being used. Extreme pressure additives, used in combination with the oil’s naturally high film strength, are intended to reduce friction, scuffing, and premature wear of parts, while adhesive and cohesive additives are generally included to help it thoroughly coat metal parts and maintain lubrication.

This type of oil is typically used in light duty rock drills, mine car loaders, heavy duty rock drills, heavy equipment, air power tools, and industrial gears, and it is commonly applied in mining, highway construction, manufacturing, building construction, government operations, and well drilling and workover service.

Typical specifications are often presented by viscosity grade, commonly described as Light, Medium, and Heavy. API gravity is generally 30.7 for Light, 28.7 for Medium, and 27.5 for Heavy, while viscosity in SUS at 100°F is typically 225 for Light, 612 for Medium, and 800 for Heavy, with viscosity in SUS at 210°F commonly 48 for Light, 67 for Medium, and 82 for Heavy. Viscosity index is typically 75 for Light, 86 for Medium, and 104 for Heavy, and flash point in °F is generally 425 for Light, 470 for Medium, and 490 for Heavy, with pour point in °F typically -25 for Light, -5 for Medium, and 0 for Heavy. Load carrying performance may be specified as a Timken OK Load of 60 lbs. for Light, 60 lbs. for Medium, and 60 lbs. for Heavy, and operating temperature range is commonly listed as 0-40°F for Light, 40-80°F for Medium, and 80-110°F for Heavy.

 

A water soluble cutting oil is generally formulated as an emulsifiable cutting fluid concentrate intended for machining operations where a water based coolant is desired along with oil derived lubricity. This type of oil is typically used to support heat removal during cutting while also providing lubricity and anti-weld performance in the working zone.

These formulations are commonly compounded as an emulsifying concentrate or coolant composed of a petroleum oil and a balanced blend of emulsifying agents designed to produce an emulsion with strong cooling ability, lubricity, and anti-weld properties. Corrosion inhibitors are typically included for use on both ferrous and non-ferrous metal surfaces, along with emulsion stabilizers and rust preventives; as a result, work pieces machined with emulsions of this type of oil ordinarily need no further protection during subsequent handling or storage, and machines typically do not require additional protection. Foam inhibitors are generally used to limit foaming even in soft water, and it is typically non-staining to non-ferrous metals.

In service, these formulations are intended to increase tool life through combined lubricating, cooling, and anti-weld properties, while generally operating without smoke, fog, or undesirable fumes. A biocide is commonly incorporated to help control bacteria and fungi in cutting fluid dilutions, and it is intended to avoid detrimental effects on operators. 

It may be used to improve finish quality on special alloys, including at higher speeds, and it is sometimes used in place of chemical coolants, with coolant change intervals typically lengthened and cleanout time reduced. A thin residual film is generally expected to protect metal surfaces without being heavy enough to require degreasing before painting, and it is intended to reduce rust in equipment and on finished parts and to reduce paint peeling on machines.

For machining and grinding, modern tooling and high machining speeds typically call for the maximum cooling effect of water while also requiring the favorable characteristics of petroleum cutting oils, and dilution is generally selected based on the combination of metal machinability, tool set-up, feed, and speed. In general, richer dilutions from 1:15 to 1:30 (oil to water) are used for difficult jobs, while free machining steels and other materials with high machinability ratings commonly use emulsions from 1:30 to 1:50. Because grinding usually emphasizes maximum cooling with less dependence on lubrication, dilution ratios from 1:60 to as high as 1:150 are commonly used to provide results in finish quality and wheel life.

For short term protection of metallic surfaces, this type of oil is often used as a corrosion preventative either as a water emulsion or without dilution. When parts are cleaned by immersion in mechanically agitated water baths, addition of this type of oil to the water is intended to provide short term corrosion protection; as the water evaporates, a fine, continuous protective film typically remains on the surface. 

Although mixtures as dilute as 1:100 may be used, this dilution is generally not recommended when parts must be protected from corrosion for more than one day or when exposure conditions are more severe than a mild, protected environment; for indoor storage, maximum dilution for satisfactory protection is generally 1:60, and mixtures of 1:30 or 1:20 are recommended for best results. 

When used without dilution, corrosion protection is attributed to preferential wetting properties produced by emulsifiers and other additives that are intended to prevent moisture contact with the metal surface; it may be applied by any method that allows uniform, continuous coverage, including spray, brush, dip, or wipe, and surfaces are generally expected to be clean and dry prior to application.

In water systems, these formulations may be used to meet application requirements for hydraulic as well as engine cooling systems, where corrosion protection, stability, emulsification with hard water, and resistance to foaming in soft water are typically required. In general, it is mixed with water to form an emulsion containing 1% to 3% oil by volume, and it can be added directly to the water in the system to be protected, with caution observed regarding system cleanliness and the ph value of the water to help ensure formation of a stable emulsion.

Applications commonly include broaching, milling, gear cutting, boring and turning, threading, sawing, grinding, drilling, and reaming.

Typical specifications for this type of oil include gravity of API 20.4, viscosity of 200 SUS at 100° F, flash point of 320 °F, fire point of 350 °F, and pour point of -20 °F, with color reported as 4.5 by ASTM D 1500 and sulfur content of 0.37%. Copper strip corrosion performance is commonly reported as 1 at 212° F for 3 hours, and a corrosion test at 77° F and 100° F for 168 hours typically passes, with ph value reported as 8.8, using the method described in the latest issue of MIL-C-4339 Specification.

 Emulsion performance may be characterized using 1 part oil and 9 parts synthetic hard water, with froth at 15 min. reported as nil and separated oil at 72 hours reported as trace, and using 1 part oil, 9 parts synthetic hard water, and 10 parts methyl alcohol, with froth at 15 min. reported as nil and separated oil at 72 hour reported as 1.8%.

 

A sulfurized cutting oil is typically a transparent, light yellow, heavy-duty cutting oil designed for demanding machining operations such as threading and tapping, broaching, and use on alloys that machine with difficulty.

These formulations are generally composed of sulfurized mineral oil combined with a heat resistant petroleum base, and are engineered to provide lubricating and anti-weld properties during metal removal. They may use very light-colored sulfurized additives, which is intended to support workpiece visibility during use. This type of oil is typically described as not staining skin or clothing and may have a mild, unobjectionable odor.

In operation, it is designed to provide a heat-resisting lubricating film with cooling properties so that machine threading can be performed on hard metals and special alloys with a minimum of burring or rough threads. Because it is intended for use across many metals and machining operations, this type of oil may reduce the need to stock several different cutting oils.

 It is generally recommended for severe broaching, threading, tapping, and similar operations where increased tool life and improved surface finish are desired, and it may also be used where a variety of light duty work is performed. In such cases, it may be cut back with straight mineral oil to meet the desired requirements. Performance may be described relative to standard commercial light and dark sulfurized cutting oils, with sulfur content identified as 100% active.

Typical applications include broaching on carbon and alloy steel, nickel, and Monel; threading on carbon and alloy steel, nickel, and Monel; gear cutting on carbon and alloy steel, nickel, and Monel; drilling and reaming on carbon and alloy steel, nickel, and Monel; boring and turning on nickel and Monel; automatic screw machining on low carbon steel; thread rolling on carbon, stainless, and high alloy steel; and thread grinding on high carbon, stainless, and high alloy steel. It is also used extensively in drawing operations, especially in stainless steel.

Typical specifications for this type of oil are: flash point 350 degrees F, viscosity 125 SUS at 100 degrees F, pour point -25 degrees F, total sulfur 2.70 percent, fatty oil 2.70 percent, color transparent light yellow, and odor mild.

 

A spindle and loom oil is typically a light, high-speed lubricating oil designed for applications where a non-corrosive, non-staining spindle oil is needed for equipment such as looms and spindles.

These formulations are generally refined using severe hydrotreating methods intended to produce a high-purity base oil by removing unsaturated and aromatic hydrocarbons and other impurities, resulting in a pure, non-toxic oil. This type of oil is commonly characterized by free miscibility with petroleum products and is described as non-staining, odorless, and tasteless, while also being non-corrosive, heat resistant, non-drying, non-sticky, and designed to provide film strength and lubrication for high speed looms and spindles.

It is typically used for textile spindles, looms, and general lightweight fluid lubrication across a range of industrial and general applications, including spindles, wool processing machinery, sewing machines, cotton processing machinery, rug making, general industrial lubrication, the textile industry, paper impregnation, and air filters.

Typical specifications include API gravity at 60 degrees F of 23.8; viscosity of 60.3 SUS at 100 degrees F and 34.3 SUS at 210 degrees F; ATM pour point of -45 degrees F; flash point of 300 degrees F COC; fire point of 320 degrees F COC; aniline point of 141.0 degrees C; ASTM color of 0.5; Conradson carbon residue of 0.003 percent; sulfur content of 0.03 percent; neutralization number (ASTM D-974) of 0; and refractive index of 1.4669.

 

An air compressor oil is typically a petroleum-based lubricating oil formulated for clean, trouble-free lubrication of air compressors and intended to help control carbon deposits for longer service life.

These formulations are generally blended from solvent refined paraffinic and naphthenic mineral oils and may include additive systems designed to prevent rust, corrosion, oxidation, and foam. The additive package commonly includes oxidation inhibitors, corrosion inhibitors, rust inhibitors, and anti-foam agents.

This type of oil is often engineered as a balanced base oil blend in which hydrotreated naphthenic stocks are combined with paraffinic stocks to provide complementary performance characteristics. Paraffinic base oils are generally used to help maintain viscosity characteristics over a wide temperature range and to support lubricating and wear-preventing behavior, while naphthenic base oils typically produce less carbon and provide natural solvency that is intended to reduce and prevent carbon deposit formation. 

A lower pour point is also commonly associated with the naphthenic component, which is designed to allow operation at colder temperatures. When coupled with a refined base oil blend, the inhibitor system is intended to provide resistance to oxidation for operation at higher temperatures for extended periods.

It is generally recommended for single-stage, double-stage, or multi-stage air compressors operating under a variety of conditions, and may be used in compressors produced by manufacturers such as Binks, Davey, Joy, Brunner, DeVilbiss, Kellogg-American, Champion, Gardner-Denver, Le Roi, Chicago Pneumatic, Ingersoll-Rand, Quincy, Curtis, Jacuzzi, and Saylor-Beall.

Typical specifications include viscosity of 354 SUS at 100 degrees F and 53 SUS at 210 degrees F, a viscosity index of 73, flash point of 420 degrees F C.O.C., fire point of 450 degrees F C.O.C., and pour point of -25 degrees F. Additional typical values and test results include color 3.0, gravity 27.3 degrees API at 60 degrees F, copper strip rating 1a at 3 hr/212 degrees F, Conradson carbon 0.065 percent, and aniline point 209 degrees F.

 Demulsibility at 130 degrees F is typically reported as separation in 15 minutes, and foam tendency/stability is commonly given as Sequence I 25/0 ml, Sequence II 25/0 ml, and Sequence III 25/0 ml. Rust performance is typically reported as Pass with distilled water and Pass with synthetic sea water, and oxidation stability is commonly specified as 2700 hours.

 

A turbine oil is typically developed for lubrication systems used with steam, water, and gas turbines, where the energy source in electric turbo-generators generally does not change the lubrication requirement because these turbine types place similar demands on the lubricant.

These formulations are generally blended from 100 VI base oils produced through solvent refining and de-waxing, and they are commonly inhibited to address oxidation, corrosion, rust, and foaming in service. Because air and moisture are inevitably present in turbine lubrication systems, and because operating temperatures may rise with increasingly compact equipment designs that use higher pressures and temperatures while keeping the oil in contact with metals such as copper and iron, oxidation stability is typically treated as a primary performance requirement. 

To support this, it is commonly formulated with antioxidants and corrosion inhibitors, and oxidation performance is often evaluated using ASTM D943, the standard test method for oxidation characteristics of inhibited steam-turbine oils, which determines oxidation-inhibitor life for inhibited turbine oils including those used for turbine reduction gears; this type of oil may be specified as exhibiting over 2.5 times the oxidation-inhibitor life required for most applications.

Rust inhibition is generally incorporated to help prevent rust formation on internal areas normally bathed by the oil, since it is typically impractical to eliminate all moisture and air that enter the lubricating oil and interior surfaces may otherwise become a source of rust. 

Rust-preventing behavior is commonly assessed with ASTM D665, the standard test method for rust-preventing characteristics of steam-turbine oil in the presence of water, which measures the ability of steam-turbine oils and heavier than water fluids, including those used for steam-turbine gears, to aid in preventing rusting of ferrous parts when water becomes mixed with the oil. 

In procedure A, distilled water is used for land turbine use where condensed steam or humidity from air is the water source, and in procedure B, synthetic sea water is used for marine-service ocean-going vessels; this type of oil is typically intended to meet both procedures. An anti-foam agent is also commonly used because foaming caused by entrapped air can reduce oil flow to bearings and lead to erratic governor operation, and it is often manufactured to release air rapidly. Pour depressants may be included so it can be used in equipment operating outdoors at low temperatures.

In service, it is generally intended to lubricate bearings of the prime mover and electrical generators, including main and thrust bearings, while also serving as a coolant and as a hydraulic fluid in governors and other control gears. 

It may also be used to lubricate reduction gears and can act as a sealing medium to help prevent loss of hydrogen from hydrogen-cooled generators. Within the lubricating system, it is typically formulated to prevent formation of rust, corrosion, and sludge, to allow rapid separation of water and solids to support purification systems, and to resist foaming.

This type of oil may be used as a turbine oil, circulating oil, or electric motor oil, and it is generally applied in steam, water, and gas turbines. A high viscosity index and low pour point are typically associated with outdoor use at cold temperatures, while oxidation inhibitors are intended to provide stability at high temperatures and pressures.

Typical specifications by ASTM method grade (Extra Light / Light / Medium / Heavy) are as follows: viscosity, SUS at 100 degrees F (ASTM D-2161) 150 / 180 / 315 / 470; viscosity, SUS at 210 degrees F (ASTM D-2161) 43.3 / 45.9 / 53.4 / 63.5; viscosity index (ASTM D-2270) 104 / 104 / 103 / 100; cSt at 40 degrees C (ASTM D-445) 29.8 / 38.5 / 67.8 / 101.4; flash, C.O.C., degrees F (ASTM D-92) 440 / 440 / 445 / 470; fire, C.O.C., degrees F (ASTM D-92) 460 / 460 / 490 / 515; pour, degrees F 

(ASTM D-97) -25 / -25 / -20 / 0; color (ASTM D-1500) 0.5 / 1.0 / 1.5 / 2.0; gravity, degrees API (ASTM D-287) 32.4 / 31.8 / 30.0 / 29.0; total acid number, mg KOH/g (ASTM D-664) 1.3 / 1.3 / 1.3 / 1.3; copper strip, 3 hr/212 degrees F (ASTM D-130) 1 / 1 / 1 / 1; Conradson carbon, percent (ASTM D-189) 0.25 / 0.25 / 0.25 / 0.25; aniline point, degrees F (ASTM D-611) 222 / 222 / 235 / 245; demulsibility at 130 degrees F 

(ASTM D-1401), separation, minutes 15 / 15 / 15 / 15. Foam, tendency/stability (ASTM D-892) is typically Sequence I, ml 25/0 / 25/0 / 25/0 / 25/0, Sequence II, ml 25/0 / 25/0 / 25/0 / 25/0, and Sequence III, ml 25/0 / 25/0 / 25/0 / 25/0. Rust performance is commonly reported as rust, distilled water (ASTM D-665A) Pass / Pass / Pass / Pass and rust, synthetic sea water (ASTM D-665B) Pass / Pass / Pass / Pass, while oxidation stability, hours (ASTM D-943) is typically 2800 / 2800 / 2700 / 2600 and 4-ball wear scar, mm (ASTM D-2266) 0.35 / 0.35 / 0.35 / 0.35.

 

A multifunctional penetrating lubricant in aerosol form is typically engineered to both clean and lubricate metal components, and is generally intended to help stabilize oxidation while neutralizing organic acids that may form during service.

These formulations are usually blended from mineral base oils and supporting additives such as conditioners, acid neutralizers, moisture absorbing agents, friction release compounds, and oxygenated solvents; the overall additive system is generally designed to provide rust and corrosion inhibition, improved penetration into tight clearances, oxidation control, dispersancy, enhanced oiliness, and cleaning action.

In use, this type of oil is designed to reduce friction drag, address harmful acids, and help restore movement in mechanisms that have become sticky or gummy. It is commonly applied to clean and lubricate throttle plates, and to help remove carbon, varnish, sludge, gum, and similar deposits. 

It may be used to help release rusted parts, force out moisture, reduce squeaks, and provide a protective oil film on metal parts, including firearms. These formulations are also intended to dissolve certain adhesives and to support corrosion protection during storage or intermittent operation.

It is generally recommended for applications where moisture absorption, deposit removal (carbon, gum, sludge, and varnish), and penetration of rusted bolts are required, or where a rust preventative is needed on equipment and environments such as boats, ships, off-road machinery, farm implements, firearms, and fertilizer storage and application equipment, along with other similar uses. It should not be stored at temperatures above 120 F.

Typical specifications for this type of oil may include a flash point (COC), open flame of 102 F, copper strip corrosion performance of pass, class 1, carbon residue of 0.008 percent, and a pour point of -80 F. It is commonly amber in color, with a density of 7.3 to 7.5 lb/gal and a viscosity at 100 F of 30 SUS. Performance testing may indicate excellent results in moisture, acid, and varnish and gum testing, with passing results in humidity cabinet and penetration testing.

 

A synthetic tenter frame oil is typically an anti-wear lubricant in ISO grade 220 intended to provide extended service life and protection against wear in demanding mechanical chain applications.

These formulations generally use synthetic base stocks combined with an additive performance package that may include anti-wear additives, demulsifiers, and rust, corrosion, and oxidation inhibitors, along with adhesive-cohesive additives designed to help the lubricant remain in place during operation. In service, this type of oil is intended to reduce wear in critical applications, support rust prevention, and provide excellent demulsibility; it is generally formulated to be non-corrosive to yellow metals and to offer superior oxidation stability. By limiting wear and oxidative degradation, it is commonly associated with extending equipment life, extending service intervals, and reducing power consumption.

It is specifically designed for use on tenter frame oven chains used in the textile manufacturing industry.

Typical specifications include a specific gravity of 0.863 and an ISO grade of 220, with viscosity values of 1019 SUS at 100 F and 220 cSt at 40 C. It may have a pour point of 0 F and a flash point of 450 F, and a Four-Ball Wear Test result of 0.35 mm at 40 kg.

 

A heat transfer oil is typically formulated for use at temperatures up to 600 F in completely closed systems where oxygen from air or water is not in contact with the oil, and it is intended for use only in systems with forced circulation. Under these operating conditions, flash point is generally not treated as a primary operating parameter; however, this type of oil is combustible and will burn if exposed to a source of ignition.

These formulations commonly include oxidation inhibitors, anti-foam agents, corrosion inhibitors, a detergent package, rust inhibitors, and acid neutralizers, which are generally intended to support fluid stability and equipment protection during circulation at elevated temperature.

Typical specifications include a viscosity of ISO VG 32, expressed as viscosity in cSt at 40 C, and a viscosity index of 111. Gravity may be 33.9 API at 60 F, with flash point (COC) of 430 F (220 C) and a pour point of 5 F (-15 C). Color is typically L0.5.

 

A flushing oil is typically an oil with solvent action designed to remove sludges and deposits while maintaining compatibility with turbine grade hydraulic and compressor lubricants. These formulations generally leave cleaned surfaces protected through the use of rust inhibitors.

Typical specifications include gravity of 24.1 API, flash point (COC) of 270, and ASTM color of 1.5. Pour point is typically -60 F, with a neutralization number of 0.02 and carbon residue of 0.01 percent. Kinematic viscosity may be 10.9 at 100 F and 2.51 at 210 F, with a viscosity index of 48; corresponding SUS viscosity values are typically 62.0 at 100 F and 34.7 at 210 F. Moisture is reported as none, corrosion performance on copper strip is 1A, and sulfur content is 1.5 percent.

 

An air line oil is typically a pneumatic tool lubricant formulated for use in both reciprocating and rotary air tools. This type of oil is generally intended to lubricate air motor vanes, cylinders, and bearings in rotary vane tools, while helping prevent wear through lubrication, anti-friction properties, rust protection, and the ability to adhere to wet surfaces.

These formulations are also commonly used in percussive tools, where a light oil with minimal fluid friction is generally required. Oil flow rate is typically controlled so that a light oil film is visible when exhaust from the tool is allowed to impinge on a clean surface. During operation, air tools may develop a considerable temperature difference between the head and the exhaust section; expanded exhaust air may reach -18 C, and it is generally expected to remain sufficiently fluid under those conditions to help prevent obstruction.

Applications commonly include rotary vane tools such as drills, grinders, and pumps, as well as percussive tools such as chippers, clay spades, and pavement breakers, and it may also be suitable as a light viscosity grade for heavy rock drills.

Typical specifications include viscosity of 10 cSt at 40 C and 2 SUS at 100 F, API gravity of 30, flash point of 300 F, and pour point of -70 F. Color is typically L 0.5, and aniline point is 73 C.

 

A neatsfoot oil compound is generally intended as an oil-based dressing for leather goods, designed to replenish oils in leather and support ongoing flexibility during service.

These formulations typically reduce drying and cracking in leather and may help the material resist moisture exposure, while generally being engineered to penetrate into leather relatively quickly. This type of oil is commonly used on items such as harnesses, saddles, bridles, horse collars, shoes, boots, gloves, and leather coats.

For routine maintenance, leather goods are typically oiled at least twice per year. Before cleaning, a cleaner is generally applied to an inconspicuous area to confirm that the dye will not be lifted from the leather during the cleaning process. The leather is then washed thoroughly with heavy suds made from lukewarm water and a neutral soap (such as castile soap or white toilet soap); washing is generally unnecessary for lightweight leather goods.

Before full application, this type of oil is commonly applied in an inconspicuous area to confirm that the planned amount will not darken the leather excessively; if noticeable darkening occurs, the application is adjusted accordingly, recognizing that reduced application generally results in reduced protection. It is then applied in as many coats as the leather will absorb without becoming greasy, rubbed well into the leather, and allowed to dry. After drying, all surplus oil is wiped off and the leather is ready for use. These oils generally have a tendency to darken fair leather slightly.

 

A cylinder and worm gear lubricant is generally formulated for lubrication of steam cylinders and worm gear sets where high-viscosity film strength and stable operation under heat are typically required. This type of oil is commonly engineered to provide a high viscosity index, resistance to foaming, and rust protection, while also being designed to promote lubricity and wettability in service. These formulations are often compounded with stable fatty additives in heat-resistant base oils, and they generally provide the wettability associated with effective steam cylinder lubrication while also being intended to separate readily from steam condensate.

Typical specifications for this type of oil may include a viscosity of 460 CST at 40C, a viscosity index of 95 (min. 90), an API gravity at 60F of 26.8, a pour point of 20 F, an ASTM color of L3.0, and an aniline point of 268 F.

 

A chain and cable lubricant of this type is typically formulated as a green, oil based fluid intended to lubricate chains, sprockets, cables, and wire ropes, and it is often engineered to adhere to metal surfaces to support lubrication in service.

These formulations are usually composed of highly refined lubricating oils with a high viscosity index, high flash point, and high film strength. They may include liquid molybdenum compounds as a wear preventing additive intended to coat internal and external components of chains, cables, sheaves, and sprockets, which can reduce metal to metal contact and, in turn, reduce friction, heat, stress, and wear. 

The additive package is commonly selected to support protection under conditions that may involve high temperatures, overloads, shock loads, high speed operation, stress, and strain, while also maintaining lubrication during cold temperature operation. In use, these characteristics can reduce metal erosion and rapid wear and may extend the service life of chains, sprockets, and cables.

To help the lubricant stay in place during operation, cohesive and adhesive additives are frequently included to keep the oil stable under shock loads, limit dripping and splattering, and promote clinging to chains, rollers, pins, links, and cables. Rust inhibitors are often used to protect metal parts from rust during operation and when equipment is inactive by forming a barrier against water and moisture. 

Oxidation inhibitors are intended to slow the oxidation process or other chemical changes in the lubricant, and corrosion inhibitors are included to protect chains, cables, and sprockets from corrosive attack by moisture, acids, and chemicals. Stabilizing agents may be incorporated to help the lubricant remain stable in chains and cables so it does not thin out or throw out under severe conditions. Extreme pressure additives are used to protect chains during overloads and shock loads, and anti wear additives are designed to reduce wear associated with metal to metal contact.

In operation, this type of oil is designed to penetrate chain assemblies for more complete lubrication, including rollers, pins, links, bushings, and pin links, while leaving a film of oil and additives. With the film in place, friction, wear, stress, and corrosion are typically reduced.

For wire ropes and cables, it is usually applied directly from the container to the cable. It is formulated so heating is not required for application, as is the case with many cable lubricants. When applied to wire ropes and cables, it is intended to penetrate toward the core so the oil and additives can coat strands, wires, and core surfaces; with sufficient penetration, both internal and external strands may be protected from corrosion, rust, friction, stress, strain, shock loading, and mechanical abuse. Routine use is commonly associated with extending the service life of cables and sheaves, and such lubrication is intended to reduce chain wear, sprocket wear, galling, breakage, downtime, chain noise, chain whip, chain vibration, seizing, and power consumption, while also lowering maintenance needs and replacement frequency.

This type of oil is commonly used on chains, cables, wire rope, and sprockets, including high speed chains, roller chains, hoist chains, drive chains, drag chains, leaf chains, quadruple chains, double roller chains, triple roller chains, and conveyor chains. Typical application environments include plywood mills, lumber plants, logging operations, paper plants, wood plants, pulp plants, breweries, cranes, mines, bottling plants, combines, oil drilling rigs, elevators, grain elevators, corn pickers, and cotton gins.

Typical specifications may include a viscosity index, ASTM D2270, of 95 (min. 90), a flash point of 570 °F, a fire point of 640 °F, a pour point of 5 °F, and an API gravity of 21.5.

 

A water dispersible lubricity concentrate of this type is typically a colorless chemical lubricant and surfactant designed to mix readily with water to provide cleaning and lubrication in cotton picker spindle machines.

These formulations are commonly supplied as concentrated, non foaming, non ionic surfactants that include rust inhibitors, corrosion inhibitors, and anti wear agents intended to protect and clean cotton picker spindles. In service, it is designed to help prevent the formation of insoluble calcium and magnesium salts, while also coating metal surfaces with a light lubricating film that can provide cooling and lubricating action at vital points. When used at specified treat rates, this type of oil is described as non toxic, and it is intended not to stain cotton or leave scum or stain on metal parts; it is also characterized as anti corrosive, not prone to turning rancid, and having a neutral pH.

In cotton picking equipment, these formulations are intended to help prevent lint build up on spindles, lubricate pivot studs, picker bars, spindles, and bevel gears, and reduce the likelihood of blockage at moistener pad orifices. Doffing performance may be improved by maintaining proper temperature and providing cleansing action on spindles. It is also intended to limit rancidity in the tank by preventing bacteria build up that can promote stains and contribute to blockage of moistening pads or orifices.

For mixture, a common treat rate is 1 quart concentrate to 50 gallons water. Use is recommended at fifty gallons water or more to one quart concentrate in mechanical cotton picker water tanks to help prevent lint build up, tank oxidation, moistener pad blockage, excessive wear, and heat, while improving doffing action by preventing stain build up that can result in uneven doffer wear. Treated water is not fit for human consumption; do not use in water wells.

Beyond cotton picking operations, these formulations may be applied in pulp and paper processing as a pulp washing assistant during conversion of wood pulp to fine printing paper to produce a cleaner stock. In bleaching operations, it is used to improve bleached pulp brightness by 2 to 4 points (on a scale of 100) and to eliminate deposits and down time associated with wash ups and boil outs of equipment. In de inking of waste papers, the wetting and dispersing action is used to help prevent redisposition of ink on the paper; it can be added directly to the hydropulper or other de inking equipment. Pulp drainage on the paper machine may be improved by applying it to the stock.

In textile applications, this type of oil may be used to control foam and serve as an anti static agent; for example, it is used to provide acrylic carpet fibers with durable static protection that survives five thorough washings. In rinse aid use for machine washing operations, a small amount injected into the final rinse is intended to cause water to sheet off surfaces being rinsed, leaving no spots, and it is compatible with rinse aid injection devices used on many commercial and modern home dishwashing machines.

In water treating applications, it is used to keep calcium and magnesium salts in solution, reducing hard water deposits in boilers and pipes without foaming under the high pressure temperature conditions encountered in boiler water. The wetting characteristics are used to increase the efficiency of commonly used corrosion inhibitors in cooling water and air conditioning systems to help prevent deposition of calcium carbonate and other slightly water soluble salts.

In cutting and grinding operations, water effectiveness as a cutting and grinding fluid may be improved by addition of this type of oil due to inverse solubility behavior. At the cutting or grinding point, temperatures can become very high and exceed the solubility limit of the concentrate; when the temperature exceeds 140 °F, it comes out of solution and coats the metal, providing cooling and lubrication at the cutting point. This is associated with longer tool life, few burned parts, and improved surface finish, while also keeping grinding wheels clean and porous and helping prevent corrosion of ferrous and non ferrous metals. Because of emulsifying properties, it is also used to form more stable water soluble cutting oil mixtures.

In printing operations, it may be used as a low foaming, free rinsing cleaner for lithographic dampener rolls, allowing dampener rolls to be cleaned by machine in one half the time normally required, with little foam and no need for hard scrubbing. Aqueous solutions are also used for wallpaper removal by ensuring rapid wetting of old paper and paste so the paper can be peeled off without scraping.

For fire fighting, a solution of 1 part concentrate to 500 parts water is used to increase penetration of water into materials such as cotton balls, wood piles, and other burning objects where fires are difficult to extinguish. It is compatible with sulfuric acid, sodium bicarbonate, and calcium chloride, and it also helps prevent rusting and lubricates water valves.

Typical specifications for this type of oil include a specific gravity of 1.02, a viscosity of 425 SUS at 100 °F, a flash point of none, and a pour point of 32 °F.

 

A readily biodegradable construction and industrial water conditioning concentrate of this type is typically a colorless, concentrated aqueous solution of chemical surfactants and lubricants designed to disperse readily in water for use in concrete and asphalt cutting and in water based excavation processes.

These formulations are commonly used to provide additional cooling and lubricity while cutting, drilling, milling, boring, and coring concrete and asphalt, and they are also applied as dust and particulate control agents during hydro excavating, road milling, daylighting, sawing, coring, potholing, slot trenching, piling holes, and related cutting and excavating operations. As a concentrate of wetting agents, it is characterized as readily biodegradable and non staining, and it is intended to form a light lubricating film that coats metal surfaces while helping prevent the formation of insoluble mineral salts. 

Use is described as beneficial for protecting brass, aluminum, and steel components, and these formulations are intended to keep seals and o rings hydrated so valves can achieve a better seal; as a result, valve opening force may be reduced and pump operating pressure may be optimized. It is described as non ionic, anti corrosive, not prone to turning rancid, and having a neutral pH, and available toxicity data characterize it as essentially non toxic when used at the recommended dilution ratio or lower.

Once water is enhanced with this type of oil, it is intended to be ready for immediate use. In daylighting, potholing, slot trenching, piling holes, and other excavation processes, it is used to assist in safely exposing utility lines or underground pipes to daylight using a hydro vacuum excavator. A starting baseline ratio is 1 pint to 1,000 gallons (1:8000) for hot or cold water. Treating water is intended to cause microscopic fugitive particles, rust, and minerals to fall to the deepest end of water holding tanks; for controlled draining of these substances from a unit’s water tank before turning on the unit’s pumps, the bottom drain on the deep end port of the unit’s enhanced water tank is cracked open to remove microscopic fugitive particles, rust, and minerals.

Use is also intended to prevent and minimize damage potential to unit components, including strainers, valves, pumps, o rings, hydro excavation guns, housing, screens, nozzles, and rotating nozzles, by extending component life. It is described as able to clean up a unit’s tanks and components quickly, restore hydration to seals, and reduce the strength required to open valves; for conditioning unit water tanks for quick clean up of a system, a ratio of 1 oz of concentrate to 10 gallons of water is used, and water is rotated through the unit’s system while working valves back and forth until the original ease of operation is achieved.

In exposure control contexts, these formulations can be utilized as an engineering control to lower respirable exposure levels below action levels and to keep time weighted averages and threshold limit values in compliance with Occupational Safety and Health Administration and American Conference of Governmental Industrial Hygienists standards, including compliance with 1926.1153, Respirable Crystaline Silica Standard. Exposure assessments and related steps are still required to measure exposure levels to particulate matter for comparison to Occupational Safety and Health Administration and American Conference of Governmental Industrial Hygienists standards, and consultation with a certified industrial hygienist is recommended for additional detail.

Typical specifications include a specific gravity of 1.02, a viscosity of 92.3 cSt at 40°, a flash point of none °C, and a pour point of zero °C.

For storage, best practice is to store above 32 °F. If it freezes, it is agitated and used very soon; when used early after freezing, it is described as not gelling. Treated water is not intended for use in water wells.

 

A cylinder and worm gear lubricant of this type is typically formulated to provide lubrication for steam cylinders and worm gear drives where lubricity, wetability, and separation from steam condensate are required.

These formulations commonly use heat resistant base oils compounded with stable fatty additives, and they are designed to provide a high viscosity index along with foam resistance and rust protection. For steam cylinder service, this type of oil is intended to deliver the wetability needed for effective lubrication while also separating readily from steam condensate. In some designs, it contains no EP additives.

Typical specifications include a viscosity of 220 cSt at 40 C, a viscosity index of 144, a flash (COC) of 550 F, a pour point of -40 C, and an AGMA grade of 5S.

 

A synthetic industrial chain lubricant of this type is typically formulated as an extreme pressure lubricant based on synthetic hydrocarbons for use across a broad range of chain applications where extended protection and service life are desired.

These formulations often use a polyalphaolefin (PAO) base stock combined with a sulfur phosphorus chemistry and an extreme pressure additive package, with additional demulsifiers and rust, oxidation, and corrosion inhibitors included to support durability in operation. In service, this type of oil is intended to provide high load carrying capability while reducing wear in critical applications, and it is formulated to resist rusting and oxidation. 

Demulsifying performance is used so it does not mix with water, and compatibility with yellow metals is addressed by formulating it to be non corrosive to those alloys. Resistance to elevated operating temperatures is a typical design target, and use is associated with longer chain life, longer service intervals, and reduced power consumption.

These formulations are engineered to meet and exceed industrial performance requirements including US Steel 224, AGMA 250.04, DIN 51517 Part 3, and David Brown ET 33/80. They are available in AGMA viscosity grades EP 2 thru EP 7.

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Fuel Additives 

A microbicide is a category of fuel additive that is generally intended to control microbiological contamination in fuel and petroleum storage and handling systems by killing bacteria and fungi. This type of additive is typically used where microbial growth can contribute to fouling, corrosion, and degradation of stored fuels or associated fluids.

These formulations are generally engineered as a synergistic combination of two microbicidal active ingredients designed to provide broad-spectrum activity, particularly in systems where microbiological growth has been historically difficult to control. Synergism in this context typically means the combined active ingredients enhance total microbicidal activity and may be more effective than either ingredient alone, which can reduce the time and active ingredient amount required to achieve an effective kill. By broadening the spectrum of efficacy, the combined actives are intended to improve overall control across different microorganism types.

This type of additive is generally effective against bacteria associated with fouling and corrosion and is also intended to control fungi; if algae are present, they may also be killed. It is typically recommended for use in both petroleum and water systems when used according to instructions for the specific application.

In crude and refined fuel oils, it is generally used in olefinic, aromatic, paraffinic, and naphthenic oils as an oil-soluble preservative during bulk storage. It may be used to eliminate or prevent growth of microorganisms in distillate and residual fuels including gasoline, number 1 diesel, number 2 diesel, and Bunker C, where such fuels are used in bulk storage tanks and in service environments such as locomotives, boats and ships, farm equipment, construction equipment, and diesel generators.

In drilling operations, this type of additive is used to stabilize several types of drilling fluids and muds used in drilling of wells where such fluids are subject to microbiological degradation. In petroleum secondary recovery, it is used to control slime-forming bacteria and other problem-causing microorganisms in floods, water-disposed systems, and other oilfield water systems.

Treatment rates are selected by application. In drilling fluids, typical use is 0.2 to 1.0 percent by weight. In petroleum secondary recovery, typical treatment is 15.6 to 52.0 fluid ounces per 1000 gallons water. In crude and refined oils, typical treatment is 2.4 to 24.0 fluid ounces per 1000 gallons oil. In fuels, typical treatment is 1.25 to 2.5 fluid ounces per 100 gallons fuel, with 2.5 fluid ounces per 100 gallons fuel used for shock or clean-up; an equivalent shock or clean-up rate is 1 gallon per 5,120 gallons fuel.

Typical specifications include density of 1.03 g/cm3 and 8.6 lbs/gal, pH of 6 to 7 at 100 ppm in H2O, and a flash point of 158 °F.

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A multifunction petroleum-based lubricant, fuel additive, and cleaner is a category of maintenance fluid typically designed to provide lubricity, cleaning action, and corrosion control across fuel, crankcase, hydraulic, compressor, turbine/circulating, and transmission applications. These formulations were originally developed for military use in the early 1940s.

These formulations are generally blended from mineral base oils and additive components intended to condition fluids, neutralize acids, absorb moisture, and reduce friction, while remaining compatible with crankcase oil, hydraulic oils, compressor oils, and turbine/circulating oils. They are commonly formulated with rust inhibitors, foam inhibitors, oxidation inhibitors, dispersant additives, oiliness additives, cleaning additives, corrosion inhibitors, and oxygenated solvents.

In service, this type of oil is intended to neutralize acidic combustion byproducts and harmful engine acids, stabilize oxidation, and reduce friction drag. It is also used in an effort to limit piston ring sticking and scoring, address sticking valves, and clean and lubricate fuel injectors and carburetors while removing carbon, varnish, sludge, and gum deposits. In some applications, increased RPMs and improved combustion and economy are performance outcomes the formulation is intended to support.

For use as a fuel additive, these formulations are typically applied at 1% by volume in diesel, gasoline of all grades including ethanol blended gasoline, and kerosene fuels, with the intent to neutralize corrosive effects of engine acids created during combustion from sulfur contained in the fuel. In addition to acid control, it is commonly used to absorb moisture, help prevent icing, clean deposits such as carbon, gum, sludge, and varnish, clean injectors and carburetors, lubricate top rings, free sluggish valves, and improve ring flexing.

This type of oil is also used as a flushing agent for crankcases, compressors, hydraulic systems, turbine/circulating systems, and automatic transmissions. In addition, it may be applied to free frozen bolts and nuts and used as a rust preventative on boats, ships, off-road machinery, farm implements, fertilizer storage and application equipment, and similar equipment exposed to corrosion. Firearm mechanisms are another application where this type of lubricant is sometimes used across different styles and actions.

When used as a fuel additive in gasoline engines, the typical mixture is 1% by volume of fuel. For diesel engines, the typical mixture is 1% by volume of fuel, except for 2007 and newer motor vehicles. For marine engines other than outboards, the typical mixture is 1% by volume of fuel. For outboards and other 2 cycle engines, the typical treatment is 1 oz. to each gallon of gas, followed by mixing 2 cycle oil at the recommended ratios.

When used as a flushing agent in internal combustion engines, the typical procedure is to drain the oil and replace the oil filter, then fill with 50% of this type of oil and 50% engine oil. The engine is typically idled for one hour without exceeding 1000 RPM, after which the oil is drained and the oil filter is replaced again, and the crankcase is refilled with the recommended amount of crankcase oil of proper viscosity and service grade.

For compressors, hydraulic systems, and turbine/circulating systems, quick flushing is typically performed by replacing 25% of the oil supply (mineral oils only) with this type of oil, then running the compressor for four hours with no load. After operation, the oil is drained and the filter is replaced if applicable, and the reservoir is refilled with new oil of specified viscosity and performance rating. 

Extended flushing is typically performed by replacing 10% of the oil supply (mineral oils only) with this type of oil, allowing a normal duty cycle for 40 hours, then draining the oil and changing the filter if applicable, followed by refilling the reservoir with new oil of specified viscosity and performance rating.

For automatic transmissions, the typical procedure is to drain the fluid and clean the screen, then fill with 20% of this type of oil and 80% ATF of specified performance grade, Dexron II, Dexron III, Mercon, Ford Type F, or Mopar ATF+3. The transmission is then manually shifted through all gears so that the valve body will actuate, followed by driving under low to moderate load for 50 miles, then draining the fluid and cleaning the screen, replacing the filter if applicable, and refilling with specified ATF.

Typical specifications include a flash point (COC), open flame of 102 °F, copper strip corrosion performance of pass, class 1, and carbon residue of 0.008%. Pour point is typically -80 °F, color is amber, density is 7.3 to 7.5 lb/gal, and viscosity at 100 °F is 30 SUS. Moisture test results are typically excellent, humidity cabinet test results are pass, acid test results are excellent, and varnish and gum test results are excellent.

 

A lubricity and detergent additive for low sulfur diesel fuel is a category of fuel treatment typically designed to restore lubricity and reduce wear in diesel fuel systems where sulfur reduction has lowered the natural lubricating properties of the fuel. These formulations are generally intended for use with S-15 ultra low sulfur diesel and S-500 low sulfur diesel fuels, and they are often used to improve lubricity in other diesel fuels, including kerosene blends used for winter operation.

These formulations are typically based on polar lubricity additives engineered to adsorb onto metal surfaces that require lubrication without altering fuel viscosity. Alongside lubricity improvement for fuel injection pumps and injector nozzles, they are generally formulated to provide detergency that supports cleanliness within the fuel injection system and to include corrosion inhibitors intended to protect metal surfaces from rust and corrosion. These formulations are typically ashless, contain no dye, and are intended not to increase the sulfur content of the treated fuel.

Low sulfur and low aromatic diesel fuel requirements are commonly referenced in relation to S-15 and S-500 fuel grades, where the number corresponds to sulfur content in parts per million. The removal of sulfur can result in reduced lubricity and associated wear within the fuel system, and reduced aromatic content can be associated with injector pump seal shrinkage and leakage. In response, this type of additive is generally intended to prevent premature fuel injection pump wear and internal failures associated with de-sulfurized fuels, while also conditioning aged or shrunken seals.

An emulsifier is typically included to disperse condensed moisture, since water in fuel is commonly associated with rust, cold weather icing, and the growth of microorganisms in warm weather. Operational improvements are generally expected when corrosion and bacterial growth are controlled, and these formulations are intended to reduce conditions associated with de-sulfurized diesel fuel use such as premature rotary fuel injection pump wear or failures, engine speed instability, injector nozzle plugging, moisture accumulation, hard starting, low power, engine smoke, rust and corrosion in fuel systems, and fuel system seal deterioration or leakage.

Lubricity performance is commonly evaluated against the lubricity standard added by the American Society of Testing and Materials to ASTM D975 for high-speed diesel fuel. The associated test apparatus is the High Frequency Reciprocating Rig, or HFRR, and the maximum wear scar allowed is 520 microns. When used as directed, this type of additive is intended to provide a test pass under severe fuel conditions.

This type of additive is generally recommended for low sulfur and ultra low sulfur diesel fuels and may also be used in other distillate fuels where increased lubricity, reduced wear, detergency, and rust and corrosion protection are desired. It is also commonly applied to low-cloud (low wax) fuels that may exhibit poor lubricity due to a lack of parraffinic molecules.

For bulk treatment, these formulations typically blend easily into fuel and are often applied at one gallon to 3,000 gallons of fuel for off-road S-500 low sulfur diesel fuels and one gallon to 750 gallons for the most severe S-15 ultra low sulfur diesel. Depending on the specific fuel response in the HFRR fuel lubricity test, one gallon may treat up to 1500 gallons of S-15 ULSD fuel.

The sulfur content of this type of diesel fuel additive does not exceed 15 ppm, and it is intended to comply with federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications include viscosity of 2.74 cSt at 40 C, flash point of 195 °F, density of 7 to 7.5 lb/gal, and a pour point of -100 °F.

 

A fuel stabilizer concentrate is a modern additive formulation typically intended for use in diesel fuel or gasoline engines to improve operation, reduce downtime, clean and lubricate critical internal components, neutralize the harmful effects of engine acids, and remove carbon, gum, sludge, and varnish from valves, cylinders, pistons, fuel injectors, carburetors, and other interior surfaces of an internal combustion engine.

These formulations are generally blended from neutral oils, conditioners, acid neutralizers, moisture absorbing agents, friction reducing compounds, and mineral base top oils. They commonly incorporate rust inhibitors, foam inhibitors, oxidation inhibitors, dispersant additives, oiliness additives, cleaning additives, corrosion inhibitors, and oxygenated solvents to support deposit control, corrosion resistance, and stable handling in typical fuel and equipment environments.

In service, this type of oil is designed to neutralize acidic combustion by products and other harmful engine acids, and it is often used with the intent of improving combustion and fuel economy while reducing fuel waste and emissions. The chemistry is also typically aimed at reducing frictional drag, supporting higher engine speed (RPM) capability, and addressing mechanical sticking or scoring concerns that can occur in ring packs and valvetrain components, including piston ring sticking and scoring and sticking valves. It is commonly applied to clean and lubricate fuel injectors and carburetors while removing carbon, varnish, and sludge deposits that can accumulate during operation.

Use is generally described for diesel fuels, gasoline of all grades including ethanol blended gasoline, and kerosene fuels, particularly where corrosion from acids produced during combustion (including those associated with sulfur in fuel) is a concern. These formulations may also absorb moisture to help prevent icing and stalling, support improved combustion, aid in cleaning injectors and carburetors, lubricate top rings, free sluggish valves, and improve ring flexing, with the overall intent of reducing downtime and maintenance costs. In addition to fuel applications, it is sometimes used in compressor oil to help free carbon encrusted valves.

This diesel fuel additive does not comply with federal ultra-low sulfur content requirements for use in model year 2007 and newer diesel motor vehicles or model year 2011 and newer diesel nonroad equipment engines.

Beyond engine and fuel system use, it may be used to free frozen bolts and nuts, or applied as a rust preventative on weapons, fishing tackle, farm implements, fertilizer storage and application equipment, and similar items where oxidation and corrosion protection is desired.

Applications commonly include gasoline engines, industrial engines, diesel engines, compressors, marine engines, and furnace oil burners.

For treatment rates, this type of oil is typically recommended for optimum overall performance at a concentrated treat rate of 1:300. A treat rate of 1:100 may be used to achieve faster cleanup for engines with excessive carbon and sludge, while treat rates as low as 1:1000 can provide sufficient keep-clean performance as a maintenance dose.

Typical specifications include a flash point (COC), open flame of 102ºF, copper strip corrosion performance of pass (Class 1), carbon residue of .008%, pour point of -80ºF, and orange color. Viscosity is typically 30 SUS at 100°F, moisture test performance is reported as excellent, density is 7.3 – 7.5 lb/gal, humidity test performance is pass, acid test performance is excellent, and varnish and gum test performance is excellent.

 

A diesel fuel cetane improver concentrate is a concentrated additive package typically intended to improve ignition quality in diesel fuels while also supporting fuel stability during storage and use.

These formulations are generally positioned for use in operating contexts where diesel fuel quality may vary, including situations associated with higher aromatic content and an increased proportion of difficult-to-burn molecules that can result from modern refining practices such as catalytic cracking of heavier crude fractions. In such conditions, diesel equipment may be operated on fuels with lower ignition quality (lower cetane), and this type of oil is designed to address that limitation by improving ignition behavior during combustion.

The cetane improving component commonly consists of nitrate-based pro-oxidants that speed the oxidative process during combustion, which is intended to increase ignition efficiency and support improved mileage. At an optimum treatment rate, it may increase the cetane number of a fuel by as much as four full numbers.

In addition to cetane improvement, these formulations typically include a stabilizing system intended to improve storage stability by limiting polymerization and hydrocarbon breakdown that can otherwise lead to gum and sludge formation. A dispersant is commonly included to help prevent insoluble residues that may form when fuels from different sources are mixed. Corrosion control is generally addressed through an inhibitor intended to form a protective, non-deposit-forming film on metal surfaces in the fuel system, together with a neutralizer designed to neutralize corrosive acids formed during combustion.

Moisture management is often provided by an emulsifier designed to disperse condensed or entrained water in fuel, since water can contribute to corrosion, scale, rust, and cold-weather icing, and may also promote microorganism growth. Engine operation is often reported as improved when fuel water is emulsified and corrosion is controlled.

Performance effects are commonly attributed to improved cetane, which is associated with smoother and less erratic pressure buildup in the combustion chamber during the ignition delay period between injection and ignition. By controlling this pressure rise, these formulations are intended to reduce the potential for damage to piston rings and rod bearings, while supporting more even and cleaner combustion that may improve power and fuel economy, control misfiring, reduce emissions, and lower noise levels. More complete burning of refractive molecules is also intended to limit deposit formation and wear.

Cold performance is often cited as another functional area, with cetane improvement intended to support quicker starts and faster warm-up at low temperatures. This type of oil is described as lowering the minimum starting temperature of a diesel engine approximately 5ºF, and it may lower the temperature at which misfiring occurs by as much as 30ºF, noting that misfiring tendency is influenced by intake air temperature.

The stabilizing system is intended to reduce problems associated with degraded fuels, including sludge, corrosion, rust, or scale, and to help prevent sticking fuel injectors as well as plugged lines and filters. Wear reduction is generally linked to operation on clean, stabilized, sludge-free fuel; in addition to preventing acid- and sludge-forming reactions that can contribute to corrosive and abrasive wear, these formulations are also described as dispersing existing sludge and deposits.

Use is described for diesel fuel only, and these formulations are characterized as completely ashless with no adverse effects on engine components. This diesel fuel additive does not comply with federal ultra-low sulfur content requirements for use in model year 2007 and newer diesel motor vehicles or model year 2011 and newer diesel nonroad equipment engines; improper use of this additive may result in non-complying diesel fuel.

For application, it is recommended in diesel fuel at 1:300 for maximum initial cleanup and cetane number increase. Treat rates as low as 1:1000 may be used for continued maintenance and stabilization, with a lesser cetane boost.

Typical specifications include viscosity of 43 SUS at 100ºF and 5.2 CS at 100ºF, flash point of 102ºF, pour point of -60ºF, and density of 7.3 – 7.6 lb/gal. Copper strip corrosion test performance is pass, acid test performance is excellent, gum and varnish test performance is excellent, storage stability is excellent, and ash content is none.

 

A diesel fuel additive concentrate is typically formulated as a cetane improver intended for use in diesel equipment to modify ignition quality and support fuel conditioning during storage and operation.

These formulations are generally composed of dispersants, polar lubricity agents, stabilizers, rust inhibitors, anti-oxidants, corrosion inhibitors, cetane improvers, and asphaltene dissolution and dispersion agents. In service, this type of oil is designed to increase cetane number, improve lubricity, disperse moisture, inhibit rust and corrosion, and stabilize fuel; it is also used in practice to reduce maintenance and downtime, reduce regulated emissions and black smoke, and increase or maintain fuel economy.

Use is described for middle distillate fuels where improved combustion and ignition efficiency are desired and where fuel is to be maintained in a stabilized condition. The sulfur content does not exceed 15 ppm, and it complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

These formulations are described as completely ashless and as having no adverse effects on engine components, and they are therefore used in diesel engines. It can also be used in fuel oil to support fuel utilization and furnace operation without producing harmful emissions.

For treatment, one gallon is mixed with 3,000 gallons of diesel fuel, with increased cetane performance typically of 3 to 4 numbers.

This type of oil is formulated for diesel fuel only, and the cetane improver contained in it acts as an octane destroyer in gasoline.

Typical specifications include density of 7.3 – 7.7 lb/gal, flash point greater than 142°F, pour point of -60°F, corrosion test result of pass, and ash content of none.

 

A fuel injector and intake system detergent additive is typically formulated as a combustion-chamber and fuel-system deposit control treatment intended to address common deposit mechanisms in gasoline and, in some cases, diesel fuel systems.

These formulations are generally based on an EPA registered, ashless, non-phosphorus polymeric dispersant used for injector deposit control. This type of oil is commonly specified as containing no alcohol, and it may incorporate a fluidizer oil that serves as a medium intended to reduce deposit adhesion to hot metal surfaces. A corrosion inhibitor is typically included for rust protection, and the ingredient ratios are formulated to support deposit control and splash blending.

In gasoline engines, it is intended to reduce combustion-chamber deposits associated with increased octane requirement and pre-ignition, and it is also used to reduce run-on. These formulations are applied for cleaning carburetors, fuel injectors, intake valves, intake manifolds, and related air and fuel induction surfaces, and they are also used in contexts where reduced exhaust emissions, reduced knock and ping, and reduced after-running are objectives. Performance against intake valve deposits may be characterized by reference to standardized testing, and it is stated to exceed the BMW Unlimited Mileage IVD Test.

This type of oil may be used in leaded and unleaded gasolines of any octane number and in any ethanol blend, and it is specified as not harming catalytic converters or oxygen sensors. Use is also described in diesel fuels for fuel system cleanliness and rust protection. While not specifically recommended as a crankcase oil treatment, it is described as compatible with crankcase oil, in contrast to some amine chemistries that are described as having an adverse effect on crankcase oil from blow-by. Burner fuels treated with these formulations are described as providing deposit control for burner nozzles.

For clean-up dosing, one 12 oz bottle is mixed with 20 gallons of fuel, or one gallon is mixed with 250 gallons of fuel. For keep-clean dosing, 3 oz is mixed with 20 gallons of fuel, or 1 gallon is mixed with 1,000 gallons of fuel. The sulfur content of this diesel fuel additive does not exceed 15 ppm, and it complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications include a flash point of 102°F, pour point of -60°F, density of 7 – 7.5 lb/gal, and yellow color.

 

Winter diesel fuel treatment additives are formulated to enable diesel engine operation with No. 2 diesel fuel in sub-zero weather conditions without fuel gelling problems. These additives treat No. 2 diesel fuel economically for cold weather performance with additional benefits for year-round use, offering lower treatment costs and more effective performance compared to kerosene and No. 1 blended fuels.

The primary challenge with No. 2 diesel fuel is that when temperatures drop, the fuel will gel, making equipment operation impossible. Clouding occurs at even higher temperatures, leading to fuel filter plugging by wax crystals which form. While kerosene or other low pour stocks require approximately 30 to 50 percent treatment, winter diesel fuel treatment additives require only 0.1 percent treatment and lower the pour point drastically through a unique chemical action which is completely unrelated to the pour point of the product itself.

Fuel gelling occurs because at low temperatures the wax, which is in the fuel to lubricate, forms tiny microscopic crystals. If untreated, these crystals will immediately begin to combine with one another to form a gel and eventually solidify. The chemical action of these additives coats the crystals and retards their formation, maintaining the fuel’s ability to flow at very low temperatures. In addition, it alters the shape of the wax crystals which form at the cloud point to enable them to pass through filters without clogging.

Advanced winter diesel fuel treatment formulations offer two mechanisms not contained in conventional flow improvers: a nucleator creates more nuclei on which wax crystals can grow, resulting in more, but much smaller crystals, and a crystal growth arrestor greatly limits the ability of the wax crystal to grow larger. In addition, the micro crystals are kept in suspension and not allowed to settle into heavier wax concentrations in tank bottoms.

These formulations do not contain alcohol. They contain polar lubricity additives to prevent wear in fuel pumps and injectors without the addition of waxy supplements which can plug filters or increase the viscosity of the fuel, further decreasing cold temperature fluidity. This describes the additive’s ability to improve handling properties and the ability of fuel to flow. It also contains a cetane improver which actually improves the ignition quality of the fuel when it gets to the combustion chamber.

A recognized fact among diesel equipment manufacturers is that No. 2 diesel fuel is more suitable than No. 1 diesel fuel for heavy loads and constant speed. No. 2 diesel fuel provides better performance and gives better fuel economy because it has 3000 BTU more energy output per gallon. Diesel fuel must have a higher viscosity than gasoline, because diesel engines depend on fuel to lubricate the pumps and injectors. Viscosity affects pump and injector leakage and the injector spray pattern into the cylinder. No. 2 diesel fuel is more satisfactory in these respects, which is why the use of No. 2 diesel fuel treated with winter diesel fuel treatment additives provides performance and longer equipment life.

Due to variations in fuel quality available on the market, these additives contain a cetane improver. The improvement of ignition quality resulting in fuel treated with this product is especially noticed under cold weather starting conditions. The higher cetane rating gives quicker ignition, smoother warm-up by reducing misfiring caused by lower air intake temperatures, and assures smoother combustion during both high and low load operation.

Winter diesel fuel treatment additives are formulated to blend easily with diesel fuel and can also be used in heating oil. They will lower the pour point of untreated fuel 20 to 30 degrees Fahrenheit. The economy of these products is that very little will go a long way. One gallon treats 1,000 gallons of diesel fuel. Use of winter diesel fuel treatment additives is economical as far as treatment cost, and it eliminates the buying and storing of other types of fuels in large quantities.

These additives contain no dye whatsoever. They are designed for jobbers to blend premium diesel by treating fuels which are not allowed to contain any dye for on-road requirements. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications for winter diesel fuel treatment additives include a pale appearance, viscosity of 38 SUS at 100 degrees Fahrenheit, pour point of negative 50 degrees Fahrenheit, flash point of 165 degrees Fahrenheit, density of 7 to 7.5 pounds per gallon, passing the copper strip corrosion test at Class 1, and no ash content.

 

A winter diesel fuel treatment is typically formulated to support operation of diesel engines using No. 2 diesel fuel at sub-zero temperatures by reducing flow restriction associated with fuel gelling.

These formulations are generally used because No. 2 diesel may gel as temperatures drop, and clouding can occur at higher temperatures, which can lead to fuel filter plugging by wax crystals. In contrast to kerosene or other low pour stocks that require approximately 30 to 50% treatment, this type of oil may be applied at 0.1% and is described as lowering pour point through chemical action that is unrelated to the pour point of the additive itself.

At low temperatures, wax in diesel fuel can form microscopic crystals that, if untreated, can combine to form a gel and eventually solidify. It is intended to coat wax crystals and retard their combination, maintaining fuel flow at low temperatures, and it is also designed to alter wax-crystal shape at the cloud point so crystals can pass through filters without clogging. These formulations are described as incorporating two mechanisms not contained in conventional flow improvers: a nucleator that creates more nuclei on which wax crystals can grow, resulting in more but smaller crystals, and a crystal growth arrestor that limits wax-crystal growth. The micro crystals are also intended to be kept in suspension rather than settling into heavier wax concentrations in tank bottoms.

A moisture displacing agent is included to disperse moisture from condensation to help prevent icing, and these formulations contain no alcohol. A polar lubricity additive is also included to reduce wear in fuel pumps and injectors without adding waxy supplements that can plug filters or increase fuel viscosity, which would decrease cold temperature fluidity. In addition, a cetane improver is included to increase ignition quality at the combustion chamber; in responsive fuels, cetane number can increase three to four numbers.

No. 2 diesel fuel is described as more suitable than No. 1 diesel fuel for heavy loads and constant speed, and it is described as providing 3000 BTU more energy output per gallon. Diesel fuel is described as requiring higher viscosity than gasoline because diesel engines depend on fuel to lubricate pumps and injectors, and viscosity is described as affecting pump and injector leakage and injector spray pattern into the cylinder; No. 2 diesel is described as more satisfactory in these respects. In cold-weather starting conditions, improved ignition quality is described as being noticeable, with higher cetane rating associated with quicker ignition and smoother warm-up by reducing misfiring caused by lower air intake temperatures, and with smoother combustion during high and low load operation.

It is formulated to blend easily with diesel fuel and can also be used in heating oil. This type of oil will lower the pour point of any untreated fuel a minimum of 20° to 30°F. For treatment rate, one gallon treats 1,000 gallons of diesel fuel. These formulations contain no dye and are described as intended for blending on-road fuels that are not allowed to contain dye for on-road requirements, while also being usable in off-road fuels that already contain dye when purchased.

The sulfur content of this diesel fuel additive does not exceed 15 ppm, and it complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications include pale appearance, viscosity of 32 SUS at 100°F, pour point of -50°F, flash point of 165°F, density of 7 – 7.5 lb/gal, copper strip corrosion test result of pass (Class 1), and ash content of none.

 

Multi-functional fuel stabilizer, fuel polishing and tank cleaning additives are designed to address the need for maximum efficiency of diesel fuel and burner fuels, meet community pollution control standards, and reduce costly maintenance, cleanouts, downtime and equipment replacements. These additives offer treatment for every aspect of diesel fuel and burner fuels consumption from storage to combustion to emissions.

The effectiveness of the compounds in multi-functional fuel stabilizers has been demonstrated by efficiency gains in overall fuel performance and in fuel consumption. These products contain detergents, combustion catalysts, dispersants, emulsifying agents, penetrants, metal deactivators, corrosion inhibitors, deposit control agents, rust inhibitors, and soot control agents. They are formulated as complete diesel fuel, burner fuel, fuel polishing and tank cleaning additives with the components required to prevent the problems associated with all fuel oils including diesel fuel as well as No. 2 through No. 6 Bunker C residual oils, used oils and waste oils.

Multi-functional fuel stabilizers reduce the viscosity of residual fuel oils and have a fluidizing effect at all temperatures, which provides more uniform and faster pumping. Sludge and water emulsions that typically clog fuel strainers, nozzles, preheaters, and lines are dispersed throughout the fuel. This also helps eliminate the environment for bacterial or fungal growth by keeping fuel dry and clean. 

These products make the organic and inorganic deposits in the fuel system and at the burners more friable. They also form a protective film on internal surfaces of storage tanks and piping, which reduces corrosion and deposit buildup. Stratification in tanks of poorly blended fuels, or polymer-containing waste oils, or contaminated fuels, is prevented by the stabilizing effect of these additives. They provide protection against cold-end and stack corrosion and function as fuel polishing and tank cleaning additives.

These formulations are combinations of concentrated compounds designed for use in fuel systems where problems exist both in the storage tank and at the fireside. They combine combustion catalyst systems with dispersion and corrosion control properties. They protect boiler tubes and refractory brickwork by deactivating the vanadium oxides and sodium salts that deposit on boiler tubes and walls. Multi-functional fuel stabilizers reduce the time required for cleaning and extend periods between shutdowns. 

Burner nozzles and heat transfer surfaces are kept clean for greater heat utilization measured in BTU, more efficient combustion, and reduced maintenance costs. Fuel oil treated with these products burns cleaner and more completely, thereby reducing emission problems associated with particulates, sulfur dioxide and sulfur trioxide. Diesel fuel and burner fuels treated with multi-functional fuel stabilizers combust and or burn more completely, thereby reducing emission problems associated with particulates, oxides of nitrogen, sulfur dioxide and sulfur trioxide.

Applications for these additives include shop waste oil furnaces, marine fuel systems, fuel polishing, manufacturing companies with multi-fuel requirements such as waste oil, natural gas, No. 2 or No. 6, asphalt plants, tank cleaning, electric power producers, boiler systems, and home heating fuel oil. 

They clean and stabilize fuel, prevent corrosion, improve fuel stability, help control emissions, disperse sludge, gums and varnish, clean and help keep fuel tanks clean, reduce need for excess air, provide viscosity control, prevent clogging of lines and nozzles, control water, clean diesel injectors, reduce maintenance costs, prevent soot buildup, reduce deposits in heaters, reduce firebox slag and other deposits, prevent tube fouling and heat transfer loss, and increase combustion efficiency.

Multi-functional fuel stabilizers are liquid concentrates that are easy to store and easy to dispense as received. They are completely soluble in all petroleum stocks and function as premium diesel fuel treatments. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

These formulations will treat No. 2 to No. 6 fuels. Treatment ratios are 1 gallon of multi-functional fuel stabilizer treats 8,000 gallons of No. 2 fuel, 1 gallon treats 2,000 gallons of No. 4 to No. 6 Bunker, 1 gallon treats 2,000 gallons of bulk waste oil, 1 quart treats 250 gallons of shop waste oil, and 1 gallon treats 1,000 to 2,000 gallons of No. 2 diesel for fuel polishing and tank cleaning. Higher dosages may be needed for severe bulk tank problems.

Typical specifications for multi-functional fuel stabilizers include a flash point of 116 degrees Fahrenheit, viscosity of 40 SUS at 100 degrees Fahrenheit, density of 7.1 to 7.6 pounds per gallon, pour point of negative 60 degrees Fahrenheit, and a color value of 1.0.

 

A diesel fuel treatment is generally formulated to address operational issues associated with diesel fuel across seasonal temperature ranges. These formulations are typically intended to reduce the effects of insufficient lubricity, elevated moisture content, elevated wax content, sulfur-related concerns, and fuel instability that may contribute to sludge, gum, carbon, acid, and varnish formation.

Moisture-related problems may occur due to venting of outside air and temperature changes, and water accumulation from condensation of water vapor in diesel storage tanks is commonly encountered. Without additives intended for water control, water may collect, become over-saturated in fuel, and accumulate at the bottom of a storage tank. This condition can provide an environment for microbial growth and may contribute to corrosion, filter plugging, deterioration of injector nozzles when fuel is burned, reduced fuel lubricity, and fuel-filter icing. For stored diesel fuel, it is generally used to promote water management in the fuel.

These formulations are typically composed of fuel stabilizers designed to halt further breakdown of catalytically cracked fuels and to support stabilization in multiple grades of diesel fuel. Icing prevention agents may be included to keep fuel dry and reduce icing in cold weather conditions. Lubricant components for the upper cylinder, injector, and fuel pump are commonly included. Additives intended to neutralize acid formation may be used to limit the development of carbon, gums, varnish, and sludge. Rust and corrosion inhibitors are generally incorporated, and the ingredient system may be formulated to be ashless.

Such treatments are generally formulated for use where ultra low sulfur diesel (ULSD) fuel is needed. They are typically intended to support water dispersion, icing prevention, injector spray pattern preservation and cleaning, cleaning and lubrication functions, and rust and corrosion prevention, and they may be used with the objective of reducing operational problems and maintenance downtime. They are also commonly intended to provide upper cylinder, injector, and fuel pump lubrication, to neutralize the harmful effects associated with engine acids, and to reduce gum and varnish formation, while maintaining compatibility with ULSD requirements.

This type of formulation is designed mainly for problems primarily encountered in diesel fuel; however, it may be used in gasoline when the same benefits are desired.

For regular use, a typical treatment rate is 1 quart to 125 gallons (1:500), and it is used with every fill up. For storage tank maintenance dosing, a typical rate is 1 gal to 1500 gallons of fuel, and it may be used at 1:500 for severe water removal. To de-ice or de-gel, the fuel filter is removed, a new fuel filter is filled with a 50/50 blend of fuel and the treatment, and the filter is installed, as needed.

The sulfur content of this diesel fuel additive does not exceed 15 ppm. This diesel fuel additive complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

 

Concentrated diesel performance additives are formulated to impart high performance qualities to diesel fuel, providing detergency, stability and lubricity characteristics to standard diesel fuels. These additives contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, and asphaltene dissolution and dispersion agents.

In terms of detergency, concentrated diesel performance additives reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. For stability, fuel can be treated with these formulations to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. Regarding lubricity, concentrated diesel performance additives improve lubricity of diesel fuels in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors.

These additives maintain fuel spray pattern, reduce combustion noise, cut emissions and black smoke, maintain peak fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

Concentrated diesel performance additives are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 3000 to 1 to 750 for maximum performance benefits or for non-responsive or poor quality diesel fuels. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. Use at 1 to 1500 provides enhanced L-10 performance in suitable diesel fuels and optimal overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 3000 may be used to provide enhancement of all properties in responsive fuels. Treat rates as high as 1 to 750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Concentrated diesel performance additives are recommended for use at 1 to 1500 in biodiesel blends B1 through B10 and at 1 to 1200 in B11 through B20.

Typical specifications for concentrated diesel performance additives include an amber liquid appearance, viscosity of 5.3 centistokes at 40 degrees Celsius, flash point of 185 degrees Fahrenheit, density of 7 to 7.5 pounds per gallon, and a maximum pour point of negative 45 degrees Fahrenheit.

 

A diesel fuel additive is generally formulated to modify the operating properties of diesel fuel with respect to detergency, stability, and lubricity, and it may also include a cetane improver intended to affect ignition behavior.

These formulations typically contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, cetane improvers, and asphaltene dissolution and dispersion agents.

With respect to detergency, it is intended to reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. For stability, fuel may be treated to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. 

Where a cetane improver is present, it is formulated to improve ignition efficiency, improve cold starts, reduce warmup time, smooth engine operation, and increase power and fuel economy. Lubricity modification is typically demonstrated in the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. Rust and corrosion protection is intended to prevent rust and corrosion in fuel lines, strainers, pumps, and injectors.

In use, these formulations are commonly applied to support power output, maintain fuel spray pattern, reduce combustion noise, reduce emissions and black smoke, maintain fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

This type of additive can be used across treatment ratios from 1:3000 to 1:750, depending on the intended target and the responsiveness or quality of the diesel fuel. It is recommended for low sulfur and ultra low sulfur S-15 diesel fuel. A treat rate of 1:1500 is used for enhanced L-10 performance in suitable diesel fuels and for overall performance in most applications, including lubricity in kerosene. 

Treat rates as low as 1:3000 may be used to provide enhancement of properties in responsive fuels, while treat rates as high as 1:750 may be used to obtain performance enhancements or to achieve specific target criteria in certain fuels. For biodiesel blends, it is recommended for use at 1:1500 in B1 through B10, and at 1:1200 in B11 through B20.

The sulfur content of this diesel fuel additive does not exceed 15 ppm. This diesel fuel additive complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications are as follows: appearance amber liquid; viscosity 4.8 cs at 40 C; flash point 180 F; density 7.1 to 7.6 lb/gal; pour point max. -45 F.

 

A concentrated diesel fuel additive is generally formulated to modify diesel fuel properties related to detergency, stability, lubricity, and cetane number, and it may include a cetane improver intended to change ignition behavior.

These formulations typically contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, cetane improvers, and asphaltene dissolution and dispersion agents.

For detergency, it is intended to reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. Fuel may be treated with it to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. 

Where cetane improvement is targeted, it is designed to improve ignition efficiency, improve cold starts, reduce warm-up time, smooth engine operation, and increase power and fuel economy; in responsive diesel fuels at its optimum treatment rate, these formulations are formulated to produce an increase of 4 cetane numbers or 40 points. Lubricity improvement is typically demonstrated in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. Rust and corrosion protection is intended to prevent rust and corrosion in fuel lines, strainers, pumps, and injectors.

In use, it is applied to support power output, maintain fuel spray pattern, reduce combustion noise, reduce emissions and black smoke, maintain fuel economy, support use in biodiesel, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

This type of additive can be used across treatment ratios from 1:3000 to 1:750, depending on the intended target and the responsiveness or quality of the diesel fuel. It is recommended for low sulfur and ultra low sulfur S-15 diesel fuel. A treat rate of 1:1500 is used for enhanced L-10 performance in suitable diesel fuels and for overall performance in most applications, including lubricity in kerosene. 

Treat rates as low as 1:3000 may be used to provide significant enhancement of properties in responsive fuels, while treat rates as high as 1:750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels.

The sulfur content of this diesel fuel additive does not exceed 15 ppm. This diesel fuel additive complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. For biodiesel blends, it is recommended for use at 1:1500 in B1 through B10, and at 1:1200 in B11 through B20.

Typical specifications are as follows: appearance amber liquid; viscosity 3.7 cs at 40 C; flash point 175 F; density 7.4 to 7.7 lb/gal; pour point max. -45 F.

 

Winterized diesel performance additives are formulated to impart high performance qualities to diesel fuel, providing detergency, stability and lubricity characteristics to standard diesel fuels. In addition, these formulations contain an anti-gel additive to improve cold temperature operability. They contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, flow improvers, and asphaltene dissolution and dispersion agents.

In terms of detergency, winterized diesel performance additives reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. For cold temperature performance, these additives lower pour point, cold filter plugging point, and low temperature fluidity. They prevent diesel fuel gelling and improve winter operation. 

Regarding stability, fuel can be treated with these formulations to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. These additives improve lubricity of diesel fuels in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors.

Winterized diesel performance additives prevent diesel fuel gelling, maintain fuel spray pattern, reduce combustion noise, cut emissions and black smoke, maintain peak fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 3000 to 1 to 750 for maximum performance benefits or for non-responsive or poor quality diesel fuels. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. Use at 1 to 1500 provides enhanced L-10 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 3000 may be used to provide enhancement of all properties in responsive fuels. Treat rates as high as 1 to 750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications for winterized diesel performance additives include an amber liquid appearance, viscosity of 6.0 centistokes at 40 degrees Celsius, flash point of 142 degrees Fahrenheit, and density of 7 to 7.5 pounds per gallon.

 

A concentrated winterized diesel fuel additive is generally formulated to modify diesel fuel properties related to detergency, stability, lubricity, and winter operability, and it typically includes anti-gel components intended to support operation at reduced temperatures.

These formulations commonly include detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, anti-gel additives, metal deactivators, and asphaltene dissolution and dispersion agents.

In detergency applications, it is intended to reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. Cold temperature performance is addressed through changes such as lowering pour point, cold filter plugging point, and low temperature fluidity; it is designed to prevent diesel fuel gelling and improve cold temperature operability, and fuel may be treated with it to pass the ASTM D-975 Winter Operability requirements. 

Fuel treated with these formulations may also be intended to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. Lubricity improvement is typically demonstrated in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. Rust and corrosion protection is intended to prevent rust and corrosion in fuel lines, strainers, pumps, and injectors.

In service, this type of additive is used to prevent diesel fuel gelling, maintain fuel spray pattern, reduce combustion noise, reduce emissions and black smoke, maintain fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

These formulations can be used across treatment ratios from 1:3000 to 1:750, depending on the intended target and the responsiveness or quality of the diesel fuel. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. A treat rate of 1:1500 is used for enhanced L-10 performance in suitable diesel fuels and for overall performance in most applications, including lubricity in kerosene. 

Treat rates as low as 1:3000 may be used to provide significant enhancement of properties in responsive fuels, while treat rates as high as 1:750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels.

The sulfur content of this diesel fuel additive does not exceed 15 ppm. This diesel fuel additive complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications are as follows: appearance amber liquid; viscosity 6.8 cs at 40 C; flash point 142 F; density 7 to 7.5 lb/gal; pour point max. -45 F.

 

Winterized diesel performance additives with anti-icing compounds are formulated to impart high performance qualities to diesel fuel, providing detergency, stability, lubricity and winter operability characteristics to standard diesel fuels. Anti-icing compounds provide additional winter protection against freezeups. These formulations contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, anti-gel additives, metal deactivators, anti-icing additives, and asphaltene dissolution and dispersion agents.

In terms of detergency, winterized diesel performance additives with anti-icing compounds reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. For cold temperature performance, these additives lower pour point, cold filter plugging point, and low temperature fluidity. 

They prevent diesel fuel gelling and improve cold temperature operability. Fuel can be treated with these formulations to pass the ASTM D-975 Winter Operability requirements. The anti-icing compounds not only disperse water, but also lower its freeze point for winter performance. Regarding stability, fuel can be treated with these additives to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. 

These formulations improve lubricity of diesel fuels in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors.

Winterized diesel performance additives with anti-icing compounds prevent diesel fuel gelling, prevent icing, disperse moisture, maintain fuel spray pattern, reduce combustion noise, cut emissions and black smoke, function in bio-diesel, maintain peak fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 3000 to 1 to 750 for maximum performance benefits or for non-responsive or poor quality diesel fuels. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. Use at 1 to 1500 provides enhanced L-10 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 3000 may be used to provide enhancement of all properties in responsive fuels. Treat rates as high as 1 to 750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Winterized diesel performance additives with anti-icing compounds are recommended for use at 1 to 1500 in biodiesel blends B1 through B10 and at 1 to 1200 in B11 through B20.

Typical specifications for winterized diesel performance additives with anti-icing compounds include a hazy amber liquid appearance, viscosity of 5.3 centistokes at 40 degrees Celsius, flash point of 125 degrees Fahrenheit, density of 7.3 to 7.6 pounds per gallon, and a maximum pour point of negative 45 degrees Fahrenheit.

 

A fuel oil heating additive is generally formulated to modify heating oil behavior in cold conditions, with the intent of reducing furnace maintenance, controlling emissions, and addressing flow and pumping limitations associated with winter temperatures. These formulations are intended for use in heating oil fired furnaces in residential and commercial applications.

Although engineered with winter operability in mind, it is typically formulated as a full-use fuel oil additive for industrial users of fuel oil for energy production, and it may also be applied to used oil and waste oil. Alongside an anti-icing component, these formulations commonly include dispersants, penetrants, stabilizers, flow improvers, anti-gel additives, lubricity agents, rust inhibitors, anti-oxidants, metal deactivators, emulsifying agents, deposit control agents, and soot control agents.

In treated systems, it is intended to lower the pour point of an untreated fuel oil and eliminate icing due to moisture in the fuel, while providing a fluidizing effect on fuel oil. It is designed to address conditions that may occur at both the storage tank and at the fireside, and organic and inorganic deposits are intended to be made more friable. A protective film may be left on internal tank and pipe surfaces, with the objective of reducing deposits and corrosion buildup. Sludge is dispersed, and burner nozzles and heat transfer surfaces are kept clean for heat utilization. Vanadium oxides and sodium salts are neutralized; treated fuel burns cleaner, emissions are reduced, fuel economy is maximized, and burner maintenance is minimized.

Oxidation is a primary degradation mechanism for refined hydrocarbon products, and the oxidative process yields organic acids that can produce thickening or viscosity increase. Severe oxidation can have a polymerizing effect that gives rise to gums and lacquers that reduce the usefulness of fuel oil, and leaving fuel oil in a home tank over the summer can contribute to these conditions. Anti-oxidants in these formulations are intended to extend storage life of fuel oil.

This type of additive is designed to splash blend; however, to perform as described for lowering pour point, it must be added prior to the fuel reaching its cloud point. It has been tested and formulated to accomplish its objective in winter conditions including those associated with New England and the Great Lakes Region. Cold temperature handling characteristics of biodiesel and biodiesel blends are also intended to be improved. The sulfur content of this diesel fuel additive does not exceed 15 ppm. This diesel fuel additive complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Specific blending ratios can be determined with fuel testing; as a general rule, use 1:3000 above 32 F, 1:2000 from zero to 32 F, and 1:1500 below zero. For residential users, one quart effectively treats 300 gallons. For waste oil and used oil, use 1 quart to 250 gallons.

Typical specifications are as follows: appearance hazy clear liquid; viscosity 5.3 cs at 40 C; density 7.4 to 7.6 lb/gal; flash point 125 F.

 

Ethanol gasoline fuel stabilizers are recommended for use in gasoline or diesel engines to increase performance, reduce downtime, clean, neutralize the harmful effects of engine acids, remove carbon, gum, sludge, and varnish from valves, cylinders, pistons, fuel injectors and carburetors.

When ethanol blended gasoline reaches its saturation point because of contamination with H2O, multiple layers are formed. The top layer is gasoline with a lower octane rating, and the bottom is a mixture of water and ethanol that will not ignite during engine combustion. If ethanol blended gasoline reaches this state, a phenomenon known as phase separation, the engine can be detrimentally affected. Ethanol gasoline fuel stabilizers are formulated to return these separated layers back to one clear, homogeneous mixture. 

In this process, these additives absorb H2O molecules in the phase separated gasoline by breaking the ethanol-water H bond and encapsulating the H2O molecules, thus returning the separated layers back into one mixture. The H2O molecules that are absorbed are then eliminated during the normal combustion process of an engine.

Ethanol gasoline fuel stabilizers are combinations of specially blended components including reverse phase additives, water absorption additives, rust inhibitors, dispersant additives, oxidation inhibitors, cleaning additives, corrosion inhibitors, and acid prevention agents.

These formulations absorb H2O, prevent and reverse phase separation, prevent rust and corrosion, address ethanol-related issues, optimize marine engine performance, provide seasonal storage stability, improve combustion, reduce fuel waste and emissions, prevent harmful engine acids, increase RPMs, reduce sticking valves, clean fuel injectors and carburetors, and eliminate carbon, varnish and sludge.

Ethanol gasoline fuel stabilizers are recommended for use in gasoline and diesel of all grades particularly ethanol blended gasoline to prevent the corrosive effects of engine acids created during combustion, including internal combustion engines that are located in salt water and fresh water environments. They are also recommended to absorb moisture, prevent icing and stalling, remove carbon, gum, sludge and varnish deposits, improve combustion, clean injectors and carburetors, free sluggish valves, improve performance and reduce downtime and maintenance costs. 

When used as a diesel fuel additive, these diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and non-road engines. Ethanol gasoline fuel stabilizers are not recommended for use as a lubricant or lubricant additive nor as a component of any flushing solution.

Applications for these additives include gasoline engines, marine engines, diesel engines, and industrial engines.

For maintenance, ethanol gasoline fuel stabilizers are recommended to provide water removal and keep-clean performance at a maintenance treat rate of 1 to 500 in humid or wet environments. They may also be used at a treat rate up to 1 to 1000. For phase reversal, if phase separation has occurred, the fuel is non-compliant and unusable. It may take one gallon of ethanol gasoline fuel stabilizer for every 30 to 100 gallons of gasoline to achieve phase reversal. A 1 to 30 separation reversal dosage is for 10 percent ethanol containing gasoline that has been contaminated with one-half percent water. 

Different variables, those being temperature and barometric pressure, can change the dosage needed to return a phase separated gasoline back to a homogeneous state. The amount of water and ethanol present will also affect the amount of additive needed to phase reverse the separated gasoline. If the percentage of ethanol in the gasoline is unknown, begin by treating the gasoline at 1 to 100. Continue adding the additive if necessary while re-circulating the mixture until the phase separated gasoline reverts back to a homogeneous state. 

Dosages greater than 1 to 500 may only be used in off-road gasoline. Ethanol gasoline fuel stabilizers will not rid the fuel of other contaminants that may have been introduced along with the excess water such as sludge, microorganisms, foreign matter, and similar substances.

Typical specifications for ethanol gasoline fuel stabilizers include a transparent yellow liquid appearance, minimum flash point of 149 degrees Fahrenheit, mild odor, specific gravity at 20 degrees Fahrenheit of 0.90, flash point of 149 degrees Fahrenheit, autoignition temperature of 495 degrees Fahrenheit, distillation initial boiling point of 170 degrees Celsius, distillation 98 percent of 172 degrees Celsius, evaporation rate relative to butyl acetate equals 1 of 0.06, freezing point of negative 107 degrees Fahrenheit, and solubility in H2O by weight at 25 degrees Celsius of 97 percent.

 

A gasoline octane booster and deposit control additive is generally formulated as a multifunctional concentrate intended for use in gasoline fuels, including ethanol blends, to increase octane while also supporting deposit control and water dispersion. These formulations are typically designed for year round use and may incorporate corrosion inhibition.

It is commonly formulated for octane enrichment using methylcyclopentadienyl manganese tricarbonyl (MMT) at the maximum street legal concentration for the intended market, and it is intended to increase octane by up to 10 octane points in regular gasoline when used at the recommended treatment ratio. Alongside the octane improver chemistry, these formulations generally include a detergent additive package intended to control intake valve deposits (IVD), port fuel injection deposits (PFID), and combustion chamber deposits; the detergent chemistry may be certified under the Final Rule for Deposit Control of Gasoline Additives and approved by CARB. A corrosion inhibitor is typically included, and ingredient ratios may be selected to support octane improvement, deposit control and cleaning, corrosion protection, and dispersion of water with splash blending.

In service, it is intended to enhance operation in ethanol gasoline by increasing fuel octane level while supporting valve seat recession (VSR) protection, deposit control for port fuel injectors, intake valves, and combustion chambers, and reductions in knock, ping, and after-running. These formulations are also designed to absorb and disperse water in the fuel tank so it can be eliminated through normal fuel system processes, and they are intended to protect catalysts and oxygen sensors from degradation while supporting emissions reductions, including greenhouse gases (GHG). Corrosion protection is an intended function, and detergent compliance may be indicated as approved by EPA and CARB.

It may be used in both leaded and unleaded gasoline of any octane rating and in ethanol blends. When applied, it is intended to raise the Research Octane Number (RON) while maintaining the same level of Reid Vapor Pressure (RVP), and it is used to increase octane number; clean or keep clean intake valves, port fuel injectors, and combustion chambers; absorb and evenly disperse water in the fuel tank; provide corrosion protection; provide VSR protection; protect vehicle emission systems; support smooth engine operation; and decrease GHG. For consumer use, it is used in gasoline engines to boost octane, clean the engine, and disperse water for ethanol-related fuel issues. For off-road use, it is used in industrial racing gasoline engines to increase octane level.

For consumer on-road use in the United States, a treatment ratio of 1 oz to 1 gallon is used for up to 10 points, corresponding to the U.S. maximum MMT street legal concentration, and it is used with every fill up. For consumer on-road use in Canada, a treatment ratio of 2 oz to 1 gallon is used for up to 18 points, corresponding to the Canadian maximum MMT street legal concentration, and it is used with every fill up. 

For industrial off-road use, treatment ratios of 1:128 for up to 10 points, 1:64 for up to 18 points, and 1:30 for up to 36 points are used. For valve seat protection in severe applications, 1:20 is used for prevention of valve seat wear, and 1:13.5 is used for prevention of valve seat wear in particularly severe uses such as historic racing cars or sensitive equipment.

Typical specifications are as follows: specific gravity at 60 F is 0.84; flash point is greater than 142 F; appearance is amber (yellow, brown, green, blue, etc.); odor is aromatic hydrocarbon.

 

Concentrated tank cleaning additives are designed to maintain steel tanks in a usable state and prevent costly downtime. Fuel in tanks can turn rancid if not treated on a prevention time frame and may need to be polished with concentrated tank cleaning additives. These formulations can be used to stabilize the fuel with quarterly maintenance treatment and polish the fuel with shock treatment.

The increased cost of new tanks has demanded the need to keep tanks up to the Integrity Testing Standards of the American Petroleum Institute and the Steel Tank Institute by keeping tanks free from pitting, rust, and corrosion of steel. Utilizing concentrated tank cleaning additives at the proper recommended treatment ratio can increase tank life spans, including most all tank materials.

Tank appurtenances like piping, valves and even sensors can be made of metal or contain small amounts of metal. When this metal corrodes and deteriorates, this can lead to costly replacement and downtime. Sludge can coat the tank appurtenances and sensors causing downtime and capital expenditures.

Concentrated tank cleaning additives are formulated as concentrated tank cleaners that require a one-time shock treatment for most tanks, and then can be used to treat tanks at a lower quarterly maintenance treatment to maintain tank, appurtenances, sensor cleanliness, usability, and increase their lifespans.

These additives contain detergents, steel rust inhibitors, dispersants, emulsifying agents, penetrants, concentrated metal deactivators, corrosion inhibitors, deposit control agents, concentrated tank cleaning agents, and pitting inhibitors. Concentrated tank cleaning additives are complete tank cleaning additives with the components required to prevent the problems associated with biodiesel, biodiesel blends, diesel fuel, ethanol, ethanol blends, and gasoline storage tanks.

Sludge and water emulsions that typically clog fuel strainers, nozzles, preheaters, sensors and lines are dispersed throughout the tank. These formulations function as sludge dispersants and water dispersants to keep compounds from sticking to tanks during treatment. This also helps eliminate the environment for bacterial or fungal growth by keeping fuel dry and clean. Concentrated tank cleaning additives also form a protective film on internal surfaces of storage tanks and piping, which reduces corrosion, pitting and deposit buildup. They help prevent the stratification in tanks of poorly blended fuels.

Concentrated tank cleaning additives are combinations of concentrated compounds designed for use in storage tanks. They reduce the time required for cleaning and extend periods between tank maintenance or replacement due to tank shell thickness loss. They also work as concentrated fuel polishers and will lower the time needed to polish fuels when compared to commodity fuel polishing products.

Applications for these additives include tank cleaning, manufacturing companies with multi-fuel inventories, marine fuel systems, fuel polishing, tank appurtenance life extension, and sensor life extension. They clean and stabilize tanks, prevent soot buildup, prevent corrosion, control water, disperse sludge, gums and varnish, clean and protect sensors, clean and help keep tanks clean, reduce maintenance costs, and prevent clogging of pipes.

The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Concentrated tank cleaning additives will treat biodiesel, biodiesel blends, diesel fuel, ethanol, ethanol blends, or gasoline fuels. For initial shock treatment, 1 gallon treats 1,000 gallons of biodiesel, biodiesel blends, diesel fuel, ethanol, ethanol blends, or gasoline for tank cleaning. Higher treatments may be needed for severe bulk tank problems and can lead to non-registrable EPA fuel. The owner operator may compensate by adding enough fuel meeting specification back to tank, if enough room exists, to make fuel an on-road usable fuel.

For quarterly maintenance treatment, 1 gallon treats 2,000 to 4,000 gallons of biodiesel, biodiesel blends, diesel fuel, ethanol, ethanol blends, or gasoline. More frequent treatments are required for tanks used more often. For example, if going through one tank of fuel per month, treat tank once per month. 

For higher tank usages, 1 gallon treats 2,000 to 4,000 gallons of biodiesel, biodiesel blends, diesel fuel, ethanol, ethanol blends, or gasoline. Higher treatments, either initial or maintenance, may be needed for severe bulk tank problems. The owner operator may compensate by adding enough new meeting specification fuel back to tank, if enough room exists, to make fuel an on-road usable fuel.

For fuel polishing, 1 gallon treats 1,000 gallons of biodiesel, biodiesel blends, diesel fuel, ethanol, ethanol blends, or gasoline. Higher treatments may be needed for severe bulk fuel and tank problems. Overtreatment can lead to non-registrable EPA fuel. The owner operator may compensate by adding enough fuel meeting specification back to tank, if enough room exists, to make fuel an on-road usable fuel.

Typical specifications for concentrated tank cleaning additives include a flash point of 116 degrees Fahrenheit, viscosity of 40 SUS at 100 degrees Fahrenheit, density of 7.1 to 7.6 pounds per gallon, pour point of negative 60 degrees Fahrenheit, and a color value of 1.0.

 

A diesel fuel additive in this product category is typically formulated to improve cold temperature operability of diesel fuel, generally by combining anti-gel and flow improver chemistries intended to reduce cold weather plugging as indicated by Cold Temperature Plugging Point (CFPP) results and by field operability. After treatment, these formulations may also be designed to support quicker cold starts through the use of cetane improver components.

These formulations generally contain a blend of additive components that may include detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, anti-gel additives, metal deactivators, and cetane improvers.

When used at an appropriate recommended treat rate, this type of additive may reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test. Cold temperature performance is typically addressed by lowering pour point, cold filter plugging point, and low temperature fluidity, and by being engineered to inhibit diesel fuel gelling through wax control mechanisms. In practice, this may be accomplished with combinations of wax arresters, wax nucleators, and wax anti-settling agents intended to treat different diesel fuel waxes; some versions also include a moisture anti-freezing and dispersant additive.

Cetane improvement is generally intended to improve ignition efficiency and support cold starts; depending on the fuel and engine, use may be associated with reduced warmup time, smoother engine operation, increased power, and improved fuel economy. Lubricity performance is typically targeted for diesel fuels as measured in both the BOCLE Test and the HFRR Test, which may be relevant for low-sulfur No. 2 diesel fuel and for kerosene-blended fuels. Rust and corrosion protection is generally intended to inhibit rust and corrosion in fuel lines, strainers, pumps, and injectors.

In typical use, this type of additive is applied to help prevent diesel fuel gelling and wax stratification, maintain fuel spray pattern, improve combustion, and improve lubricity. It may also be used with the intent to maintain fuel economy, reduce injector system maintenance, extend engine life, and extend fuel storage life, and some formulations are intended to be effective in bio-diesel.

Application is typically described as effective across treatment ratios from 1:3000 to 1:750 depending on performance targets and fuel responsiveness. It is generally recommended for low sulfur and ultra low sulfur S-15 diesel fuel, with 1:1500 used for enhanced L-10 performance in suitable diesel fuels and for overall performance in many applications including lubricity in kerosene. Treat rates as low as 1:3000 may be used to enhance properties in responsive fuels, while treat rates as high as 1:750 may be used for maximum performance enhancement or to achieve specific target criteria in certain fuels.

The sulfur content of this diesel fuel additive does not exceed 15 ppm, and it complies with federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications are: appearance amber liquid; viscosity 5.3 cs @ 40°C; flash point 125 °F; density 7.2 to 7.5 #/gal; pour point 0 °F max.

 

Winterized diesel performance additives with cetane improvers are formulated to impart high performance qualities to diesel fuel, providing detergency, stability and lubricity characteristics to standard diesel fuels. In addition, these formulations contain an anti-gel additive to improve cold temperature operability and an ignition improver for quicker cold starts.

These additives contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, cetane improvers, metal deactivators, and asphaltene dissolution and dispersion agents.

In terms of detergency, winterized diesel performance additives with cetane improvers reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. For cold temperature performance, these additives lower pour point, cold filter plugging point, and low temperature fluidity. They prevent diesel fuel gelling and improve winter operation.

 Regarding cetane performance, these formulations are designed to improve ignition efficiency, improve cold starts, reduce warm-up time, smooth engine operation, increase power and fuel economy. For stability, fuel can be treated with these additives to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. These formulations improve lubricity of diesel fuels in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors.

Winterized diesel performance additives with cetane improvers prevent diesel fuel gelling, improve ignition efficiency, maintain fuel spray pattern, reduce combustion noise, cut emissions and black smoke, maintain peak fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 3000 to 1 to 750 for maximum performance benefits or for non-responsive or poor quality diesel fuels. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. Use at 1 to 1500 provides enhanced L-10 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 3000 may be used to provide enhancement of all properties in responsive fuels. Treat rates as high as 1 to 750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications for winterized diesel performance additives with cetane improvers include an amber liquid appearance, viscosity of 5.3 centistokes at 40 degrees Celsius, flash point of 142 degrees Fahrenheit, density of 7.1 to 7.6 pounds per gallon, and a maximum pour point of negative 45 degrees Fahrenheit.

 

A winter centric diesel fuel additive is typically formulated to condition diesel fuel for winter operation while also being designed to support detergency, stability, lubricity, and cetane number in standard diesel fuels. These formulations generally include an anti-gel component intended to improve cold temperature operability, along with cetane improver chemistry intended to support ignition performance.

These formulations may contain a combined additive package that includes detergents, IDID detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, cetane improvers, metal deactivators, and asphaltene dissolution and dispersion agents.

Detergency performance is typically described in terms of cleaning IDID deposits as demonstrated in proprietary laboratory and field testing, providing DW-10 and XUD-9 deposit cleaning performance, and reducing injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. Cold temperature performance is generally characterized by lowering pour point, cold filter plugging point, and low temperature fluidity, and by being engineered to prevent diesel fuel gelling and support winter operation.

Cetane improvement is intended to improve ignition efficiency, support cold starts, reduce warm-up time, smooth engine operation, increase power, and improve fuel economy; in responsive diesel fuels at an optimum treatment rate, an increase of 4 cetane numbers or 40 points may be produced. Fuel treated with these formulations may also be intended to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests.

Lubricity is typically addressed by improving diesel fuel performance in both the BOCLE Test and the HFRR Test, which is a factor for low-sulfur No. 2 diesel and for kerosene-blended fuels. Rust and corrosion protection is generally intended to prevent rust and corrosion in fuel lines, strainers, pumps, and injectors.

In service use, this type of oil is commonly applied to prevent diesel fuel gelling, increase power, improve ignition efficiency, maintain fuel spray pattern, reduce combustion noise, reduce emissions and black smoke, maintain fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

Application is typically described across treatment ratios from 1:3000 to 1:750 for use in responsive fuels and in fuels described as non-responsive or poor quality. It is generally recommended for ultra-low sulfur S-15 diesel fuel, with a treat rate of 1:1500 used for enhanced L-10/DW-10/XUD-9 performance in suitable diesel fuels and for overall performance in most applications including lubricity in kerosene; treat rates as low as 1:3000 may be used to enhance properties in responsive fuels, while treat rates as high as 1:750 may be used to target specific criteria in certain fuels.

The sulfur content of this diesel fuel additive does not exceed 15 ppm, and it complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications are: appearance amber liquid; viscosity 4.3 cs @ 40°C; flash point 142 °F; density 7.4 to 7.7 #/gal; pour point -45 °F max.

 

Winterized diesel performance additives with anti-gel compounds and cetane improvers are formulated to impart high performance qualities to diesel fuel. These additives enable No. 2 diesel fuel to qualify under the National Conference of Weights and Measures regulatory definition based on detergency, stability and winter operability. The anti-gel additive improves cold temperature performance, and these formulations contain an ignition improver for quicker cold starts.

These additives contain detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, anti-gel additives, metal deactivators, cetane improvers, and asphaltene dissolution and dispersion agents.

In terms of detergency, winterized diesel performance additives with anti-gel compounds and cetane improvers reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test and in the Peugeot XUD-9 Injector Coking Test when used at the appropriate recommended treat rate. 

For cold temperature performance, these additives lower pour point, cold filter plugging point, and low temperature fluidity. They prevent diesel fuel gelling and improve cold temperature operability. Fuel can be treated with these formulations to pass the ASTM D-975 Winter Operability requirements. Regarding cetane performance, these additives are designed to improve ignition efficiency, improve cold starts, reduce warmup time, smooth engine operation, increase power and fuel economy.

 For stability, fuel can be treated with these formulations to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. These additives improve lubricity of diesel fuels in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors.

Winterized diesel performance additives with anti-gel compounds and cetane improvers prevent diesel fuel gelling, boost power, maintain fuel spray pattern, reduce combustion noise, cut emissions and black smoke, maintain peak fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 3000 to 1 to 750 for maximum performance benefits or for non-responsive or poor quality diesel fuels. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. Use at 1 to 1500 provides enhanced L-10 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 3000 may be used to provide enhancement of all properties in responsive fuels. Treat rates as high as 1 to 750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications for winterized diesel performance additives with anti-gel compounds and cetane improvers include an amber liquid appearance, viscosity of 6.3 centistokes at 40 degrees Celsius, flash point of 142 degrees Fahrenheit, density of 7.2 to 7.6 pounds per gallon, and a maximum pour point of negative 45 degrees Fahrenheit.

 

A winter grade diesel fuel additive is typically formulated to condition diesel fuel for winter operation while also being designed to support detergency, stability, lubricity, winter operability, and cetane number in standard diesel fuels. These formulations generally incorporate anti-gel chemistry intended to improve cold temperature performance, along with cetane improver components intended to support ignition performance.

These formulations may contain a combined additive package that includes detergents, IDID detergents, lubricity agents, dispersants, rust inhibitors, stabilizers, corrosion inhibitors, flow improvers, anti-oxidants, anti-gel additives, metal deactivators, cetane improvers, and asphaltene dissolution and dispersion agents.

Detergency performance is typically described in terms of cleaning IDID deposits as demonstrated in proprietary laboratory and field testing, providing DW-10 and XUD-9 deposit cleaning performance, and reducing injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. 

Cold temperature performance is generally characterized by lowering pour point, cold filter plugging point, and low temperature fluidity, and by being engineered to prevent diesel fuel gelling and improve cold temperature operability; fuel may be treated with these formulations to pass the ASTM D-975 Winter Operability requirements.

Cetane improvement is intended to improve ignition efficiency, support cold starts, reduce warmup time, smooth engine operation, increase power, and improve fuel economy; in responsive diesel fuels at an optimum treatment rate, an increase of 4 cetane numbers or 40 points may be produced. Stability performance is commonly addressed by treating fuel to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests.

Lubricity is typically addressed by improving diesel fuel performance in both the BOCLE Test and the HFRR Test, which is a factor for low-sulfur No. 2 diesel and for kerosene-blended fuels. Rust and corrosion protection is generally intended to prevent rust and corrosion in fuel lines, strainers, pumps, and injectors.

In service use, this type of oil is commonly applied to prevent diesel fuel gelling, increase power, maintain fuel spray pattern, reduce combustion noise, reduce emissions and black smoke, maintain fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

Application is typically described across treatment ratios from 1:3000 to 1:750 for use in responsive fuels and in fuels described as non-responsive or poor quality. It is generally recommended for ultra-low sulfur S-15 diesel fuel, with a treat rate of 1:1500 used for enhanced L-10/DW-10/XUD-9 performance in suitable diesel fuels and for overall performance in most applications including lubricity in kerosene; treat rates as low as 1:3000 may be used to provide enhancement of properties in responsive fuels, while treat rates as high as 1:750 may be used to achieve specific target criteria in certain fuels.

The sulfur content of this diesel fuel additive does not exceed 15 ppm, and it complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications are: appearance amber liquid; viscosity 5.3 cs @ 40°C; flash point 142 °F; density 7.5 to 7.7 #/gal; pour point -45 °F max.

 

Winterized diesel performance additives with anti-gel compounds, anti-icing compounds and cetane improvers are formulated to impart high performance qualities to diesel fuel, providing detergency, stability, lubricity and winter operability characteristics to standard diesel fuels. The anti-gel additive improves cold temperature performance. Anti-icing compounds provide additional winter protection against freezeups. In addition, these formulations contain an ignition improver for quicker cold starts.

These additives contain detergents, cetane improvers, dispersants, lubricity agents, stabilizers, rust inhibitors, flow improvers, corrosion inhibitors, anti-gel additives, anti-oxidants, anti-icing additives, metal deactivators, and asphaltene dissolution and dispersion agents.

In terms of detergency, winterized diesel performance additives with anti-gel compounds, anti-icing compounds and cetane improvers reduce injector nozzle coking as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. For cold temperature performance, these additives lower pour point, cold filter plugging point, and low temperature fluidity. They prevent diesel fuel gelling and improve cold temperature operability.

 Fuel can be treated with these formulations to pass the ASTM D-975 Winter Operability requirements. The anti-icing compounds not only disperse water, but also lower its freeze point for winter performance. Regarding cetane performance, these additives are designed to improve ignition efficiency, improve cold starts, reduce warm-up time, smooth engine operation, increase power and fuel economy. For stability, fuel can be treated with these formulations to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests. 

These additives improve lubricity of diesel fuels in both the BOCLE Test and the HFRR Test, which is a critical factor with low-sulfur No. 2 and especially with kerosene-blended fuels. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors.

Winterized diesel performance additives with anti-gel compounds, anti-icing compounds and cetane improvers prevent diesel fuel gelling, prevent icing, disperse moisture, boost power, improve cold starts, maintain fuel spray pattern, reduce combustion noise, cut emissions and black smoke, function in bio-diesel, maintain peak fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 3000 to 1 to 750 for maximum performance benefits or for non-responsive or poor quality diesel fuels. They are recommended for low sulfur and ultra low sulfur S-15 diesel fuel. Use at 1 to 1500 provides enhanced L-10 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 3000 may be used to provide enhancement of all properties in responsive fuels. Treat rates as high as 1 to 750 may be used for maximum performance enhancements or to achieve specific target criteria in certain fuels. 

The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Winterized diesel performance additives with anti-gel compounds, anti-icing compounds and cetane improvers are recommended for use at 1 to 1500 in biodiesel blends B1 through B10 and at 1 to 1200 in B11 through B20.

Typical specifications for winterized diesel performance additives with anti-gel compounds, anti-icing compounds and cetane improvers include a hazy amber liquid appearance, viscosity of 4.4 centistokes at 40 degrees Celsius, flash point of 125 degrees Fahrenheit, density of 7.4 to 7.6 pounds per gallon, and a maximum pour point of negative 38 degrees Fahrenheit.

 

An anti-icing diesel fuel additive is typically formulated to condition diesel fuel for winter operation while also being designed to support detergency, stability, lubricity, winter operability, and cetane number. These formulations generally combine anti-gel and flow improver chemistry with cetane improver components intended to support cold start behavior, and they may also include anti-icing functionality intended to reduce freezeups by managing water in fuel.

These formulations may contain additive components such as detergents, cetane improvers, dispersants, lubricity agents, stabilizers, rust inhibitors, flow improvers, corrosion inhibitors, anti-gel additives, anti-oxidants, anti-icing additives, metal deactivators, and asphaltene dissolution and dispersion agents.

Detergency performance is commonly expressed as reduced injector nozzle coking, as demonstrated in the Cummins L-10 125-Hour Injector Depositing Test when used at the appropriate recommended treat rate. Cold temperature performance is generally characterized by lowering pour point, cold filter plugging point, and low temperature fluidity, and by being engineered to prevent diesel fuel gelling and improve cold temperature operability; fuel may be treated with these formulations to pass the ASTM D-975 Winter Operability requirements. Where anti-icing functionality is included, it is described as dispersing water and lowering its freeze point.

Cetane improvement is intended to improve ignition efficiency, support cold starts, reduce warmup time, smooth engine operation, increase power, and improve fuel economy; in responsive diesel fuels at an optimum treatment rate, an increase of 4 cetane numbers or 40 points may be produced. Fuel may also be treated with these formulations to pass the ASTM D-6468 Thermal Stability Test as well as other commonly used storage stability tests.

Lubricity performance is typically addressed by improving diesel fuel results in both the BOCLE Test and the HFRR Test, which is a factor for low-sulfur No. 2 diesel and for kerosene-blended fuels. Rust and corrosion protection is generally intended to prevent rust and corrosion in fuel lines, strainers, pumps, and injectors.

In service use, this type of oil is applied to prevent diesel fuel gelling and icing, disperse moisture, increase power, increase cetane number, improve cold starts, maintain fuel spray pattern, reduce combustion noise, reduce emissions and black smoke, maintain fuel economy, reduce injector system maintenance, extend engine life, extend fuel storage life, and dissolve and disperse asphaltenes; it is also described as effective in bio-diesel.

Application is typically described across treatment ratios from 1:3000 to 1:750 for use in responsive fuels and in fuels described as non-responsive or poor quality. It is generally recommended for low sulfur and ultra low sulfur S-15 diesel fuel, with a treat rate of 1:1500 used for enhanced L-10 performance in suitable diesel fuels and for overall performance in most applications including lubricity in kerosene; treat rates as low as 1:3000 may be used to provide enhancement of properties in responsive fuels, while treat rates as high as 1:750 may be used to achieve specific target criteria in certain fuels.

The sulfur content of this diesel fuel additive does not exceed 15 ppm, and it complies with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. For biodiesel blends, it is recommended for use at 1:1500 in blends B1 through B10, and at 1:1200 in B11 through B20.

Typical specifications are: appearance hazy amber liquid; API gravity 24.3 @ 60°F; viscosity 3.6 cs @ 40°C; flash point 125 °F; pour point -38 °F max.

 

Internal diesel injector deposit control additives are designed to address concerns faced by high pressure common rail engines. Internal diesel injector deposits cause substandard performing injectors that lead to decreased power, decreased fuel economy, and increased regulated emissions. This coupled with other conditions which can be present in ultra low sulfur diesel require the need for diesel performance additives.

Internal diesel injector deposit control additives are formulated to impart high performance qualities to diesel fuel. These formulations are engineered to eliminate injector problems associated with high pressure common rail engines, enhance many other qualities of fuel and may be used in traditional diesel engines. They provide injector deposit control, corrosion protection, filter blocking tendency improvements, and lubricity to ultra low sulfur diesel. These additives contain internal diesel injector deposit specific additives for quick clean and keep clean performance.

Internal diesel injector deposit control additives contain internal diesel injector deposit specific additives, lubricity agents, detergents, antifouling agents, dispersants, rust inhibitors, thermal stability rejuvenation agents, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, asphaltene dissolution and dispersion agents, carboxylate dissolution and dispersion agents, and filterability rejuvenation agents.

In terms of injector deposit control and detergency, internal diesel injector deposit control additives eliminate and prevent internal diesel injector deposit formation and traditional nozzle coking deposits, thus improving and sustaining power, fuel economy, and regulated emissions caused by injector deposits. For stability, fuel can be treated with these formulations to improve stability of the treated fuel. Thermal stability may be measured by ASTM D6468 Thermal Stability Test as well as other commonly used storage stability tests. 

In responsive fuel, thermal stability can be rejuvenated. Regarding lubricity, these additives improve lubricity of diesel fuels in both the HFRR Test and the BOCLE Test, which is a critical factor with ultra low sulfur diesel No. 2 and No. 1. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors. For filter blocking tendency, these formulations improve fuel flow through filters in responsive fuels as measured by ASTM D2068.

Internal diesel injector deposit control additives quickly clean and prevent internal diesel injector deposits, boost power, clean and maintain fuel spray pattern, prevent sludge induced filter plugging, reduce combustion noise, dissolve and disperse asphaltenes, clean entire fuel system, reduce regulated emissions and black smoke, rejuvenate thermally stressed fuels, reduce injector system maintenance, extend engine life, extend filter life, extend fuel storage life, increase and maintain fuel economy, function in biodiesel, dissolve and disperse carboxylates, and improve flow through filters.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 2000 to 1 to 250 for quick cleaning and maximum performance benefits or for non-responsive or poor quality diesel fuels. Internal diesel injector deposit control additives are recommended for ultra low sulfur diesel. Use at 1 to 1000 provides enhanced DW-10 as measured by CEC F-98-08 and XUD-9 as measured by CEC F-23-01 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 2000 may be used to provide enhancement of all properties in responsive fuels. Use at 1 to 500 provides internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance, cleans and prevents carboxylate and sticky internal diesel injector deposits or achieves specific target criteria in certain fuels. Use at 1 to 250 provides DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance and other performance gains, quickly cleans and prevents carboxylate and sticky internal diesel injector deposits or achieves specific target criteria in certain fuels.

The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Internal diesel injector deposit control additives can be used at 1 to 1000 in biodiesel blends B6 through B10 and at 1 to 500 in B11 through B20.

Typical specifications for internal diesel injector deposit control additives include an amber liquid appearance, viscosity of 4.0 square millimeters per second at 40 degrees Celsius, minimum flash point of 142 degrees Fahrenheit, density of 7 to 7.5 pounds per gallon, maximum pour point of negative 70 degrees Fahrenheit, product HFRR wear scar range of 200 micrometers to 340 micrometers, and baseline diesel HFRR wear scar of 610 micrometers.

 

Internal diesel injector deposit control additives with moderate cetane enhancement address the challenges presented by high pressure common rail engines where internal diesel injector deposits cause substandard performing injectors that lead to decreased power, decreased fuel economy, and increased regulated emissions. Combined with other conditions which can be present in ultra low sulfur diesel, these factors necessitate diesel performance additives.

These additives are engineered to eliminate injector problems associated with high pressure common rail engines while enhancing multiple fuel qualities and maintaining applicability in traditional diesel engines. The formulations deliver injector deposit control, corrosion protection, filter blocking tendency improvements, lubricity and cetane number enhancement to ultra low sulfur diesel. A cetane improver provides boost in power and performance, while internal diesel injector deposit specific additives deliver quick clean and keep clean performance.

The composition includes internal diesel injector deposit specific additives, lubricity agents, detergents, antifouling agents, dispersants, rust inhibitors, thermal stability rejuvenation agents, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, asphaltene dissolution and dispersion agents, carboxylate dissolution and dispersion agents, and filterability rejuvenation agents.

For injector deposit control and detergency, these formulations eliminate and prevent internal diesel injector deposit formation and traditional nozzle coking deposits, thereby improving and sustaining power, fuel economy, and regulated emissions caused by injector deposits. Fuel treated with these additives shows improved stability, with thermal stability measurable by ASTM D6468 Thermal Stability Test as well as other commonly used storage stability tests. In responsive fuel, thermal stability can be rejuvenated. 

The cetane enhancement improves ignition efficiency, cold starts, and warm-up time while smoothing engine operation and increasing power and fuel economy. These formulations produce an increase of 1 cetane number or 10 points in responsive diesel fuels at the optimum treatment rate. 

Lubricity improvements in diesel fuels are demonstrated in both the HFRR Test and the BOCLE Test, a critical factor with ultra low sulfur diesel No. 2 and No. 1. All types of rust and corrosion in fuel lines, strainers, pumps and injectors are prevented. Fuel flow through filters improves in responsive fuels as measured by ASTM D2068.

Applications include quickly cleaning and preventing internal diesel injector deposits, boosting power, cleaning and maintaining fuel spray pattern, preventing sludge induced filter plugging, reducing combustion noise, dissolving and dispersing asphaltenes, cleaning entire fuel system, increasing cetane number, rejuvenating thermally stressed fuels, reducing regulated emissions and black smoke, functioning in bio-diesel, reducing injector system maintenance, extending engine life, extending filter life, extending fuel storage life, increasing and maintaining fuel economy, improving flow through filters, and dissolving and dispersing carboxylates.

Treatment ratios range from 1 to 2000 to 1 to 250 for quick cleaning and performance benefits or for non-responsive or poor quality diesel fuels. These additives are recommended for ultra low sulfur diesel. At 1 to 1000, enhanced DW-10 as measured by CEC F-98-08 and XUD-9 as measured by CEC F-23-01 performance is achieved in suitable diesel fuels along with overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 2000 provide enhancement of all properties in responsive fuels. At 1 to 500, internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance and XUD-9 as measured by CEC F-23-01 performance are achieved, cleaning and preventing carboxylate and sticky internal diesel injector deposits or achieving specific target criteria in certain fuels. At 1 to 250, internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance and additional performance gains are realized, quickly cleaning and preventing carboxylate and sticky internal diesel injector deposits or achieving specific target criteria in certain fuels.

The sulfur content does not exceed 15 ppm, and these diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Recommended use is at 1 to 1000 in biodiesel blends B6 through B10 and at 1 to 500 in B11 through B20.

Typical specifications include an amber liquid appearance, viscosity of 3.0 square millimeters per second at 40 degrees Celsius, minimum flash point of 142 degrees Fahrenheit, density of 6.5 to 7.5 pounds per gallon, maximum pour point of negative 70 degrees Fahrenheit, product HFRR wear scar range of 200 micrometers to 340 micrometers, and baseline diesel HFRR wear scar of 610 micrometers.

Internal diesel injector deposit control additives with cetane improvers are designed to address concerns faced by high pressure common rail engines. Internal diesel injector deposits cause substandard performing injectors that lead to decreased power, decreased fuel economy, and increased regulated emissions. This coupled with other conditions which can be present in ultra low sulfur diesel require the need for diesel performance additives.

Internal diesel injector deposit control additives with cetane improvers are engineered to eliminate injector problems associated with high pressure common rail engines, enhance many other qualities of fuel and may be used in traditional diesel engines. These formulations provide injector deposit control, corrosion protection, filter blocking tendency improvements, lubricity and cetane number enhancement to ultra low sulfur diesel. They contain a cetane improver for boost in power and performance and internal diesel injector deposit specific additives for quick clean and keep clean performance.

These additives contain internal diesel injector deposit specific additives, lubricity agents, detergents, antifouling agents, dispersants, rust inhibitors, stabilizers, thermal stability rejuvenation agents, corrosion inhibitors, anti-oxidants, metal deactivators, cetane improvers, asphaltene dissolution and dispersion agents, carboxylate dissolution and dispersion agents, and filterability rejuvenation agents.

In terms of injector deposit control and detergency, internal diesel injector deposit control additives with cetane improvers eliminate and prevent internal diesel injector deposit formation and traditional nozzle coking deposits, thus improving and sustaining power, fuel economy, and regulated emissions caused by injector deposits. For stability, fuel can be treated with these formulations to improve stability of the treated fuel. 

Thermal stability may be measured by ASTM D6468 Thermal Stability Test as well as other commonly used storage stability tests. In responsive fuel, thermal stability can be rejuvenated. Regarding cetane performance, these additives improve ignition efficiency, improve cold starts, reduce warm-up time, smooth engine operation, increase power and fuel economy. They are formulated to produce an increase of 4 cetane numbers or 40 points in responsive diesel fuels at the optimum treatment rate. 

These formulations improve lubricity of diesel fuels in both the HFRR Test and the BOCLE Test, which is a critical factor with ultra low sulfur diesel No. 2 and No. 1. They prevent all types of rust and corrosion in fuel lines, strainers, pumps and injectors. For filter blocking tendency, these additives improve fuel flow through filters in responsive fuels as measured by ASTM D2068.

Internal diesel injector deposit control additives with cetane improvers quickly clean and prevent internal diesel injector deposits, boost power, clean and maintain fuel spray pattern, prevent sludge induced filter plugging, reduce combustion noise, dissolve and disperse asphaltenes, clean entire fuel system, increase cetane number, rejuvenate thermally stressed fuels, reduce regulated emissions and black smoke, function in bio-diesel, reduce injector system maintenance, extend engine life, extend filter life, extend fuel storage life, increase and maintain fuel economy, dissolve and disperse carboxylates, and improve flow through filters.

These formulations are versatile products that can be used in a wide range of treatment ratios from an economical 1 to 2000 to 1 to 250 for quick cleaning and maximum performance benefits or for non-responsive or poor quality diesel fuels. Internal diesel injector deposit control additives with cetane improvers are recommended for ultra low sulfur diesel. Use at 1 to 1000 provides enhanced DW-10 as measured by CEC F-98-08 and XUD-9 as measured by CEC F-23-01 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 2000 may be used to provide enhancement of all properties in responsive fuels. Use at 1 to 500 provides internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance, cleans and prevents carboxylate and sticky internal diesel injector deposits or achieves specific target criteria in certain fuels. Use at 1 to 250 provides internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance and other performance gains, quickly cleans and prevents carboxylate and sticky internal diesel injector deposits or achieves specific target criteria in certain fuels.

The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Internal diesel injector deposit control additives with cetane improvers are recommended for use at 1 to 1000 in biodiesel blends B6 through B10 and at 1 to 500 in B11 through B20.

Typical specifications for internal diesel injector deposit control additives with cetane improvers include an amber liquid appearance, viscosity of 3.0 square millimeters per second at 40 degrees Celsius, minimum flash point of 142 degrees Fahrenheit, density of 7.3 to 7.6 pounds per gallon, maximum pour point of negative 70 degrees Fahrenheit, product HFRR wear scar range of 200 micrometers to 340 micrometers, and baseline diesel HFRR wear scar of 610 micrometers.

 

Multi-purpose diesel rescue additives with cetane enhancement and anti-icing compounds address multiple concerns in high pressure common rail engines where internal diesel injector deposits cause substandard performing injectors that lead to decreased power, decreased fuel economy, and increased regulated emissions. Combined with other conditions which can be present in ultra low sulfur diesel, these factors necessitate diesel performance additives.

Problems in diesel fuel can occur through venting of outside air, temperature changes and accumulation of water from condensation of water vapor in diesel tanks. Without the proper additives, water will collect, oversaturate in fuel and accumulate on the bottom of the tank. This provides a sanctuary for corrosion, filter plugging, deterioration of injectors when the fuel is burned, reduced lubricity of fuel, and the potential for fuel filter icing, fuel filter gelling, and fuel filter carboxylates to clog filters. Utilizing additives to remove water, dissolve gelled filters, and dissolve and disperse carboxylates in diesel fuel addresses these conditions.

Multi-purpose diesel rescue additives contain internal diesel injector deposit specific additives, lubricity agents, detergents, antifouling agents, dispersants, rust inhibitors, anti-icing and de-icing agents, thermal stability rejuvenation agents, stabilizers, corrosion inhibitors, anti-oxidants, metal deactivators, asphaltene dissolution and dispersion agents, carboxylate dissolution and dispersion agents, de-gelling agents, and filterability rejuvenation agents.

For detergency, multi-purpose diesel rescue additives eliminate and prevent internal diesel injector deposit formation and traditional nozzle coking deposits, thus improving and sustaining power, fuel economy, and regulated emissions caused by injector deposits. Fuel can be treated to improve stability of the treated fuel. 

Thermal stability may be measured by ASTM D6468 Thermal Stability Test as well as other commonly used storage stability tests. The cetane enhancement improves ignition efficiency, cold starts, and warm-up time while smoothing engine operation and increasing power and fuel economy. These formulations produce an increase of 2 cetane numbers or 20 points in responsive diesel fuels at the regular use treatment rate. 

Lubricity of diesel fuels improves in both the HFRR Test and the BOCLE Test, which is a critical factor with ultra low sulfur diesel No. 2 and especially with kerosene-blended fuels. All types of rust and corrosion in fuel lines, strainers, pumps and injectors are prevented. Fuel flow through filters improves in responsive fuels as measured by ASTM D2068.

Applications include quickly cleaning and preventing internal diesel injector deposits, boosting power, cleaning and maintaining fuel spray pattern, preventing sludge induced filter plugging, reducing combustion noise, dissolving and dispersing asphaltenes, cleaning entire fuel system, increasing cetane number, reducing regulated emissions and black smoke, functioning in bio-diesel, rejuvenating thermally stressed fuels, reducing injector system maintenance, extending engine life, extending filter life, extending fuel storage life, increasing and maintaining fuel economy, dissolving and dispersing carboxylates, improving cold starts, dispersing moisture, de-icing, de-gelling, de-carboxylating, and improving flow through filters.

For regular or every season use, 1 gallon treats 500 gallons at every fill-up. For maintenance use, 1 gallon treats 1,000 gallons as needed. To de-ice, de-gel, or de-carboxylate, 1 gallon treats 250 gallons as needed. The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines.

Typical specifications include an amber liquid appearance, viscosity of 2.5 square millimeters per second at 40 degrees Celsius, minimum flash point of 142 degrees Fahrenheit, density of 6.5 to 7.5 pounds per gallon, maximum pour point of negative 70 degrees Fahrenheit, product HFRR wear scar range of 200 micrometers to 340 micrometers, and baseline diesel HFRR wear scar of 610 micrometers.

 

Winterized internal diesel injector deposit control additives with anti-icing compounds and cetane improvers address concerns in high pressure common rail engines where internal diesel injector deposits cause substandard performing injectors that lead to decreased power, decreased fuel economy, and increased regulated emissions. Combined with other conditions which can be present in ultra low sulfur diesel, these factors necessitate winterized diesel performance additives.

These winterized formulations are engineered to eliminate injector problems associated with high pressure common rail engines, enhance multiple fuel qualities and maintain applicability in traditional diesel engines. They provide deposit control, corrosion protection, filter blocking tendency improvements, lubricity, low temperature operability and cetane number enhancement to ultra low sulfur diesel. An anti-gel component improves cold temperature performance. Anti-icing compounds provide additional winter protection against freezeups. A cetane improver provides quicker cold starts and boost in power and performance along with internal diesel injector deposit clean and keep clean additives.

The composition includes internal diesel injector deposit specific additives, lubricity agents, detergents, antifouling agents, dispersants, rust inhibitors, anti-icing additives, thermal stability rejuvenation agents, stabilizers, anti-oxidants, metal deactivators, asphaltene dissolution and dispersion agents, carboxylate dissolution and dispersion agents, cetane improvers, flow improvers, anti-gel additives, filterability rejuvenation agents, and corrosion inhibitors.

Regarding injector deposit control and detergency, winterized internal diesel injector deposit control additives eliminate and prevent internal diesel injector deposit formation and traditional nozzle coking deposits, thus improving and sustaining power, fuel economy, and regulated emissions caused by injector deposits. For low temperature performance, these formulations lower pour point, cold filter plugging point, and low temperature fluidity. They prevent diesel fuel gelling and improve cold temperature operability. 

Fuel can be treated to pass the ASTM D975 Low Temperature Performance requirements. The anti-icing compounds disperse water and lower its freeze point for winter performance. The cetane component improves ignition efficiency, cold starts, and warmup time while smoothing engine operation and increasing power and fuel economy. These additives produce an increase of 4 cetane numbers or 40 points in responsive diesel fuels at the optimum treatment rate. Fuel can be treated to improve stability of the treated fuel. 

Thermal stability may be measured by ASTM D6468 Thermal Stability Test as well as other commonly used storage stability tests. In responsive fuel, thermal stability can be rejuvenated. Lubricity of diesel fuels improves in both the HFRR Test and the BOCLE Test, which is a critical factor in ultra low sulfur diesel No. 2 and No. 1. All types of rust and corrosion in fuel lines, strainers, pumps and injectors are prevented. Fuel flow through filters improves in responsive fuels as measured by ASTM D2068.

Applications include cleaning and preventing internal diesel injector deposits, preventing diesel fuel gelling, preventing icing, dispersing moisture, boosting power, increasing cetane number, dissolving and dispersing asphaltenes, cleaning and maintaining fuel spray pattern, improving cold starts, preventing sludge induced filter plugging, reducing combustion noise, reducing regulated emissions and black smoke, cleaning entire fuel system, functioning in bio-diesel, extending filter life, reducing injector system maintenance, extending engine life, extending fuel storage life, increasing and maintaining fuel economy, dissolving and dispersing carboxylates, rejuvenating thermally stressed fuels, and improving flow through filters.

Treatment ratios range from 1 to 2000 to 1 to 500 for cleaning and performance benefits or for non-responsive or poor quality diesel fuels. Winterized internal diesel injector deposit control additives are recommended for ultra low sulfur diesel. Use at 1 to 1000 provides enhanced DW-10 as measured by CEC F-98-08 and XUD-9 as measured by CEC F-23-01 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. 

Treat rates as low as 1 to 2000 provide enhancement of all properties in responsive fuels. Use at 1 to 500 provides internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance, cleans and prevents carboxylate and sticky internal diesel injector deposits or achieves specific target criteria in certain fuels.

The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Winterized internal diesel injector deposit control additives are recommended for use at 1 to 1000 in biodiesel blends B6 through B10 and at 1 to 500 in B11 through B20.

Typical specifications include a yellow-orange appearance, viscosity of 2.5 square millimeters per second at 40 degrees Celsius, flash point of 125 degrees Fahrenheit, density of 7.5 to 7.6 pounds per gallon, maximum pour point of negative 22 degrees Fahrenheit, product HFRR wear scar range of 200 micrometers to 340 micrometers, and baseline diesel HFRR wear scar of 610 micrometers.

 

Winterized internal diesel injector deposit control additives with anti-icing compounds address concerns in high pressure common rail engines where internal diesel injector deposits cause substandard performing injectors that lead to decreased power, decreased fuel economy, and increased regulated emissions. Combined with other conditions which can be present in ultra low sulfur diesel, these factors necessitate winterized diesel performance additives.

These winterized formulations are engineered to eliminate injector problems associated with high pressure common rail engines, enhance multiple fuel qualities and maintain applicability in traditional diesel engines. They provide injector deposit control, corrosion protection, filter blocking tendency improvements, lubricity, and low temperature operability to ultra low sulfur diesel. An anti-gel component improves cold temperature performance. Anti-icing compounds provide additional winter protection against freezeups. These additives contain internal diesel injector deposit clean and keep clean additives.

The composition includes internal diesel injector deposit specific additives, detergents, antifouling agents, dispersants, lubricity agents, stabilizers, rust inhibitors, thermal stability rejuvenation agents, flow improvers, corrosion inhibitors, anti-gel additives, anti-oxidants, anti-icing additives, metal deactivators, asphaltene dissolution and dispersion agents, carboxylate dissolution and dispersion agents, and filterability rejuvenation agents.

Regarding injector deposit control and detergency, winterized internal diesel injector deposit control additives eliminate and prevent internal diesel injector deposit formation and traditional nozzle coking deposits, thus improving and sustaining power, fuel economy, and regulated emissions caused by injector deposits. For low temperature performance, these formulations lower pour point, cold filter plugging point, and low temperature fluidity. They prevent diesel fuel gelling and improve cold temperature operability. 

Fuel can be treated to pass the ASTM D975 Low Temperature Performance requirements. The anti-icing compounds disperse water and lower its freeze point for winter performance. Fuel can be treated to improve stability of the treated fuel. Thermal stability may be measured by ASTM D6468 Thermal Stability Test as well as other commonly used storage stability tests. In responsive fuel, thermal stability can be rejuvenated. 

Lubricity of diesel fuels improves in both the HFRR Test and the BOCLE Test, which is a critical factor with ultra low sulfur diesel No. 2 and No. 1. All types of rust and corrosion in fuel lines, strainers, pumps and injectors are prevented. Fuel flow through filters improves in responsive fuels as measured by ASTM D2068.

Applications include cleaning and preventing internal diesel injector deposits, preventing diesel fuel gelling, preventing icing, dispersing moisture, boosting power, dissolving and dispersing asphaltenes, cleaning and maintaining fuel spray pattern, preventing sludge induced filter plugging, rejuvenating thermally stressed fuels, reducing regulated emissions and black smoke, cleaning entire fuel system, functioning in bio-diesel, extending filter life, reducing injector system maintenance, extending engine life, extending fuel storage life, increasing and maintaining fuel economy, dissolving and dispersing carboxylates, and improving flow through filters.

Treatment ratios range from 1 to 2000 to 1 to 500 for cleaning and performance benefits or for non-responsive or poor quality diesel fuels. Winterized internal diesel injector deposit control additives are recommended for ultra low sulfur diesel. Use at 1 to 1000 provides enhanced DW-10 as measured by CEC F-98-08 and XUD-9 as measured by CEC F-23-01 performance in suitable diesel fuels and overall performance in most applications including lubricity in kerosene. Treat rates as low as 1 to 2000 provide enhancement of all properties in responsive fuels. Use at 1 to 500 provides internal diesel injector deposit DW-10C as measured by CEC F-110-16(S) performance, XUD-9 as measured by CEC F-23-01 performance, cleans and prevents carboxylate and sticky internal diesel injector deposits or achieves specific target criteria in certain fuels.

The sulfur content of these diesel fuel additives does not exceed 15 ppm. These diesel fuel additives comply with the federal low sulfur content requirements for use in diesel motor vehicles and nonroad engines. Winterized internal diesel injector deposit control additives are recommended for use at 1 to 1000 in biodiesel blends B6 through B10 and at 1 to 500 in B11 through B20.

Typical specifications include a yellow-orange appearance, viscosity of 3.7 square millimeters per second at 40 degrees Celsius, flash point of 125 degrees Fahrenheit, density of 7.3 to 7.5 pounds per gallon, maximum pour point of negative 27 degrees Fahrenheit, product HFRR wear scar range of 200 micrometers to 340 micrometers, and baseline diesel HFRR wear scar of 610 micrometers.

 

A winterized diesel fuel additive is generally formulated to address multiple performance and operability challenges associated with modern high pressure common rail diesel engines, particularly those operating on ultra low sulfur diesel. In addition to external injector nozzle coking, internal diesel injector deposits are commonly recognized as a contributor to degraded injector performance, which may result in reduced engine output, diminished fuel efficiency, and increased regulated emissions. These deposit-related issues, combined with other fuel-related limitations often observed in ultra low sulfur diesel, typically necessitate the use of multifunctional diesel performance additives.

These formulations are typically engineered to manage internal injector cleanliness while simultaneously modifying several physical and chemical fuel properties. When applied to ultra low sulfur diesel, they are generally intended to improve injector deposit control, corrosion resistance, filter blocking tendency, lubricity, low temperature operability, and ignition quality. Winterized variants commonly incorporate cold flow and anti-icing components designed to reduce fuel gelling and water-related freeze issues, thereby supporting operability in low ambient temperatures. Such formulations may also be suitable for use in traditional diesel engine systems where similar fuel performance challenges exist.

The additive chemistry used in this category typically consists of a coordinated package of deposit control agents, ignition improvers, detergents, dispersants, lubricity enhancers, stabilizers, and corrosion inhibitors. Additional components are often included to address thermal stability degradation, low temperature fluidity, oxidative stability, metal-catalyzed fuel degradation, and filterability limitations. Compounds capable of dissolving and dispersing asphaltenes and carboxylates are commonly incorporated to manage fuel-borne contaminants that contribute to injector fouling and filter restriction.

From a performance perspective, this type of additive is generally intended to reduce the formation of internal diesel injector deposits and conventional nozzle coking, thereby supporting sustained injector function and consistent combustion behavior. Low temperature performance is typically improved through reductions in pour point, cold filter plugging point, and overall low temperature fluidity, allowing treated fuels to resist gelling and meet applicable low temperature operability requirements. Anti-icing components are commonly formulated to disperse entrained water and depress its freeze point.

Ignition quality enhancement is another common function of these formulations. Cetane improvers are typically included to promote more efficient ignition, facilitate cold starting, reduce warm-up time, and moderate combustion roughness. In responsive fuels, cetane number increases on the order of one cetane number, or approximately ten cetane index points, may be observed at specified treatment rates.

Fuel stability characteristics may also be improved through treatment with this type of additive. Thermal stability enhancement is commonly evaluated using ASTM D-6468 and related storage stability test methods, with some formulations capable of restoring stability in thermally stressed fuels. Lubricity enhancement is typically demonstrated through standardized testing such as the HFRR and BOCLE methods, which is particularly relevant for ultra low sulfur No. 2 and No. 1 diesel fuels. Rust and corrosion inhibition is generally intended to protect fuel system components including lines, pumps, strainers, and injectors. Improvements in filter blocking tendency may also be observed in responsive fuels when evaluated using ASTM D2068.

These formulations are commonly applied to address a broad range of fuel system and combustion-related concerns, including internal injector deposit control, fuel gelling prevention, moisture dispersion, ignition quality improvement, injector spray pattern maintenance, filter life extension, and reduction of combustion-related noise and visible exhaust smoke. They are frequently used in fuels containing biodiesel components and may contribute to extended fuel storage stability, reduced maintenance frequency, and sustained fuel economy when used under appropriate conditions.

Application rates for this category of diesel fuel additive typically span a wide range, depending on fuel quality, desired performance outcomes, and specific deposit control objectives. Treatment ratios commonly range from 1:2000 for maintenance-level enhancement in responsive fuels to 1:500 for intensive cleaning, deposit removal, or compensation for poor quality or non-responsive fuels. Intermediate treatment rates around 1:1000 are often used to balance injector deposit control, lubricity improvement, and ignition quality enhancement in ultra low sulfur diesel and kerosene-based fuels. Use in biodiesel blends is commonly adjusted based on blend level, with lower treatment ratios applied to higher biodiesel concentrations.

The sulfur content of this type of diesel fuel additive is typically formulated not to exceed 15 ppm, allowing compliance with federal low sulfur requirements for use in diesel motor vehicles and nonroad engines.

Typical physical properties for these formulations include a yellow-orange appearance, a viscosity of approximately 2.5 mm² per second at 40 degrees Celsius, and a density range of 7.5 to 7.6 pounds per gallon. Low temperature characteristics commonly include a maximum pour point of minus 45 degrees Fahrenheit. Lubricity performance may be reflected by HFRR wear scar diameters ranging from approximately 200 micrometers to 340 micrometers when compared to untreated baseline diesel fuels exhibiting wear scars near 610 micrometers.

 

Diesel fuel additives formulated for cold-weather operation in high pressure common rail systems are typically developed to address deposit-related injector performance losses alongside fuel operability limitations associated with ultra low sulfur diesel. In these engine platforms, internal diesel injector deposits are commonly linked to reduced injector efficiency, which can manifest as diminished engine output, increased fuel consumption, and elevated regulated emissions. When such deposit mechanisms occur concurrently with low-temperature fuel instability, multifunctional treatment strategies are generally required.

Formulations in this category are engineered to intervene at multiple points within the fuel system rather than addressing a single failure mode. Internal injector cleanliness is commonly targeted through deposit control chemistry, while parallel modifications to fuel lubricity, corrosion resistance, filterability, ignition behavior, and cold flow properties are incorporated to stabilize overall fuel performance. Winter operability is typically supported through the inclusion of components that influence wax crystallization behavior and manage free or entrained water, reducing the likelihood of gelling or freeze-related flow restriction. Use across both modern and legacy diesel systems is generally maintained where fuel-related constraints overlap.

The additive systems used for these applications commonly combine internal injector deposit control agents with cetane improvers, detergents, dispersants, lubricity modifiers, stabilizers, and corrosion inhibitors. Additional constituents are often selected to counteract oxidative degradation, thermal instability, metal-catalyzed fuel reactions, and low-temperature viscosity increases. Chemical agents capable of dissolving and dispersing asphaltenes and carboxylates are frequently included to limit the formation of fuel-derived solids that contribute to injector fouling and filter blockage.

Performance outcomes associated with this category typically include reduced formation of internal diesel injector deposits and conventional nozzle coking, supporting sustained injector function and more consistent combustion behavior. Cold-weather fuel handling characteristics are influenced through measurable reductions in pour point, cold filter plugging point, and low temperature fluidity, allowing treated fuels to meet ASTM D975 low temperature performance requirements. Water management components are commonly formulated to disperse moisture and depress its freezing point, mitigating ice-related fuel flow interruptions.

Ignition behavior is commonly modified through the use of cetane improvers, which are intended to promote more efficient ignition, support cold starting, shorten warm-up periods, and moderate combustion variability. In responsive diesel fuels, cetane number increases on the order of 4 cetane numbers, or approximately 40 cetane index points, may be achieved at specified optimum treatment rates.

Fuel stability effects are also associated with these formulations. Thermal stability improvement is commonly evaluated using ASTM D6468 and related storage stability test methods, with some systems capable of restoring stability in fuels that have experienced thermal stress. Lubricity enhancement is typically demonstrated through standardized HFRR and BOCLE testing, a consideration of particular relevance for ultra low sulfur No. 2 and No. 1 diesel fuels. Corrosion inhibition chemistry is intended to limit material degradation within fuel lines, strainers, pumps, and injectors, while improvements in filter blocking tendency may be observed in responsive fuels when measured using ASTM D2068.

Applications for this category of diesel fuel treatment commonly extend beyond injector cleanliness alone and include mitigation of fuel gelling and icing, dispersion of moisture, maintenance of injector spray patterns, and reduction of sludge-induced filter plugging. Secondary effects may include moderation of combustion noise, reduction of visible exhaust smoke, cleaning of fuel system components, extension of filter service intervals, and stabilization of stored fuel. Use in biodiesel-containing fuels is common, with treatment rates adjusted according to blend concentration.

Treatment rates are typically selected based on fuel condition and performance objectives. Ratios around 1:2000 are commonly applied for maintenance-level enhancement in responsive fuels, while concentrations approaching 1:500 are used where deposit removal, injector cleaning, or compensation for poor-quality or non-responsive diesel fuels is required. Intermediate rates near 1:1000 are often employed to balance injector deposit control, lubricity enhancement, and ignition modification in ultra low sulfur diesel and kerosene-based fuels. For biodiesel blends, application at 1:1000 is commonly used for blends ranging from B6 through B10, while blends from B11 through B20 are typically treated at 1:500.

The sulfur content of additives within this category does not exceed 15 ppm, maintaining compliance with federal low sulfur requirements for use in diesel motor vehicles and nonroad engines.

Typical physical properties associated with these formulations include a yellow-orange appearance, a viscosity of approximately 2.5 mm2 per second at 40 degrees Celsius, a flash point of 125 degrees Fahrenheit, and a density range of 7.5 to 7.6 pounds per gallon. Low temperature characteristics commonly include a maximum pour point of minus 22 degrees Fahrenheit. Lubricity performance may be reflected by HFRR wear scar diameters ranging from approximately 200 micrometers to 340 micrometers when compared to untreated baseline diesel fuels exhibiting wear scars near 610 micrometers.

 

Diesel fuel treatment chemistries developed for cold-weather operation in high pressure common rail systems are typically intended to address injector-related deposit formation while simultaneously managing fuel instability associated with ultra low sulfur diesel. In these engines, internal diesel injector deposits are widely associated with impaired injector function, which can contribute to reduced engine output, diminished fuel economy, and increased regulated emissions. When such deposit mechanisms occur alongside low-temperature operability limitations, the use of multifunctional diesel performance additives is generally required.

These formulations are engineered to intervene across multiple fuel system mechanisms rather than focusing on a single deficiency. Internal injector cleanliness is commonly addressed through deposit control chemistry, while concurrent adjustments to lubricity, corrosion resistance, filter blocking tendency, ignition behavior, and cold flow properties are incorporated to stabilize overall fuel performance. Cold-weather operability is typically supported through additives that influence wax crystallization behavior, prevent wax settling during shutdown conditions, and manage free or entrained water to reduce freeze-related flow restriction. Applicability across both modern and legacy diesel engine designs is generally maintained where similar fuel performance challenges exist.

The additive systems associated with this category commonly combine internal injector deposit control agents, cetane improvers, detergents, dispersants, lubricity modifiers, stabilizers, rust inhibitors, antistatic agents, corrosion inhibitors, and metal deactivators. Additional constituents are frequently included to address oxidative degradation, thermal instability, and fuel-borne contaminant formation. Wax anti-settling agents are incorporated to limit wax crystal agglomeration during extended shutdown periods, while chemical agents capable of dissolving and dispersing asphaltenes and carboxylates are used to mitigate filter restriction and injector fouling.

Functional performance attributed to this category typically includes the reduction and prevention of internal diesel injector deposits and conventional nozzle coking, supporting sustained injector operation and more consistent combustion. Low-temperature fuel handling characteristics are influenced through measurable reductions in pour point, cold filter plugging point, and low temperature fluidity, allowing treated fuels to meet ASTM D975 low temperature performance requirements. Water management components are formulated to disperse moisture and depress its freezing point, reducing the likelihood of ice-related fuel flow interruption.

Ignition behavior modification represents another core function of these formulations. Cetane improvers are incorporated to enhance ignition efficiency, facilitate cold starting, shorten warm-up periods, and moderate combustion variability. In responsive diesel fuels, cetane number increases of approximately 3 cetane numbers, or 30 cetane index points, may be achieved at specified optimum treatment rates.

Fuel stability effects are also associated with use of this type of additive. Improvements in thermal stability are commonly evaluated using ASTM D6468 and other established storage stability test methods, with some formulations capable of restoring stability in oxidized or thermally stressed diesel fuels. Lubricity enhancement is typically demonstrated through standardized HFRR and BOCLE testing, a critical consideration for ultra low sulfur No. 2 and No. 1 diesel fuels. Corrosion inhibition chemistry is intended to limit degradation within fuel lines, strainers, pumps, and injectors, while improvements in filter blocking tendency may be observed in responsive fuels when evaluated using ASTM D2068.

Applications for this category of diesel fuel treatment extend beyond injector cleanliness and include prevention of fuel gelling, mitigation of icing, dispersion of moisture, maintenance of injector spray patterns, and control of sludge-induced filter plugging. Additional outcomes may include reduced combustion noise, moderation of regulated exhaust emissions including NOx, CO, and CO2, extended filter and fuel system service life, reduced injector maintenance requirements, extended engine service life, and stabilization of stored fuels. Use across petro-diesel, renewable diesel, hydrotreated vegetable oil, and biodiesel blends is common, with demonstrated compatibility in biodiesel-containing fuels.

Treatment rates are typically selected based on fuel condition, ambient operating environment, and targeted performance objectives. Ratios around 1:3000 are commonly applied for maintenance-level enhancement in responsive fuels, while concentrations approaching 1:750 are used where injector cleaning, deposit removal, or compensation for poor-quality or non-responsive diesel fuels is required. Intermediate treatment rates near 1:1500 are often employed to balance injector deposit control, ignition modification, lubricity enhancement, and wax management in ultra low sulfur diesel and kerosene-based fuels.

For fuels requiring wax anti-settling protection during shutdown periods, treatment at 1:1500 is commonly used for approximately 3 days of continuous shutdown protection, while ratios near 1:750 are applied for shutdown durations of 5 days or longer. Higher treatment ratios are generally recommended when treating diesel fuels above B5 biodiesel concentration.

The sulfur content of additives within this category does not exceed 15 ppm, maintaining compliance with federal low sulfur requirements for use in diesel motor vehicles and nonroad engines.

Typical physical properties associated with these formulations include a yellow-orange appearance, a viscosity of approximately 7.5 mm2 per second at 40 degrees Celsius, a flash point of 125 degrees Fahrenheit, and a density of approximately 7.5 pounds per gallon. Low temperature behavior commonly includes a pour point of minus 5 degrees Fahrenheit. Lubricity performance may be reflected by HFRR wear scar diameters ranging from approximately 200 micrometers to 340 micrometers when compared to untreated baseline diesel fuels exhibiting wear scars near 610 micrometers.

 

Fuel treatment chemistries developed for cold-weather operation in high pressure common rail diesel systems are typically intended to mitigate injector-related deposit formation while addressing fuel instability associated with ultra low sulfur diesel. In these engines, internal diesel injector deposits are commonly linked to impaired injector function, which may result in reduced engine output, diminished fuel economy, and increased regulated emissions. When these deposit mechanisms coincide with low-temperature operability constraints inherent to ultra low sulfur diesel, the use of multifunctional diesel performance additives is generally warranted.

These formulations are designed to act across several interacting fuel system mechanisms rather than resolving a single limitation. Control of internal injector deposits is achieved through dedicated deposit management chemistry, while concurrent adjustments to lubricity, corrosion protection, filter blocking tendency, ignition behavior, and cold flow properties are incorporated to stabilize fuel performance as a whole. 

Cold-weather operability is supported through components that influence wax crystallization, prevent wax settling during extended shutdown conditions, and manage free or entrained water to reduce freeze-related flow restriction. Compatibility with both modern high pressure common rail systems and traditional diesel engines is typically maintained where similar fuel challenges exist.

The additive packages used for this category commonly integrate internal diesel injector deposit control agents with cetane improvers, detergents, dispersants, lubricity modifiers, stabilizers, rust inhibitors, antistatic agents, corrosion inhibitors, and metal deactivators. Additional constituents are selected to counteract oxidative degradation, thermal instability, and the formation of fuel-borne solids. Wax anti-settling agents are incorporated to limit wax crystal agglomeration during low-temperature storage or shutdown periods, while chemical agents capable of dissolving and dispersing asphaltenes and carboxylates are included to reduce filter restriction and injector fouling.

Performance characteristics associated with this category typically include reduction and prevention of internal diesel injector deposits and conventional nozzle coking, supporting sustained injector operation and more consistent combustion behavior. 

Low-temperature fuel handling is influenced through measurable reductions in pour point, cold filter plugging point, and low temperature fluidity, allowing treated fuels to meet ASTM D975 low temperature performance requirements. Water management components are formulated to disperse moisture and depress its freezing point, limiting ice-related fuel flow interruptions.

Ignition behavior modification represents another functional role of these formulations. Cetane improvers are incorporated to promote more efficient ignition, facilitate cold starting, shorten warm-up periods, and moderate combustion variability. In responsive diesel fuels, cetane number increases of approximately 2 cetane numbers, or 20 cetane index points, may be achieved at specified optimum treatment rates.

Fuel stability effects are also associated with application of this type of additive. Thermal stability improvement is commonly evaluated using ASTM D6468 and other established storage stability test methods, with some formulations capable of restoring stability in oxidized or thermally stressed diesel fuels. Lubricity enhancement is typically demonstrated through standardized HFRR and BOCLE testing, which is particularly relevant for ultra low sulfur No. 2 and No. 1 diesel fuels. Corrosion inhibition chemistry is intended to limit degradation within fuel lines, strainers, pumps, and injectors, while improvements in filter blocking tendency may be observed in responsive fuels through improved fuel flow behavior.

Applications for this category of diesel fuel treatment extend beyond injector cleanliness and include prevention of fuel gelling, mitigation of icing, dispersion of moisture, maintenance of injector spray patterns, and control of sludge-induced filter plugging. Additional outcomes may include moderation of combustion noise, reductions in regulated exhaust emissions including NOx, CO, and CO2, extension of filter and fuel system service life, reduced injector maintenance requirements, extended engine service life, and stabilization of stored fuels. Use across petro-diesel, renewable diesel, hydrotreated vegetable oil, and biodiesel blends is common, with compatibility maintained in biodiesel-containing fuels.

Treatment ratios are selected based on fuel condition, ambient operating environment, and targeted performance objectives. Ratios near 1:3000 are commonly applied for maintenance-level enhancement in responsive fuels, while concentrations approaching 1:750 are used where injector cleaning, deposit removal, or compensation for poor-quality or non-responsive diesel fuels is required. Intermediate rates around 1:1500 are often employed to balance injector deposit control, ignition modification, lubricity enhancement, and wax management in ultra low sulfur diesel and kerosene-based fuels. 

For fuels requiring wax anti-settling protection during shutdown periods, treatment at 1:1500 is commonly used for approximately 3 days of continuous shutdown protection, while ratios near 1:750 are applied for shutdown durations of 5 days or longer. Higher treatment ratios are generally recommended when treating diesel fuels above B5 biodiesel concentration.

The sulfur content of additives within this category does not exceed 15 ppm, maintaining compliance with federal low sulfur requirements for use in diesel motor vehicles and nonroad engines.

Typical physical properties associated with these formulations include a yellow-orange appearance, a viscosity of approximately 10.0 mm2 per second at 40 degrees Celsius, a flash point of 125 degrees Fahrenheit, and a density of approximately 7.5 pounds per gallon. Low temperature behavior commonly includes a pour point of 0 degrees Fahrenheit. Lubricity performance may be reflected by documented reductions in HFRR wear scar diameter of up to 67 percent at a 1:1500 treatment rate, with treated fuels exhibiting wear scar diameters in the range of approximately 200 micrometers to 340 micrometers compared to untreated baseline diesel fuels exhibiting wear scars near 610 micrometers.

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Greases

Calcium sulfonate food grade grease is formulated for applications that require an NSF H1 lubricant classification and the performance characteristics associated with calcium sulfonate thickener systems. The formulation objective is to provide stable rheology over a broad temperature range and to maintain function in the presence of water.

The thickener system is intended to resist softening and structural collapse at elevated temperature and to limit oxidative thickening or oil separation during prolonged thermal exposure. The grease structure also functions as a barrier to aqueous solutions and process chemicals, reducing ingress of moisture and caustic contaminants at the lubricated interface. Resistance to acids and bases is addressed through the selection of thickener chemistry and additive components to support retention in the contact zone. Pumpability is addressed through base oil selection and grease consistency to support centralized lubrication and low temperature feed.

Under load, the grease is intended to support boundary and mixed lubrication by maintaining an oil film and providing extreme pressure and antiwear response through additive chemistry and calcium sulfonate thickener contributions. Corrosion protection is incorporated to limit ferrous corrosion and to control copper staining under incidental exposure to moisture and process environments.

The base fluid system consists of highly refined white oils, including high viscosity index components, combined with extreme pressure and antiwear additives appropriate for incidental food contact service. Intended use includes lubrication of machinery used to produce, process, package, or transport food when incidental contact may occur. The grease is registered with the National Sanitation Foundation as an H1 lubricant under the Nonfood Compounds Registration program. Use is also applicable where calcium sulfonate thickener behavior is required, including water-exposed bearings and elevated temperature contacts.

Typical applications include rolling element bearings and plain bearings, couplings, and centralized lubrication systems in food processing, packaging, and transport equipment. Additional service environments include water exposure and elevated temperature locations such as ovens and refrigeration equipment. Example equipment categories include textile machinery, farm equipment, power tools, appliances, water treatment facilities, and dairy operations. Bearing types include roller, ball, plain (slider), and needle bearings.

This is an NLGI Grade 2 grease thickened with calcium sulfonate. Worked penetration is 265 to 295 (0.1 mm) after 60 strokes at 77°F per ASTM D217. It has a smooth texture and beige color. The dropping point is at least 600°F (316°C) by ASTM D2265. Rust and corrosion testing per ASTM D2509 passes, copper corrosion is 1b maximum, and the Timken OK load is 70 lb. Four-ball wear (ASTM D2266) produces a 0.45 mm scar, and the four-ball EP weld point (ASTM D2596) is greater than 800 kg. Water washout per ASTM D1264 is 0% loss after 1 hour at 175°F. U.S. Steel mobility is 119 g/min at 25°F and 19 g/min at 0°F. The stated service temperature range is −10°F to above 450°F (−23°C to above 232°C). Base oil viscosity is 105 mm²/s at 40°C and 12 mm²/s at 100°C.

 

Multi-Purpose Grease is a white, tackified lubricating grease formulated for service in water-exposed environments and under high load, with the intent of maintaining a continuous lubricating film and physical retention on metal surfaces subject to vibration, shock loading, and water washout.

The formulation employs a non-melt thickener system selected to provide pumpability and shear stability while resisting softening at elevated temperature and limiting changes in consistency during mechanical working. Water resistance is addressed through both thickener structure and additive selection, with the objective of reducing water ingress into the grease matrix and limiting corrosion initiation at metal surfaces exposed to moisture. Oxidative and thermal degradation of the base oil at elevated temperature is mitigated through the additive system. Extreme-pressure and antiwear components are incorporated to reduce boundary wear under conditions where the lubricant film is reduced by high contact stress.

Adhesion to metal surfaces and internal cohesiveness are targeted to limit lubricant displacement from rotating components and to reduce channeling in rolling-element bearings. The tackified structure is intended to promote retention without reliance on polymeric tackifiers that are susceptible to shear thinning under sustained mechanical working.

The intended operating temperature range is −10 °F to 500 °F. The formulation is designed to remain in place at elevated temperature without exhibiting a measurable dropping point under standard test methods. Under water exposure, resistance to washout and limitation of rust formation are achieved by restricting water contact with metal surfaces. Load-carrying capability is characterized by a Timken OK load value of 70 lb.

Typical applications include rolling-element and plain bearings, pivot and hinge pins, journal and sleeve bearings, universal joints, pillow blocks, ball joints, wheel bearings, slides and ways, king pins, and fifth wheels. Representative service environments include agricultural, marine, automotive, commercial, industrial, municipal, construction, institutional, mining, logging, drilling, utilities, and high-speed bearing applications where water exposure and high load are present.

Reported properties include NLGI Grade 1 or 2 consistency, absence of a defined dropping point, passing results in wheel bearing leakage and rust prevention tests, oxidation stability indicated by a 6 psi pressure loss after 100 hours, a Timken OK load of 70 lb, tacky texture, off-white appearance, and a base oil viscosity of 110 mm²/s at 40 °C.

 

Multipurpose grease is a smooth, deep blue lithium complex grease intended for bearing and general-purpose lubrication over a wide ambient temperature range. The formulation is designed to provide low-temperature mobility for feed and distribution while maintaining consistency at elevated temperature. The reported dropping point is 500 °F (260 °C) or higher, consistent with the behavior of lithium complex thickener systems.

The thickener selection and base oil viscosity are intended to support pumpability and mechanical stability. Mechanical stability refers to resistance to permanent changes in worked penetration during repeated shear in service, which influences leakage tendency and the ability of the grease to remain in the contact zone. Water resistance is addressed through the thickener structure and additive selection to reduce washout and limit dilution when exposed to water.

Protection of ferrous components and copper-alloy bearing materials is addressed through corrosion inhibitors and metal deactivators. Oxidation resistance is addressed by antioxidants to slow base oil and thickener degradation during storage and operation. Extreme-pressure (EP) and antiwear additives are included to reduce boundary-contact wear in rolling element bearings under heavy load, including conditions where elastohydrodynamic film thickness is reduced by speed, load, or temperature.

For centralized lubrication systems and low-temperature service, softer grades and semi-fluid consistencies are typically used to reduce flow resistance in lines and metering devices. The material is stated to meet GC/LB classification requirements and is cited for use in wheel bearings, rolling element bearings (including electric motor bearings), throw-out bearings, and general industrial and automotive lubrication points.

Reported properties: NLGI Grade 2; worked penetration (ASTM D217, 60 strokes) 265 to 295; dropping point 500 °F (260 °C) or higher; thickener type lithium complex; water washout (ASTM D1264) 3% loss at 175 °F; oil separation (ASTM D1742) 2.5% loss; copper corrosion (ASTM D4048) 1b; rust prevention (ASTM D1743) pass; elastomer compatibility pass; Timken OK load (ASTM D2509) 65 lb; four-ball wear (ASTM D2266) <0.45 mm; four-ball EP weld point (ASTM D2596) 315 kgf; approximate operating temperature range -25 °F to 280 °F; texture smooth and tacky; color blue; base oil viscosity at 40 °C 190 to 250 mm²/s; base oil viscosity index 145.

 

Cotton picker spindle grease is formulated for grease-lubricated spindle systems used on mechanical cotton pickers. The formulation intent is to maintain a lubricating film on rapidly rotating spindle components and associated gearing under conditions that include elevated frictional heating, intermittent water exposure, and detergent washdown.

The thickener system is bentonite (organoclay), which is a non-soap, non-melt gellant. In this class of grease, consistency at elevated temperature is governed by the clay network rather than a soap-fiber structure, so a conventional dropping point is not observed. The thickener polarity is intended to promote adhesion to metal surfaces, improving retention on spindle shafts and reducing lubricant displacement during high-speed rotation.

Mechanical stability at elevated temperature is addressed by selecting a thickener system that resists oil bleed and bulk softening when subjected to sustained shear and heat. The objective is to reduce run-off from exposed surfaces and to maintain grease structure through thermal cycling. After cooling, the clay network is intended to recover its apparent body, limiting permanent loss of consistency.

Corrosion inhibitors are included to reduce the likelihood of rust in the presence of water and to support passing performance in bearing corrosion testing (ASTM D1743, 60T). Water resistance is targeted to reduce washout and dilution during wet operation and during detergent cleaning.

Low-temperature operability is addressed through the selection of a low-viscosity base oil and a soft grease grade to reduce starting torque and improve feed in centralized distribution systems and small clearances.

Intended application points include grease-lubricated spindle designs on late-model cotton pickers, including picker bars, bearing caps, picker bar cams, cam follower bearings, sun gears, and spindle drive gears, where the equipment manufacturer specifies a spindle grease.

Reported properties: bentonite gellant; penetration 400 to 430 (0.1 mm units); NLGI 00; smooth texture; emerald green color; non-melt (no dropping point); base oil viscosity at 40 °C 10 to 25 mm²/s.

 

Multipurpose pass-through grease is formulated for use in grease-lubricated mechanical plungers, with the intent of maintaining lubricant presence in the plunger and associated bearing and seal interfaces during service.

The formulation uses a bentonite (clay) thickener to produce a non-melting structure. Bentonite-thickened greases are characterized by thermal thickener stability and the absence of a defined dropping point. The thickener system is selected to maintain consistency over extended exposure to elevated temperature and to resist softening under mechanical working. The polar nature of clay thickeners promotes adhesion to metallic surfaces, which can support lubricant retention on shafts and sliding surfaces.

Corrosion inhibitors are included to limit oxidation and water-driven corrosion processes at metal surfaces. The formulation intent is to provide protection consistent with bearing corrosion testing such as ASTM D1743. Water resistance is addressed through the thickener network and additive selection to reduce wash-off and to limit corrosion in the presence of moisture.

The grease is designed to maintain structural integrity under shear, reducing the likelihood of oil separation and run-off in heated, mechanically worked conditions. Oxidation inhibition is included to limit base oil degradation at operating temperature. Tackifier components are used to increase adherence to lubricated parts and reduce migration away from the contact zone. The thickener is chemically inert relative to many common industrial fluids, with the intent of reducing thickener-driven chemical attack; seal life is primarily influenced by elastomer compatibility with base oil and additives and by operating temperature.

Intended use includes plungers and related components designed for grease lubrication in applications requiring a low-consistency (semi-fluid) grease capable of passage through grease channels and distribution paths.

Typical properties include a bentonite thickener system. ASTM worked penetration ranges from 400 to 430 (0.1 mm), corresponding to an NLGI Grade 00 consistency. The grease exhibits a smooth texture and emerald green coloration. The ASTM dropping point is classified as none, reflecting a non-melting thickener system. Base oil kinematic viscosity at 40 °C ranges from 10 to 25 mm²/s.

 

Mining grease refers to a class of lubricating greases formulated for service in mining equipment, where operating conditions commonly include high loads, elevated temperatures, moisture exposure, and extended relubrication intervals.

The formulation employs a bentonite (organoclay) thickener, which is thermally stable and non-melting. Bentonite-thickened greases maintain structural consistency at temperatures where soap-thickened greases may soften or flow. The organoclay thickener exhibits strong polarity toward metal surfaces, promoting adhesion and persistence of the lubricating film, which can extend service intervals relative to conventional formulations under comparable conditions. Corrosion inhibitors are incorporated to limit oxidative and moisture-driven attack on bearing surfaces, with performance meeting the requirements of ASTM D1743 (60T Bearing Corrosion Test).

Under elevated temperature and mechanical shear, the grease demonstrates stable consistency and resists oil separation and structural breakdown. Unlike soap-based greases that may soften and migrate under heat, the thickener network remains intact and re-establishes its structure upon cooling. This behavior supports retention within lubricated components and sustained film formation during cyclic thermal loading. Water resistance limits washout and reduces the likelihood of corrosion in wet environments. At low temperatures, the formulation remains pumpable and functional at temperatures approximately 20 °F lower than many conventional mining greases, reducing resistance during startup in cold conditions.

The grease is intended for light- and medium-duty mining equipment applications where non-melting behavior, water resistance, and thermal stability are required. Performance characteristics are aligned with commonly specified equipment manufacturer test criteria.

The thickener system is bentonite (organoclay). ASTM worked penetration ranges from 400 to 430 (0.1 mm), corresponding to NLGI grade 00. The grease has a smooth texture and emerald green coloration. The dropping point is classified as non-melting. Base oil kinematic viscosity at 40 °C ranges from 10 to 25 mm²/s.

 

A molybdenum-additized, organo-clay-thickened grease is formulated using a non-soap thickener system. The molybdenum species is incorporated in a non-particulate form, distinct from greases that use suspended molybdenum disulfide solids. The formulation intent is to provide boundary lubrication and extreme-pressure response through chemical film formation at contacting asperities, while avoiding reliance on a solid lubricant phase.

An organo-clay thickener is used to produce a non-melting grease structure (no defined dropping point by ASTM D2265). Clay thickeners are selected for thermal stability of the thickener network and for consistency retention at elevated temperature. The additive package includes extreme-pressure agents to increase load tolerance in boundary and mixed lubrication regimes, oxidation inhibitors to limit base oil degradation during thermal exposure, and rust/corrosion inhibitors to reduce water-driven corrosion at metal surfaces. The additive system is described as non-active sulfur to limit staining or corrosion of copper-containing alloys.

Two consistency grades are provided to address lubricant delivery and film formation requirements. NLGI No. 1 is specified for lower-temperature pumpability and automated dispensing systems. NLGI No. 2 is specified where higher consistency is required to reduce leakage and increase retention in open or moderately sealed components. The base oil viscosity differs by grade, consistent with differences in low-temperature mobility and film thickness potential at operating speed.

Comparative testing cited for the solubilized molybdenum compound relative to molybdenum disulfide includes oxidation stability, Timken endurance/load testing, four-ball wear and four-ball EP response, and spline and ball-joint wear tests. These results are presented as differences in measured endurance time, wear scar size, weld load, and temperature rise during standardized tests. One referenced equipment specification (General Motors Saginaw Steering Gear Division Specification 5695183) is noted as an example of a requirement for a lubricant containing this additive type at a stated treat rate.

Intended applications include components operating under oscillatory motion, high unit load, or conditions where boundary lubrication and fretting control are relevant (for example, splines, joints, pins, and slow-speed bearings). High-temperature bearing service in kiln conveyor applications is cited where sustained temperatures near 400 °F are encountered.

Typical properties are reported for NLGI Grades 2 and 1, both using an organo-clay thickener system. ASTM D217 worked penetration at 60 strokes ranges from 265 to 295 (0.1 mm) for the No. 2 grade and from 310 to 340 (0.1 mm) for the No. 1 grade. The ASTM D2265 dropping point is classified as none for both grades, reflecting the non-melting behavior of the thickener. The grease exhibits a smooth, tacky texture and dark green coloration in both grades.

Rust prevention testing indicates a pass result for both grades. Oxidation stability, measured by ASTM D942, shows a pressure loss of 5 psi or less after 100 hours. Copper corrosion performance, evaluated using ASTM D4048, is rated 1b. Load-carrying characteristics measured by ASTM D2509 yield a Timken OK load of 65 lb, with a Timken endurance of 5 hours at a 10 lb load. Wear behavior assessed by ASTM D2266 produces a four-ball wear scar diameter of 0.45 mm, while extreme-pressure performance measured by ASTM D2596 results in a weld load of 315 kg. The load wear index is 58 kg for both grades.

Base oil kinematic viscosity at 40 °C ranges from 430 to 560 mm²/s for the No. 2 grade and from 110 to 160 mm²/s for the No. 1 grade.

 

Multipurpose grease with molybdenum compound in NLGI Number 3 grade is formulated as a heavy, tackified lubricant intended for operation under high contact pressures and elevated ambient or operating temperatures.

The formulation employs an inorganic, non-soap thickener system designed to resist melting and structural collapse at temperatures where conventional soap-thickened greases may soften or liquefy. A molybdenum-based compound is incorporated to provide boundary lubrication behavior that differs from that of molybdenum disulfide, resulting in distinct tribological and thermal response characteristics under load. An extreme-pressure additive is included to support load carrying under conditions where full-film lubrication cannot be maintained.

A high-viscosity, low-volatility base oil is selected to sustain lubricating film thickness at elevated temperature, while oxidation inhibitors are incorporated to limit base oil degradation during prolonged thermal exposure. The combined thickener structure and additive system are intended to maintain consistency, adhesion to metal surfaces, and resistance to mechanical working. Water resistance is addressed through the thickener chemistry and formulation balance to limit washout and moisture ingress.

The grease is formulated to maintain structural integrity in applications involving sustained load, vibration, and intermittent or continuous exposure to heat. Corrosion and rust control are addressed through the additive system to limit surface degradation in the presence of moisture. Tacky rheological behavior is targeted to promote retention on vertical or open surfaces and within heavily loaded interfaces.

The specified consistency corresponds to NLGI Number 3. Reported physical and performance properties include an oil viscosity of 153 SUS at 210 °F, a non-melting dropping point, a Timken OK load of 80 lb, and passing results in ASTM wheel bearing leakage and rust prevention tests. Oxidation stability measured in accordance with ASTM D-942 indicates a pressure loss of less than 5 psi at 100 hours. Base oil viscosity at 40 °C is specified in the range of 430 to 560 mm²/s. The material is described as tacky in texture and dark green in color.

 

Multipurpose grease with molybdenum compound is formulated as a green-colored lubricating grease intended for operation across a broad range of temperatures and mechanical loading conditions.

The formulation uses a non-soap, organo-clay thickener system selected for thermal resistance and structural stability at elevated temperature. A molybdenum-based compound is incorporated to provide boundary lubrication behavior that differs from formulations containing molybdenum disulfide, resulting in distinct frictional and load-response characteristics at contacting surfaces. Extreme-pressure additives are included to support load carrying when full hydrodynamic film formation is not sustained.

Rust and corrosion inhibitors are incorporated to limit surface degradation in the presence of moisture, while antioxidant additives are used to reduce oxidative breakdown of the base oil during extended thermal exposure. The non-soap thickener structure is intended to prevent melting and to maintain consistency under high-temperature operation. Formulation balance is directed toward limiting oil separation and maintaining grease structure during mechanical working.

The grease is designed to provide lubrication in applications subject to varying load, temperature, and environmental exposure. The molybdenum compound contributes to friction modification under boundary and mixed lubrication regimes. Non-active sulfur chemistry is employed to reduce the potential for chemical interaction with copper-containing alloys. Water resistance is addressed through thickener selection and additive chemistry to limit washout and spray-off. Tacky rheological behavior is targeted to promote adhesion to metal surfaces and retention within lubricated interfaces. Shear stability is addressed through the thickener system to limit changes in consistency during service.

The formulation is produced in NLGI Number 1 and Number 2 consistency grades. Pumpability at sub-freezing temperatures is addressed through base oil selection and consistency control. Additional formulations using the same molybdenum compound chemistry are available in other NLGI grades for applications requiring different consistency ranges.

 

High-temperature boundary film grease is formulated as a green-colored lubricating grease incorporating a molybdenum-based compound selected for boundary lubrication behavior that differs from that of molybdenum disulfide.

The molybdenum compound is incorporated to modify friction and wear behavior under conditions where metal-to-metal contact occurs. Relative to molybdenum disulfide, the compound exhibits different oxidative response and thermal stability characteristics, which influence lubricant durability at elevated temperature. Oxidation stability testing indicates extended resistance to chemical degradation compared with formulations relying on molybdenum disulfide. Under extreme-pressure test conditions, the compound maintains load-carrying function for longer durations, indicating sustained boundary film formation under high contact stress.

Wear testing under sliding and rolling contact conditions shows reduced material loss and altered frictional heating behavior when compared with molybdenum disulfide-containing formulations. Measured operating temperatures during controlled wear testing are lower, consistent with changes in frictional energy dissipation at the contact interface. Endurance testing under oscillatory and spline-type motion demonstrates sustained boundary lubrication performance over extended cycle counts.

The molybdenum compound chemistry is compatible with universal joint lubrication requirements defined in automotive component specifications, allowing effective performance at lower additive concentrations than required for molybdenum disulfide systems. The formulation addresses fretting wear by maintaining a stable boundary film during small-amplitude oscillatory motion, reducing surface damage associated with repeated micro-slip.

The grease is formulated for service in applications involving sustained load, oscillatory motion, and elevated temperature. Thermal stability supports use in bearing and sliding surface applications exposed to continuous temperatures on the order of 350 °F. The formulation intent is to provide consistent boundary lubrication across industrial, automotive, agricultural, mining, logging, and oilfield operating environments without reliance on molybdenum disulfide chemistry. 

The grease is recommended for heavy duty multipurpose applications which include but are not limited to ball joints, corn heads, king pins, ball and roller bearings, sleeve bearings, pillow blocks, drive shafts, fifth wheels, oven conveyors, sugar cane cutters, sliding surfaces, cranes, drag lines, and wheel bearings. Applications include farms, feed lot operators, drilling rigs, barges, construction companies, industrial companies, cotton gins, lumber mills, steel mills, mines, bottling plants, asphalt plants, sugar refineries, and ditch diggers.

The NLGI grade is Number 2 or Number 1. The type thickener is organo-clay for both grades. Worked 60 penetration measured according to ASTM D217 ranges from 265 to 295 for Number 2 grade and 310 to 340 for Number 1 grade. The dropping point measured according to ASTM D2265 is none, indicating non-melt characteristics for both grades. Texture is smooth and tacky for both grades. Color is dark green for both grades. Water resistance is excellent for both grades. The rust prevention test achieves a pass rating for both grades. Oxidation stability measured according to ASTM D942 shows a maximum pressure loss of 5 pounds per square inch at 100 hours for both grades. Copper corrosion test measured according to ASTM D4048 is 1b for both grades. Timken OK load measured according to ASTM D2509 is 65 pounds for both grades. Timken endurance under 10 pound load is 5 hours for both grades. Four ball wear measured according to ASTM D2266 shows a wear scar of 0.45 millimeters for both grades. Four ball extreme pressure measured according to ASTM D2596 shows a weld load of 315 kilograms for both grades. Load wear index is 58 kilograms for both grades. Base oil viscosity at 40 degrees Celsius ranges from 110 to 160 square millimeters per second for both grades

 

Corn head grease is formulated as a semi-fluid, thixotropic lubricating grease intended for use in enclosed gearboxes and similar systems operating under variable load and temperature conditions.

The formulation employs a non-soap, organoclay thickener selected to provide thermal stability and non-melting behavior while allowing shear-dependent flow. Under mechanical agitation, the grease exhibits reduced apparent viscosity to permit redistribution within enclosed housings, while recovering structure under static conditions to limit leakage and separation. Base oil selection is directed toward maintaining lubricating film integrity across a broad temperature range and supporting splash and channel lubrication regimes common to partially filled gear cases.

A molybdenum-based compound is incorporated to influence boundary lubrication behavior at gear tooth contacts, particularly under high load and low sliding speed conditions. This compound differs in chemical and tribological behavior from molybdenum disulfide and is intended to reduce friction and wear during boundary and mixed lubrication. Extreme-pressure additives formulated for gear tooth contacts are included to support load transmission during shock loading and transient boundary conditions. Antioxidants are incorporated to limit base oil degradation during prolonged thermal exposure, while rust and corrosion inhibitors are included to protect ferrous surfaces in the presence of moisture.

Water resistance is addressed through thickener chemistry and additive selection to limit washout and maintain lubricant structure in wet or contaminated environments. Compatibility with common elastomers and seals is considered in the formulation to reduce adverse interactions in gearbox sealing systems. Resistance to oil separation and viscosity loss under mechanical working is addressed through thickener structure and base oil viscosity control.

The specified consistency corresponds to NLGI Number 0. The thickener type is organoclay. Worked penetration measured in accordance with ASTM D217 ranges from 355 to 385. The dropping point measured according to ASTM D2265 is reported as none, indicating non-melting characteristics. Texture is described as smooth and tacky, and color is dark green. Oxidation stability measured according to ASTM D942 shows a maximum pressure loss of 5 psi at 100 hours. Rust prevention testing yields a pass rating. Copper corrosion measured according to ASTM D4048 is 1b. Four-ball wear testing conducted in accordance with ASTM D2266 reports a wear scar diameter of 0.6 mm.

 

Wide-temperature synthetic boundary lubrication grease with molybdenum compound is formulated as a fully synthetic lubricating grease intended for operation across broad temperature ranges and under varied mechanical and environmental conditions.

The formulation is based on synthesized hydrocarbon base oils selected to provide lubricity, low-temperature fluidity, and resistance to oxidation and thermal degradation at elevated temperature. These base oils are combined with a non-soap thickener system and an additive package to produce a grease structure that does not exhibit a conventional melting transition, maintains tackiness for retention on lubricated surfaces, and resists displacement by water. Rust and corrosion inhibitors are incorporated to limit surface degradation in the presence of moisture.

The base oil and thickener system are selected to support operation from approximately −40 °F to 550 °F. At elevated temperature, the grease structure is intended to remain intact without liquefaction or excessive oil separation, maintaining lubricant presence in bearings and contact zones. At low temperature, the formulation is intended to remain pumpable and to permit bearing rotation without excessive starting torque. Load-carrying capability is addressed through base oil viscosity selection and the inclusion of boundary and extreme-pressure additives, allowing use in both high-speed rolling element bearings and heavily loaded contacts.

A molybdenum-based compound is incorporated to influence friction and wear behavior under boundary and mixed lubrication regimes. This compound differs in chemical and tribological behavior from molybdenum disulfide and is intended to support antiwear performance during conditions of limited film thickness. Antioxidant additives are included to slow base oil degradation during prolonged exposure to heat, contributing to extended lubricant stability in continuous or intermittent high-temperature service. Water resistance is addressed through thickener chemistry and formulation balance to limit washout and maintain lubricant continuity.

The formulation is intended for lubrication of components operating across wide temperature ranges, including high-temperature equipment, low-temperature and arctic service, high-speed bearings, sealed or semi-sealed bearing arrangements, and systems where relubrication access is limited. The grease is also intended for use in centralized lubrication systems and as an initial fill lubricant where long-term lubricant stability is required under variable operating conditions.

The grease is produced in NLGI Number 2 and NLGI Number 0 consistency grades. Worked penetration measured at 77 °F in accordance with ASTM D217 ranges from 265 to 295 for the Number 2 grade and from 355 to 385 for the Number 0 grade. The dropping point is reported as none for both grades, indicating non-melting behavior. Wheel bearing leakage testing yields passing results. Rust prevention testing yields passing results. Oxidation stability measured according to ASTM D942 shows a pressure loss of less than 1 psi at 100 hours. Water washout measured according to ASTM D1264 is 11.75 percent. Base oil viscosity at 40 °C ranges from 30 to 50 mm²/s. The grease is described as tacky in texture and green in color.

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Gear OIls

Industrial Gear Lubricant is formulated as a biodegradable, non-toxic lubricant intended for use in industrial gear systems. The formulation uses a blend of vegetable-derived base stocks and synthetic esters to achieve biodegradability while maintaining the viscosity and film characteristics required for gear operation. Viscosity modifiers are included to control temperature-dependent flow behavior, and tackifiers are used to promote retention of lubricant on gear surfaces. The additive system consists of non-toxic, vegetable-derived components providing antiwear, extreme-pressure, oxidation inhibition, corrosion inhibition, rust inhibition, demulsification, and adhesive and cohesive behavior.

The formulation is designed to support load transmission and boundary lubrication under conditions of sliding and rolling contact typical of enclosed industrial gears. Extreme-pressure and antiwear additives are incorporated to reduce surface distress when lubricant film thickness is reduced under high load. Oxidation inhibitors are used to limit base oil degradation during extended service intervals. Corrosion and rust inhibitors are intended to reduce chemical interaction between the lubricant and ferrous and non-ferrous metals, including copper-containing alloys. Demulsifying behavior is included to promote separation of water from the lubricant phase.

The lubricant is formulated to conform to AGMA 250.04 and US Steel 224 industrial gear oil requirements and to meet the performance criteria of the L-60 automotive gear test. Oxidation stability is addressed to support long-term operation in enclosed gear systems. Compatibility with yellow metals such as brass, copper, and bronze is a design objective of the additive system. Viscosity–temperature behavior is controlled through a high viscosity index to limit viscosity change across operating temperature ranges.

The formulation is intended for use in industrial gear applications where biodegradability and reduced aquatic and terrestrial toxicity are required. It is miscible with conventional mineral-based gear oils, with the understanding that dilution with non-biodegradable lubricants proportionally reduces overall biodegradability and may affect non-toxicity characteristics.

Nominal physical properties include an ISO viscosity grade of 220, a viscosity index of 180, and a specific gravity of 0.94. Performance testing includes ASTM D665 rust testing with synthetic seawater (pass), ASTM D892 foam testing (no foam), ASTM D130 copper corrosion rating of 1A, ASTM D2783 four-ball extreme-pressure test result of 400 kg with a 62 load-wear index, and ASTM D2782 Timken OK load of 100 lb. FZG scuffing load stage performance is reported at stage 12 or higher. Biodegradability testing using EPA 560/6-82-003 shake flask methodology indicates 60 percent or greater biodegradation within 28 days.

 

Food Grade Gear Oil is formulated as an extreme-pressure lubricant for enclosed gear systems used in food-handling and food-processing equipment where incidental food contact may occur under NSF H-1 classification. The formulation uses high-viscosity-index paraffinic white mineral oil selected for food-contact acceptability as the base fluid. An additive system compatible with food-grade requirements is incorporated to provide extreme-pressure performance, antiwear behavior, oxidation resistance, rust inhibition, and demulsification. Odorless and tasteless characteristics are addressed through base oil selection and additive compatibility to limit sensory interaction if incidental contact occurs.

The lubricant is designed to operate under mild to moderate gear loading conditions typical of food machinery. Extreme-pressure and antiwear additives are included to reduce surface distress in sliding contacts such as worm gears and heavily loaded spur gears. High base oil viscosity is used to establish elastohydrodynamic and boundary film thickness sufficient to limit metal-to-metal contact. Oxidation inhibitors are incorporated to reduce deposit formation and viscosity change during extended operation. Rust inhibitors and demulsifiers are used to manage water ingress by promoting phase separation and limiting corrosion in wet or washdown environments.

The formulation is intended for applications requiring compounded gear oils meeting AGMA No. 7 Compounded specifications. Operating temperature capability is addressed for continuous service up to approximately 300 °F in rotary steamers, worm gears, spur gears, and valve mechanisms. The lubricant is suitable for enclosed gear systems and related components in food processing, packaging, bottling, and material handling equipment where NSF H-1 lubricants are specified.

Nominal physical and performance properties include ISO viscosity grade 460, AGMA grade 7 Compounded, and SAE viscosity grade 140. Reported API gravity is 29.3. The Cleveland Open Cup flash point is 320 °F, and the pour point is 10 °F. Kinematic viscosity at 40 °C is 465 cSt. Color rating by ASTM method is L0.5. Emulsion characteristics measured as oil–water–emulsion are 40-37-3 mL. Rust testing at 24 hours shows no rust with an A rating. Four-ball wear testing reports wear scar diameters of 0.30 mm at 20 kg load and 0.40 mm at 40 kg load.

Petroleum-based extreme-pressure hypoid gear lubricant containing liquid molybdenum compounds is formulated from bodied mineral base stocks for service in enclosed gear sets subjected to high contact stress, shock loading, and mixed rolling–sliding motion.

The formulation employs mineral base oils selected to establish film thickness under hydrodynamic and elastohydrodynamic regimes while maintaining boundary lubrication under transient load. A liquid molybdenum compound is incorporated to modify surface interaction during asperity contact, reducing adhesive wear and weld formation under high load. 

The additive system also includes agents for adhesion and internal cohesion to limit lubricant displacement, antifoam components to control air entrainment, pour-point depressants to maintain low-temperature flow, antiwear chemistry for boundary conditions, moisture inhibitors to limit water-driven degradation, oxidation stabilizers to slow base-oil breakdown at elevated temperature, seal-swell components for elastomer compatibility, dispersants to manage insoluble by-products, corrosion inhibitors for ferrous and non-ferrous metals, and components intended to assist heat transfer from loaded tooth contacts.

The formulation is intended for hypoid, spiral bevel, and other heavily loaded gear geometries where sliding velocity and contact stress are high, including applications with high offset ratios and sustained thermal exposure. It is also applicable to gear systems operating across a wide speed range, from low-speed, high-torque conditions to high-speed shock loading, and to systems employing extended drain intervals where oxidation resistance and deposit control are required.

Performance targets align with the requirements defined in military, automotive, and industrial gear lubricant specifications, including MIL-L-2105E, API service categories GL-2 through GL-5 and MT-1, SAE J2360, and associated axle, thermal stability, moisture, corrosion, and extreme-pressure test protocols referenced therein.

The formulation is produced in SAE 80, SAE 90, and SAE 140 viscosity grades to match equipment-specified viscosity requirements. Compatibility is maintained with petroleum-based gear lubricants of the same SAE grade.

Typical physical and performance data are as follows.
For SAE 80: specific gravity 0.891, flash point 505 °F, fire point 555 °F, pour point −15 °F, viscosity index 97; foam tendency shows no measurable foam; corrosion testing at 212 °F for 3 hours passes; precipitation number none; Timken load 50 lb.
For SAE 90: specific gravity 0.873, flash point 515 °F, fire point 565 °F, pour point −10 °F, viscosity index 92; foam tendency shows no measurable foam; corrosion testing at 212 °F for 3 hours passes; precipitation number none; Timken load 50 lb.
For SAE 140: specific gravity 0.857, flash point 570 °F, fire point 635 °F, pour point 0 °F, viscosity index 92; foam tendency shows no measurable foam; corrosion testing at 212 °F for 3 hours passes; precipitation number none; Timken load 55 lb.

 

Multigrade petroleum-based extreme-pressure gear lubricant containing liquid molybdenum compounds is formulated to provide a stable lubricating film across a wide temperature range in combined axle and transmission service.

The formulation employs base oil and polymer systems selected for resistance to permanent viscosity loss under mechanical shear and for oxidative stability at elevated temperature. The multigrade viscosity profile is intended to maintain adequate low-temperature flow while retaining sufficient high-temperature viscosity to support elastohydrodynamic film formation in hypoid and spiral bevel gear contacts. Thermal stability is addressed through antioxidant chemistry designed to limit base-oil degradation and viscosity change during extended service.

Extreme-pressure performance is achieved through additive chemistry intended to reduce adhesive wear and surface distress under high sliding load. A liquid molybdenum compound is included to modify boundary lubrication behavior during asperity contact. The additive system also incorporates dispersants to manage insoluble oxidation products while maintaining water separation, along with oxidation inhibitors, rust and corrosion inhibitors, and antifoam agents to control air entrainment in circulating systems. Adhesive and cohesive components are used to promote lubricant retention on gear surfaces, and a seal-conditioning agent is included to maintain elastomer compatibility.

The formulation is intended for use in hypoid and spiral bevel axles, manual transmissions, transfer cases, power dividers, limited-slip differentials, and worm gear sets where a single multigrade lubricant is specified. Performance targets correspond to the requirements defined in MIL-L-2105D and related laboratory and full-scale gear tests.

The lubricant is formulated to an SAE 80W-90 viscosity grade. Typical properties include a viscosity index of 100, flash point of 475 °F, pour point of −15 °F, and API gravity of 27.4. Foam testing passes all sequence stages. Corrosion testing at 212 °F for 3 hours passes. Precipitation number shows none. Timken load is 55 lb. High-temperature high-shear viscosity at 150 °C is 5.02. After-shear viscosities at 100 °C are 14.1 (L-38) and 14.0 (INJ).

 

Multigrade petroleum-based extreme-pressure gear lubricant containing liquid molybdenum compounds is formulated to maintain viscosity and load-carrying capability under sustained mechanical shear and elevated operating temperature in enclosed gear systems.

The formulation employs base oil components selected for resistance to permanent viscosity loss under shear and for thermal stability during prolonged operation. The multigrade viscosity profile is intended to provide low-temperature mobility while retaining sufficient high-temperature viscosity to support elastohydrodynamic film formation in hypoid and spiral bevel gear contacts. Oxidation stability is addressed through antioxidant chemistry intended to limit base-oil degradation and viscosity change over extended service intervals.

Boundary and mixed-lubrication conditions are addressed through extreme-pressure and antiwear additive chemistry. A liquid molybdenum compound is incorporated to modify surface interaction during asperity contact and to reduce adhesive wear under high sliding load. Dispersants are included to manage insoluble oxidation products while maintaining demulsibility. Adhesive and cohesive components are used to promote lubricant retention on gear surfaces, and a seal-conditioning agent is included to maintain elastomer compatibility and dimensional stability. Rust and corrosion inhibitors are incorporated to limit metal surface attack in the presence of moisture.

The formulation is intended for hypoid and spiral bevel axles, manual transmissions, transfer cases, power dividers, limited-slip differentials, and other enclosed gear systems where high contact stress, sliding motion, and elevated temperature are present. Performance targets align with the requirements defined in MIL-L-2105D and associated laboratory and full-scale gear test procedures, including GL-5 and MT-1 classifications.

The lubricant is formulated to an SAE 85W-140 viscosity grade. Typical properties include an API gravity of 26.0, flash point of 540 °F, viscosity index of 100, and pour point of −5 °F. Foam testing passes all sequence stages. Corrosion testing at 212 °F for 3 hours passes. Precipitation number shows none. Timken load is 55 lb.

 

Petroleum-based industrial extreme-pressure gear lubricant formulated with solvent-refined and hydrocracked base stocks and liquid molybdenum compounds is intended for enclosed industrial gear systems operating under elevated temperature, high contact stress, and increased power density.

The formulation is designed to address operating conditions in which higher transmitted loads and gear speeds are present without proportional increases in oil circulation or cooling capacity. Base oils with inherently high viscosity index are selected to maintain film thickness across a broad temperature range while limiting viscosity loss at elevated temperature. Thermal and oxidative stability are addressed through additive chemistry intended to reduce base-oil degradation and viscosity change during prolonged exposure to heat.

Extreme-pressure and antiwear performance is achieved through the inclusion of liquid molybdenum compounds, which modify surface interactions during boundary and mixed lubrication to reduce adhesive wear and friction under high sliding load. An adhesive and cohesive additive system is incorporated to promote lubricant retention on gear teeth and bearing surfaces under centrifugal and splash conditions. A seal-conditioning agent is included to maintain elastomer compatibility and dimensional stability. Rust and corrosion inhibitors are used to limit metal surface attack in the presence of moisture, while demulsifying agents promote water separation and antifoam components control air entrainment.

The formulation is intended for stationary, in-plant, and off-road industrial gear drives subjected to sustained high temperature and extreme pressure, where oxidation resistance, load-carrying capacity, and water-handling characteristics are required. Performance targets align with requirements defined in industrial, military, and international gear lubricant standards, including MIL-L-2105D, DIN 51517 Part 3, AGMA EP classifications, and associated laboratory and full-scale gear tests.

The lubricant is produced in AGMA extreme-pressure grades corresponding to ISO viscosity grades 68 through 1000 to match equipment-specific viscosity requirements. Typical properties for an AGMA 7EP grade include ISO viscosity grade 460, viscosity index 100, API gravity 26, flash point 560 °F, fire point 600 °F, Timken OK load 65 lb, four-ball wear scar diameter 0.35 mm, four-ball EP weld load 315 kg, oxidation test viscosity increase 3.0%, copper corrosion rating 1A, ASTM rust test pass, FZG load stage 12, Wheeling demulsibility water-in-oil content 0.6%, and no measurable foam in ASTM foam testing.

AGMA grade relationships to ISO viscosity grades are as follows: AGMA 2EP—ISO 68; AGMA 3EP—ISO 100; AGMA 4EP—ISO 150; AGMA 5EP—ISO 220; AGMA 6EP—ISO 320; AGMA 7EP—ISO 460; AGMA 8EP—ISO 680; AGMA 8AEP—ISO 1000.

 

Synthetic-thickened non-melt extreme-pressure open-gear grease formulated with liquid molybdenum compounds is intended for lubrication of exposed gear trains and sliding metal interfaces operating under high load, low speed, and direct environmental exposure.

The formulation employs a chemically treated, non-metallic thickener engineered to be hydrophobic and structurally stable at elevated temperature. The thickener provides mechanical stability through a continuous structural viscosity rather than a soap-lattice system, limiting breakdown when exposed to other greases, water, or chemical contaminants. This structure is designed to remain intact at temperatures approaching 930 °F and to resist softening or phase separation under mechanical working.

The base fluid consists of a highly viscous, shear-stable, high-molecular-weight polymer combined with refined mineral oil to establish high film strength under boundary and mixed-lubrication conditions. Extreme-pressure and antiwear performance is addressed through liquid molybdenum compounds and complementary chemical extreme-pressure additives, which are intended to modify surface interaction during asperity contact and to form a protective interfacial layer that limits adhesive wear and metal-to-metal contact.

Adhesive and cohesive additives are incorporated to promote retention on exposed metal surfaces and to resist centrifugal loss, washout, or displacement under load. Oxidation inhibitors are included to limit base-fluid degradation at elevated temperature. Rust and corrosion inhibitors are used to reduce metal attack in the presence of moisture, salt water, acids, alkalies, and industrial contaminants. Antifoam and water-handling characteristics are controlled through the thickener and additive system to maintain consistency in submerged or wet environments. Elastomer interaction is addressed through formulation components intended to limit seal degradation where incidental contact occurs.

The formulation is intended for slow-moving or intermittently moving exposed mechanisms where high contact stress, shock loading, or static load is present, including applications involving water immersion, elevated temperature, or abrasive environmental conditions. Environmental compliance is addressed through composition that passes the EPA Toxicity Characteristic Leaching Procedure and does not rely on metallic solids or diluent carriers.

The grease is produced in NLGI Grade 2 consistency. Typical properties include worked penetration (ASTM D217) of 290, maximum consistency loss after 10,000 strokes of 5%, non-melt dropping point (ASTM D566), and less than 1% water washout (ASTM D1264). Oxidation stability (ASTM D942) shows 1 psi loss at 100 hours and 2,500 hours to 25 psi loss. Rust prevention (ASTM D1743) passes with no rust. Timken OK load (ASTM D2509) is 65 lb. Four-ball wear scar (ASTM D2266) is 0.55 mm, and four-ball weld load (ASTM D2596) exceeds 800 kg. Copper strip corrosion (ASTM D4048) at 100 °C for 24 hours is rated 1b.

Base-fluid characteristics include kinematic viscosity of 2225 cSt at 40 °C and 360 cSt at 100 °C (ASTM D445), viscosity index of 170, minimum flash point of 515 °F (ASTM D92), and pour point of 25 °F (ASTM D5950).

 

Synthetic shrouded open-gear lubricant is a highly viscous fluid formulation intended for enclosed or shrouded open-gear systems where controlled flow is required.

The formulation employs synthetic base fluids with high viscosity index and shear stability to maintain film thickness under heavy load while permitting flow through automatic delivery systems. Industrial extreme-pressure additives and liquid molybdenum compounds are incorporated to modify boundary friction and limit wear during mixed and boundary lubrication regimes. 

Chemical stability is addressed through the selection of non-drying components to limit oxidative thickening and residue formation over the operating temperature range. Hydrophobic constituents are used to restrict water ingress and maintain film continuity in the presence of moisture. The composition consists predominantly of food-grade synthetic material, which informs its toxicity profile.

Flow behavior is targeted to prevent bulk accumulation on gear teeth and housings, allowing excess lubricant to drain and be recovered in shrouded configurations. Adhesive film formation is intended to sustain load support during shock loading while permitting redistribution of lubricant by gravity. The formulation is compatible with automatic lubrication systems commonly used on large shrouded gears and can also be applied manually by pouring when system design permits.

Service environments include large shrouded open-gear drives in power generation, mineral processing, materials manufacturing, and related heavy industries, including ball mills, pebble mills, rod mills, and similar equipment in power plants, mines, brick plants, steel mills, cement plants, paint manufacturing, and paper mills.

Measured properties include: viscosity at 100 °F of 74,000 SUS (ASTM D-445); viscosity at 210 °F of 2,938 SUS; viscosity at 40 °C of 16,000 cSt; viscosity at 100 °C of 630 cSt; viscosity index of 202; flash point (COC) of 218 °C / 425 °F (ASTM D-92); pour point of 2 °C / 35 °F (ASTM D-97); density at 60 °F of 7.47 lb/US gal (ASTM D-1298); neutralization value ≤0.02 mg KOH/g; four-ball wear scar diameter of 0.35 mm (ASTM D-2266); Timken OK load of 55 lb (ASTM D-2509); rust prevention passing ASTM D-665; copper corrosion rating of 1a (ASTM D-130); and no foaming tendency observed under ASTM D-892.

 

Lead-free extreme-pressure industrial gear and mud pump oil is formulated for lubricating enclosed industrial gear trains and high-pressure reciprocating mud pumps operating at elevated temperature and contact stress.

The formulation uses solvent-refined mineral base stocks with a naturally high viscosity index to maintain film thickness across a wide operating temperature range while supporting hydrodynamic and elastohydrodynamic lubrication at increased pitch-line velocities. The additive system is selected to provide extreme-pressure and antiwear performance without the use of lead-containing compounds, addressing both tribological function and environmental handling considerations. 

Liquid molybdenum compounds are incorporated to modify boundary friction behavior under high load and sliding contact. Oxidation and thermal stability are addressed to limit viscosity increase and deposit formation during sustained high-temperature service, reducing the tendency for sludge precipitation that can obstruct oil jets in large gearboxes.

Seal compatibility and leakage control are addressed through the inclusion of seal-conditioning components and adhesive/cohesive agents intended to promote oil retention on loaded gear surfaces while maintaining internal cohesion. Corrosion inhibition is incorporated to protect ferrous and non-ferrous metals in the presence of moisture. Demulsifying characteristics are targeted to promote water separation, and antifoam components are included to maintain stable lubricant delivery in circulating systems.

The formulation is intended for stationary, in-plant, off-road, and drilling equipment applications where industrial gears and mud pumps are subjected to high temperatures and extreme pressures and where lead-free chemistry is required. Viscosity selection is used to match gear geometry, load, and operating speed, with formulations corresponding to common AGMA extreme-pressure grades.

Representative properties for ISO viscosity grade 460 include: viscosity at 100 °F of 2,131 SUS; viscosity index of 105; API gravity of 26.0; flash point of 560 °F; fire point of 600 °F; Timken OK load of 65 lb; four-ball wear scar diameter of 0.35 mm; four-ball EP weld load of 315 kg; oxidation test viscosity increase of 3.0 percent; copper corrosion rating of 1A; passing ASTM rust prevention; FZG gear test performance to load stage 12; demulsibility with 0.6 percent water remaining in oil; and no foaming observed in ASTM foam testing.

Viscosity classifications align with AGMA extreme-pressure grades as follows: AGMA 2EP corresponds to ISO VG 68; 3EP to ISO VG 100; 4EP to ISO VG 150; 5EP to ISO VG 220; 6EP to ISO VG 320; 7EP to ISO VG 460; 8EP to ISO VG 680; and 8AEP to ISO VG 1000.

 

Polyalphaolefin-based synthetic GL-5 automotive and industrial gear lubricant is formulated for enclosed gear systems operating under high contact stress and a wide temperature range.

The formulation uses a polyalphaolefin synthetic base fluid selected for high viscosity index and low pour point to maintain lubricant film thickness across cold-start and elevated-temperature conditions. Extreme-pressure additives are incorporated to protect gear tooth contacts operating in boundary and mixed lubrication regimes, including hypoid geometries. Oxidation inhibitors are included to limit viscosity increase and deposit formation during prolonged high-temperature service. Rust and corrosion inhibitors are incorporated to protect ferrous components during exposure to moisture. Shear-stable viscosity modifiers are used to maintain grade retention under mechanical stress, and demulsifying components promote water separation in contaminated systems.

The operating theory relies on maintaining elastohydrodynamic film integrity under high load while preserving low-temperature flow to support lubricant circulation and gear engagement during cold operation. In manual transmissions, the low-temperature rheological properties are intended to reduce resistance during gear engagement. In differentials and transfer cases, the formulation is intended to support sustained sliding contact and shock loading without loss of film strength. Resistance to oxidation is used to extend service intervals relative to conventional mineral oil formulations.

The formulation is intended for automotive and heavy-equipment driveline components, including manual transmissions requiring extreme-pressure lubricants, differentials including limited-slip designs, transfer cases, and industrial gear drives in mobile and stationary equipment.

Representative properties include: SAE viscosity grade 75W-140; kinematic viscosity of 185 cSt at 40 °C and 25 cSt at 100 °C; viscosity index of 168; pour point of −46 °C; API gravity of 31.7; density of 865 g/L (7.22 lb/gal) at 15.6 °C; Timken OK load of 40 lb; passing results for ASTM D-892 foam sequences I, II, and III; passing copper strip corrosion tests per ASTM D-130 at 3 h/100 °C and 3 h/121 °C; passing demulsibility and Wheeling Steel tests.

Performance classifications include API GL-5 and MT-1, SAE J2360, MIL-L-2105E, and relevant manufacturer specifications for automotive and heavy-duty gear systems.

 

Synthetic manual transmission lubricant based on high–viscosity-index synthetic base stocks is intended for lubrication of heavy-duty manual transmissions operating across a wide temperature range.

The formulation employs synthetic base fluids selected for low pour point and stable viscosity–temperature behavior to support lubricant circulation during cold starts and maintain film thickness at elevated operating temperatures. Thermal and oxidative stability are addressed through both base stock selection and an additive system designed to limit viscosity increase, deposit formation, and chemical degradation under sustained heat and shear. 

Anti-wear components are incorporated to reduce surface interaction at gear teeth, bearings, and synchronizer interfaces operating in mixed and boundary lubrication regimes. Rust, oxidation, and corrosion inhibitors are included to protect metallic components during exposure to moisture and oxygen.

The operating theory relies on rapid lubricant flow at low temperature to ensure early lubrication of critical components, combined with sufficient high-temperature viscosity to maintain hydrodynamic and elastohydrodynamic films under load. Controlled frictional characteristics are intended to support synchronizer engagement while limiting drag losses within the transmission. Shear stability is used to preserve viscosity during prolonged service, enabling extended drain operation under severe thermal and mechanical conditions.

The formulation is suitable for heavy-duty manual transmissions and for applications specifying SAE 50 lubricants meeting engine oil performance classifications such as API CD, MIL-L-2104, and MIL-L-46152. Use includes manual transmissions produced by manufacturers specifying synthetic transmission lubricants of this type.

Representative properties include: SAE grade 50; kinematic viscosity of 141 cSt at 40 °C and 18.0 cSt at 100 °C (ASTM D-445); viscosity of 653 SUS at 100 °F and 90 SUS at 210 °F (ASTM D-2161); low-temperature Brookfield viscosities of 1,250 cP at 0 °C, 3,850 cP at −10 °C, 11,650 cP at −20 °C, 24,250 cP at −26 °C (−15 °F), 45,250 cP at −30 °C, and 270,000 cP at −40 °C (ASTM D-2983); viscosity index of 142 (ASTM D-2270); pour point below −40 °C (ASTM D-97); flash point of 235 °C / 455 °F (ASTM D-92); passing results for ASTM D-892 foam sequences I, II, and III; API gravity of 23.0 (ASTM D-287); density of 914.3 g/L (7.63 lb/gal) at 15.6 °C; and passing copper strip corrosion tests per ASTM D-130 at 3 h/100 °C and 3 h/121 °C.

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Polyalphaolefin-based synthetic GL-5 extreme-pressure gear lubricant is formulated for enclosed gear drives, with particular application to rear axle assemblies operating under high contact stress and wide temperature variation.

The formulation employs synthetic base fluids selected for high viscosity index and low pour point to maintain lubricant mobility at low temperature while preserving film thickness at elevated operating temperature. An extreme-pressure additive system is incorporated to protect gear tooth contacts operating in boundary and mixed lubrication regimes, including hypoid geometries. Rust, oxidation, and corrosion inhibitors are included to limit chemical degradation of the lubricant and to protect ferrous and non-ferrous components during exposure to moisture and oxygen. Shear stability is addressed to maintain viscosity grade under mechanical stress, and demulsifying components are included to promote water separation.

The operating theory relies on sustaining elastohydrodynamic film formation under high load while providing sufficient low-temperature fluidity to support lubricant circulation and gear engagement during cold operation. Oxidative resistance is used to limit viscosity increase and deposit formation during prolonged thermal exposure. Controlled frictional behavior supports operation in differentials, including limited-slip designs, as well as in transfer cases and manual transmissions where extreme-pressure lubricants are specified.

The formulation is intended for automotive and heavy-equipment driveline components, including rear axles, differentials, transfer cases, and industrial gear drives in mobile and stationary equipment. Applicable viscosity selection aligns with gear geometry, load, and operating speed requirements.

Representative properties include: SAE viscosity grade 75W-90; AGMA grade 4 EP; kinematic viscosity of 132 cSt at 40 °C and 18.0 cSt at 100 °C (ASTM D-445); viscosity of 612 SUS at 100 °F and 90 SUS at 210 °F (ASTM D-2161); Brookfield viscosity of 7,125 cP at −18 °C (0 °F) and 140,000 cP at −40 °C (ASTM D-2983); viscosity index of 152 (ASTM D-2270); channel point of −51.1 °C (FTMS 3456); pour point below −45.6 °C (ASTM D-97); flash point of 207.2 °C / 405 °F (ASTM D-92); passing results for ASTM D-892 foam sequences I, II, and III; API gravity of 24.3 (ASTM D-287); density of 905.9 g/L (7.56 lb/gal) at 15.6 °C; passing copper strip corrosion tests per ASTM D-130 at 3 h/100 °C and 3 h/121 °C; passing thermal heat testing at 148.9 °C per Rockwell 076E; Timken OK load of 40 lb; and passing demulsibility and Wheeling Steel tests.

 

Synthetic GL-5 extreme-pressure gear lubricant formulated for rear axle and enclosed gear drive service is intended for operation under high contact stress and wide temperature variation.

The formulation employs synthetic base fluids selected for high viscosity index and low pour point to maintain lubricant mobility at low temperature while sustaining film thickness at elevated operating temperature. An extreme-pressure additive system is incorporated to protect gear tooth contacts operating in boundary and mixed lubrication regimes, including hypoid geometries. Oxidation inhibitors are included to limit viscosity increase and deposit formation during prolonged thermal exposure. Rust and corrosion inhibitors are used to protect ferrous and non-ferrous components in the presence of moisture. Shear stability is addressed to preserve viscosity under mechanical stress, and demulsifying characteristics are incorporated to promote water separation.

The operating theory relies on maintaining elastohydrodynamic film formation under high load while providing sufficient low-temperature fluidity to support lubricant circulation and gear engagement during cold operation. Resistance to oxidation is used to stabilize viscosity and limit degradation during extended service at elevated temperature. Controlled frictional behavior supports operation in rear axles, differentials including limited-slip designs, transfer cases, and manual transmissions where extreme-pressure lubricants are specified.

The formulation is applicable to automotive and heavy-equipment driveline components, including rear axles, differentials, transfer cases, and industrial gear drives in mobile and stationary equipment.

Representative properties include: SAE viscosity grade 80W-140; AGMA grade 5–6 EP; kinematic viscosity of 254.1 cSt at 40 °C and 31.35 cSt at 100 °C (ASTM D-445); viscosity of 1,221 SUS at 100 °F and 150.6 SUS at 210 °F (ASTM D-2161); Brookfield viscosity of 20,500 cP at −18 °C (0 °F) and 90,000 cP at −40 °C (ASTM D-2983); viscosity index of 172 (ASTM D-2270); channel point of −48.3 °C (FTMS 3456); pour point below −31.7 °C (ASTM D-97); flash point of 207.2 °C / 405 °F (ASTM D-92); passing results for ASTM D-892 foam sequences I, II, and III; API gravity of 22.3 (ASTM D-287); density of 917.9 g/L (7.66 lb/gal) at 15.6 °C; passing copper strip corrosion tests per ASTM D-130 at 3 h/100 °C and 3 h/121 °C; passing thermal heat testing at 148.9 °C per Rockwell 076E; Timken OK load of 40 lb; and passing demulsibility and Wheeling Steel tests.

 

Polyalphaolefin-based sulfur–phosphorus extreme-pressure industrial gear lubricant is formulated for enclosed industrial gear systems operating under high load and circulating lubrication conditions.

The formulation uses synthetic hydrocarbon base fluids selected for controlled viscosity–temperature behavior and oxidative stability across a broad operating range. A sulfur–phosphorus extreme-pressure additive system is incorporated to protect gear tooth contacts operating in boundary and mixed lubrication regimes. 

Demulsifying agents are included to promote rapid water separation in contaminated systems, while rust and corrosion inhibitors are used to protect ferrous components during exposure to moisture. Oxidation inhibitors are incorporated to limit viscosity increase and deposit formation during prolonged thermal exposure. Additive compatibility with copper-containing alloys is addressed to limit corrosive interaction with yellow metals.

The operating theory relies on maintaining elastohydrodynamic film thickness under high contact stress while providing chemical surface protection when full-film separation is not maintained. Adhesive and cohesive characteristics are controlled to support lubricant retention on gear surfaces without impairing circulation. Water rejection behavior is intended to limit emulsion formation and preserve lubricant film integrity in industrial environments where water ingress may occur. Oxidation resistance is used to stabilize viscosity during extended service intervals.

The formulation aligns with industrial gear lubrication requirements including US Steel 224, AGMA 250.04, DIN 51517 Part 3, David Brown ET 33/80, and API GL-4. Viscosity grades correspond to AGMA EP classifications 4 EP through 8A EP and ISO viscosity grades 150 through 1500, allowing viscosity selection based on gear geometry, load, and operating speed.

Representative physical properties across available grades include: specific gravity ranging from 0.863 to 0.887; kinematic viscosity at 40 °C ranging from 160 to 1450 cSt; kinematic viscosity at 100 °C ranging from 19.6 to 116.5 cSt; viscosity index ranging from 139 to 176; pour points ranging from −30 °C to −13 °C; and minimum flash point of 220 °C. Tribological and performance test results include copper corrosion rating of 1A (ASTM D130), Timken OK load of 40 lb (ASTM D2266), FZG load stage performance to stage 12 (DIN 51354-2), demulsibility results showing 83 percent free water, 0.5 percent water in oil, and 0.1 mL emulsion (ASTM D2711), passing rust prevention in distilled and synthetic seawater (ASTM D665 A and B), and oxidation testing indicating a viscosity increase of 1.5 percent per U.S. Steel procedures.

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Hydraulic Oils 

A biodegradable synthetic blend hydraulic oil comprises vegetable oil combined with synthetic base fluids. The additive package contains ashless antiwear compounds, demulsifiers, and pour point depressants, along with rust, corrosion, and oxidation inhibitors.

The formulation achieves environmental biodegradability while maintaining stability during hydraulic system operation through the selection of base fluids that resist thermal and oxidative breakdown under operating conditions yet undergo microbial degradation when exposed to environmental conditions. The antiwear additives function by forming protective surface films on metal components under boundary lubrication conditions. Demulsifiers promote water separation to prevent emulsion formation. Pour point depressants modify wax crystal structure to maintain fluidity at low temperatures.

The base fluid composition provides compatibility with mineral oil hydraulic fluids and standard elastomeric seal materials. The viscosity-temperature relationship, characterized by a viscosity index of 197 minimum (ASTM D-2270), results from the molecular structure of the synthetic components. Operating temperature range extends from minus 40 degrees F pour point (ASTM D-97) to a flash point exceeding 500 degrees F (ASTM D-92). Specific gravity is 0.9.

Oxidation resistance measures 240 minutes by rotary bomb test (ASTM D-2272). Air release characteristics yield 0/0 foam tendency/stability (ASTM D-892). Water separation occurs at 40/40/0 minutes (ASTM D-1401). Wear scar diameter measures 0.36 mm (ASTM D-2266). Rust prevention meets ASTM D-665 requirements. Copper corrosion rates at 1A (ASTM D-130). Pump performance satisfies Denison-Hagglunds HF-0 and Vickers 35VQ25 test protocols.

Load-carrying capacity extends to 12 stages (ASTM D5182-97). Biodegradation rate meets CEC-L-33-T-82 criteria. Aquatic toxicity complies with EPA protocols. Environmental compatibility satisfies RA 90 221/05.93 requirements.

Available viscosity grades include ISO 32, ISO 46, and ISO 68. The minus 40 degrees F pour point specification applies to ISO 32 grade only.

 

An industrial hydraulic oil consists of refined mineral base stocks formulated with oxidation inhibitors, antiwear agents, corrosion inhibitors, antifoam agents, rust inhibitors, and pour point depressants.

The oxidation inhibitors function by interrupting free radical chain reactions that occur at elevated temperatures, where oxidation reaction rates approximately double with each 20-degree temperature increase. Oxidation products form insoluble deposits that restrict flow through orifices and clearances while accelerating corrosion. Rust inhibitors adsorb onto ferrous surfaces, forming barrier films that prevent moisture contact. Antiwear agents decompose under boundary lubrication conditions to form protective tribofilms on loaded surfaces. Antifoam agents reduce surface tension to collapse foam bubbles and facilitate air release. Pour point depressants modify wax crystal formation to maintain fluidity at reduced temperatures. Corrosion inhibitors passivate metal surfaces through adsorption or film formation.

The viscosity-temperature relationship, quantified by viscosity index, determines fluid thickness variation across the operating temperature range. This relationship affects leakage rates past seals and through clearances. The base stock composition provides resistance to water emulsification and foam formation.

The formulation meets specifications AFNOR E 48-603 / NFE 48-690 / NFE 48-691, AIST 126 and 127, B.F. Goodrich 0152, Bosch Rexroth RE 90220, Denison HF-0, HF-1, and HF-2, DIN 51524 Part II and III / 51506 VDL, Eaton Vickers I-286-S / M-2950-S, Ford M-6C32, General Motors LH-03-1 / 04-1 / 06-1 / 15-1, GM LS-2, JCMAS P041 HK, Jeffrey No. 87, Lee-Norse 100-1, Racine variable volume vane pumps, SEB 181222, Sauer Danfoss, and U.S. Steel 127 and 136.

Properties for ISO grades 32 / 46 / 68 / 100:

Kinematic viscosity at 40°C (ASTM D-445): 30.8 / 45.1 / 64.5 / 102.7 cSt Kinematic viscosity at 100°C (ASTM D-445): 5.8 / 7.1 / 8.8 / 11.7 cSt Viscosity index (ASTM D-2270): 133 / 117 / 110 / 102 Flash point (ASTM D-92): 460 / 460 / 465 / 470°F Pour point (ASTM D-97): -34 / -30 / -25 / 0°F Gravity (ASTM D-287): 32.4 / 31.8 / 30.0 / 29.0°API Copper corrosion, 3 hr at 212°F (ASTM D-130): 1a / 1a / 1a / 1a Demulsibility at 130°F, separation time (ASTM D-1401): 5 / 5 / 5 / 5 minutes Foam tendency/stability, 

Sequences I, II, III (ASTM D-892): 0/0 / 0/0 / 0/0 mL Hydrolytic stability, viscosity change (ASTM D-2619): 4.5 / 4.5 / 4.5 / 4.5% Rust test, distilled water (ASTM D-665A): Pass / Pass / Pass / Pass Rust test, synthetic seawater (ASTM D-665B): Pass / Pass / Pass / Pass TOST oxidation stability, hours to 2.0 mg TAN: 6000 / 6000 / 6000 / 6000 Four-ball wear scar (ASTM D-2266): 0.5 / 0.5 / 0.5 / 0.5 mm FZG load stages passed: 12 / 12 / 12 / 12

 

Hydraulic fluids from this category consist of refined petroleum base stocks formulated with with liquid moly based additive packages designed to control degradation and wear mechanisms in hydraulic systems. The formulations are produced in multiple viscosity grades to accommodate varying operating temperature ranges and load conditions.

The additive package functions to inhibit oxidative degradation, which follows an exponential temperature relationship with reaction rates approximately doubling per 20°C temperature increase. Oxidation products form acidic species and insoluble deposits that restrict flow through small clearances and initiate corrosion reactions on ferrous and non-ferrous surfaces.

Anti-wear additives, including organomolybdenum compounds and zinc dialkyldithiophosphates, form protective boundary films on metal surfaces under conditions where hydrodynamic lubrication becomes insufficient. Corrosion and rust inhibitors operate through adsorption mechanisms, creating barrier layers that prevent moisture and oxygen contact with metal substrates.

Pour point depressants modify wax crystal formation at low temperatures to maintain pumpability. Anti-foam agents reduce surface tension to accelerate bubble coalescence and release. The base stock selection provides demulsification characteristics that promote water separation and minimize emulsion stability.

The viscosity-temperature relationship, quantified by viscosity index, determines viscosity retention across the operating temperature range. Higher viscosity index values indicate reduced viscosity change with temperature variation, affecting volumetric efficiency and seal performance in hydraulic circuits.

Base stock refining removes polar compounds and unsaturated hydrocarbons that contribute to oxidation susceptibility and deposit formation. The resulting paraffinic or naphthenic structures provide thermal stability and resistance to chemical degradation.

Available in ISO viscosity grades 32, 46, 68, and 100. Kinematic viscosity at 40°C (ASTM D-445): 30, 44, 68, and 100 cSt. Viscosity index (ASTM D-2270): 108, 103, 103, and 100. Flash point (ASTM D-92): 238, 238, 241, and 243°C. Pour point (ASTM D-97): -37, -34, -32, and -18°C. API gravity (ASTM D-287): 32.4, 31.8, 30.0, and 29.0. Copper corrosion, 3 hours at 100°C (ASTM D-130): 1a across all grades.

Demulsibility at 54°C (ASTM D-1401), separation time: 5 minutes across all grades. Foam characteristics (ASTM D-892), tendency/stability: 0/0 mL for all sequences and grades. Hydrolytic stability (ASTM D-2619), kinematic viscosity change: 4.5% across all grades. Rust protection, distilled water (ASTM D-665A): pass. Rust protection, synthetic seawater (ASTM D-665B): pass. Oxidation stability (ASTM D-943): 4500 hours. Four-ball wear scar (ASTM D-2266): 0.5 mm. FZG gear test: stage 12 pass.

Formulations meet specifications: Parker Denison HF-0, HF-1, HF-2; DIN 51524 part 2; ISO 6743/4; ASTM D6158; SS 155434; SEB 181 222; Eaton E-FDGN-TB002-E; U.S. Steel 127 and 136; Cincinnati Machine P-68, P-69, P-70; AFNOR NF E 48-603; VDMA 24318.

Applications include mobile hydraulic systems, stationary hydraulic power units, enclosed gear drives, rolling element bearings, rotary vane and reciprocating compressors, and wire rope lubrication systems in construction, mining, marine, forestry, and material handling equipment.

 

Multi-function ashless industrial oil is formulated as an ashless, antiwear industrial lubricant intended to operate across multiple fluid power and general industrial lubrication systems. The formulation is based on highly refined base oils selected to provide stable viscosity–temperature behavior and to support consistent film formation over a range of operating temperatures, with viscosity grades selected according to system design requirements.

The additive system is ashless and free of zinc and heavy metals. Oxidation inhibitors are incorporated to slow base oil degradation during prolonged exposure to heat and oxygen. Ashless antiwear and extreme-pressure components are included to reduce surface distress under boundary and mixed-lubrication conditions without generating solid residues. Corrosion and rust inhibitors are used to limit chemical interaction with ferrous and non-ferrous metals in the presence of moisture. Anti-foam agents control air entrainment to maintain hydraulic responsiveness, while demulsifying agents promote water separation to preserve lubricant properties. Pour point depressants are used to maintain flow at reduced temperatures.

The formulation is designed to resist sludge formation and viscosity increase during oxidative stress and to maintain chemical stability in the presence of water. Thermal and hydrolytic stability are addressed to limit additive depletion and base oil breakdown in systems exposed to elevated temperature or moisture. Filterability is targeted through additive selection to minimize deposit formation and allow passage through fine filtration media.

The lubricant is intended for use in industrial applications such as compressors, spindles, gear heads, hydraulic systems, chains, turbines, and total-loss or drip lubrication systems. Compatibility is aligned with common industrial specifications including Parker Hannifin (Denison) HF-O, HF-1, and HF-2; MAG IAS P68, 69, and 70; DIN 51524 Parts 1, 2, and 3; DIN 51506 VDL; USS 126 and 127; ISO 11158 HM and HV; GM LS-2 (LH-02, 03, 04, 06); and Eaton 03-401-2010.

Representative performance data for ISO VG 32 include extended oxidation life as measured by ASTM D-943 (TOST), controlled wear scar diameters under ASTM four-ball wear testing at multiple loads, defined extreme-pressure weld point, and load-carrying capacity under FZG testing. The formulation demonstrates acceptable results in hydrolytic and thermal stability testing, copper corrosion testing (ASTM D-130), rust prevention (ASTM D-665A and D-665B), demulsibility (ASTM D-1401), foam tendency and stability, and Denison filterability with and without water contamination. Short-term storage stability testing indicates resistance to separation or degradation.

The lubricant is produced in ISO viscosity grades 22, 32, 46, 68, 100, 150, and 220 to accommodate differing film thickness, flow, and load requirements across industrial equipment designs.

 

Multigrade ashless anti-wear industrial oil is formulated from refined base stock oils and additive systems to support operation across a broad range of ambient and operating temperatures.

Compounded base stocks and viscosity index improvers are used to maintain fluidity at low temperature while retaining sufficient viscosity at elevated temperature. Seal-conditioning components are incorporated to limit leakage at elastomer interfaces. Oxidation inhibitors are included to reduce base oil degradation with increasing temperature, recognizing that oxidation rates approximately double for each 20 °F rise. 

Anti-wear agents are present to limit surface distress in close-tolerance components operating under hydrodynamic and mixed-film conditions. Corrosion and rust inhibitors are formulated to form protective surface films on ferrous metals, while demulsifying and anti-foam agents are used to limit air entrainment and promote stable fluid circulation. Pour-point depressants are included to support low-temperature mobility.

Thermal and oxidative stability is demonstrated by an oxidation stability result of 5,000 hours by ASTM D943. Wear performance is characterized by a Vickers pump test (ASTM D2882) weight loss of 3 mg and a four-ball wear scar of 0.10 mm by ASTM D2266. Corrosion resistance is indicated by a pass result in ASTM D665B and a copper strip corrosion rating of 1 by ASTM D130 at 212 °F for three hours.

The formulation is intended for use in systems where a single lubricant is required to serve hydraulic, circulation, and lightly loaded mechanical components under variable temperature conditions, including compressors, hydraulic systems, spindles, turbines, drip lubrication points, and enclosed gear heads. An alternate 5/20 grade is available.

Typical physical and chemical properties are as follows: viscosity grade 10/40; viscosity 407 SUS at 100 °F and 70 SUS at 210 °F; viscosity 87.8 cSt at 40 °C; viscosity index 158; appearance emerald green; API gravity 29.8; flash point (COC) 405 °F; pour point −20 °F; foam characteristics by ASTM D892 Sequence I, II, and III of 25/0; acid number 1.3 by ASTM D664.

 

 A multi-viscosity industrial oil is typically formulated as a multigrade industrial lubricant intended to operate across a broad range of ambient and operating temperatures in circulating and hydraulic systems. The formulation uses refined base oils combined with viscosity index improvers to moderate the change in viscosity with temperature, maintaining flow at low temperature while preserving load-carrying film thickness at elevated operating temperatures.

Base oil selection and polymeric viscosity modifiers are used to control shear response and support stable viscosity under variable thermal conditions. Pour point depressants are incorporated to limit wax crystallization and maintain low-temperature mobility. A seal-conditioning component is included to influence elastomer compatibility and reduce changes in seal volume that may contribute to leakage in service.

The additive system includes oxidation inhibitors to slow base oil degradation driven by temperature-dependent reaction rates, which increase significantly with rising temperature. By limiting oxidation, the formulation is intended to reduce the formation of deposits that can obstruct small flow passages and interfere with closely fitted components. 

Anti-wear agents are included to reduce surface interaction under boundary lubrication conditions common in pumps and sliding contacts. Corrosion and rust inhibitors are designed to form protective films on metal surfaces exposed to moisture, limiting electrochemical attack. Anti-foam agents are used to control air entrainment and maintain consistent fluid compressibility.

Thermal and oxidative stability are addressed through the combined action of base oil quality and the antioxidant system, with oxidation resistance characterized by extended performance in ASTM D943 testing. Anti-wear performance is defined through standardized pump and laboratory wear tests, including vane pump evaluations and four-ball wear measurements, which describe the lubricant’s ability to limit material loss under controlled load and speed conditions.

The lubricant is intended for use in compressors, hydraulic systems, spindles, drip lubrication systems, turbines, and gear heads where a multigrade, ashless anti-wear fluid is specified. Its viscosity behavior is characterized by kinematic viscosity values at 40 °C and 100 °C, viscosity index, and corresponding SUS measurements, which together define film thickness and temperature sensitivity. Additional physical and chemical properties—including density, flash point, pour point, foaming tendency, corrosion protection, acidity, and oxidation stability—are reported using standardized ASTM test methods to describe performance under defined laboratory conditions.

 

H1 food-grade hydraulic oils  are commonly  formulated for use in hydraulic systems and general machinery lubrication where incidental contact with food may occur in food processing, packaging, and transportation environments, and is supplied in two viscosity grades.

The formulation uses high–viscosity-index paraffinic white mineral oils combined with antiwear agents, oxidation inhibitors, rust inhibitors, and demulsifiers. The base oils are selected to be odorless and tasteless to limit the risk of product contamination in the event of incidental food contact. The additive system is intended to control wear under boundary lubrication conditions, inhibit oxidative degradation at operating temperature, and promote separation of water in wet or washdown environments.

Oxidation control is intended to limit deposit formation and viscosity increase during service. Antiwear additives are incorporated to reduce surface distress in pumps and other hydraulic components operating under load. Rust inhibition and demulsibility are intended to limit corrosion and water accumulation in systems exposed to moisture.

The lower-viscosity grade is intended for hydraulic systems used in canning, bottling, and food-processing equipment, and for auxiliary lubrication of air lines and bearings where low to moderate viscosity is specified. The higher-viscosity grade is intended for higher-pressure hydraulic systems, including those operating above approximately 1,000 psi, and for applications such as air compressors, corn-cutting machinery, and continuous circulating systems. The higher-viscosity grade is formulated to maintain film thickness under higher load and to separate water during circulation.

Typical applications include hydraulic systems, air lines, circulating systems, corn-cutting machinery, air compressors, canning and bottling equipment, bearings, food-processing machinery, and use where a food-grade lubricating or release fluid is required.

Typical viscosity classifications are ISO VG 32 for the light grade and ISO VG 100 for the heavy grade. SAE viscosity grades are approximately SAE 10 for the light grade and SAE 30 for the heavy grade. AGMA classification is not specified for the light grade and is AGMA 3 for the heavy grade.

Typical physical properties include API gravity of approximately 32.6 for the light grade and 30.6 for the heavy grade. Cleveland Open Cup flash points are approximately 380 °F for the light grade and 410 °F for the heavy grade. Pour point is approximately 15 °F for both grades. Kinematic viscosity at 40 °C is approximately 31.9 cSt for the light grade and 96.5 cSt for the heavy grade.

Color is typically Saybolt +30 for the light grade and Saybolt +20 for the heavy grade. Emulsion characteristics are approximately 40-37-3 mL oil-water-emulsion for both grades. Rust prevention performance corresponds to a “No Rust (A)” result at 24 hours. Oxidation stability is typically on the order of 1,900 hours for the light grade and 2,050 hours for the heavy grade.

Four-ball wear test results are approximately 0.32 mm scar at 20 kg and 0.40 mm scar at 40 kg for the light grade, and approximately 0.26 mm scar at 20 kg and 0.35 mm scar at 40 kg for the heavy grade. Vickers pump wear results are approximately 15 mg steel loss for the light grade and 10 mg steel loss for the heavy grade.

 

Universal tractor transmission oil (UTTO), also identified as universal torque converter fluid, is formulated for combined hydraulic, gear, and wet-friction power transmission systems in agricultural tractors and related off-highway and industrial equipment.

It is intended for lubrication and power transmission in gear sets, pumps, differentials, final drives, bearings, wet brakes, and power takeoff (PTO) clutches where one fluid is used across both drivetrain and hydraulic circuits. The operating requirement is to provide hydrodynamic or elastohydrodynamic film formation in rolling and sliding contacts, boundary lubrication in mixed-regime components, and controlled friction characteristics in wet brake and clutch interfaces.

Extreme-pressure and anti-wear additive chemistry is used to reduce adhesive wear and scuffing in heavily loaded gear contacts and to limit wear in hydraulic pump elements operating under high contact stress. Friction modifiers are used to control the friction coefficient and the friction versus sliding speed response of wet brakes and PTO clutches, with the intent of limiting stick slip behavior (chatter) while maintaining torque transfer and predictable engagement. 

Oxidation inhibitors are used to slow oxidation-driven viscosity increase, acid formation, and deposit formation during thermal exposure and aeration. Corrosion inhibitors and rust inhibitors are used to reduce metal attack in the presence of moisture. Detergent and dispersant additives are used to keep insoluble material suspended and reduce deposit formation on valves and control surfaces.

Foam suppressants are used to reduce stable foam and air entrainment, supporting consistent hydraulic response and reducing cavitation risk. Pour point depressants are used to improve low-temperature flow behavior. Seal conditioners are used to control elastomer volume change and sealing contact to limit leakage. An adhesive and cohesive additive is included to increase retention of a fluid film on surfaces under splash or intermittent lubrication conditions.

Water tolerance and filterability targets address systems that experience moisture ingress and rely on recirculating filtration. The formulation intent is to maintain flow through filters while allowing contaminant control and to limit performance loss associated with water contamination (for example, corrosion risk, additive depletion, and loss of lubricity). A high viscosity index is used to reduce viscosity change with temperature, supporting cold-start pumpability and response while maintaining film thickness at operating temperature.

Performance may be referenced to application-specific bench and rig tests for gear distress, friction behavior, and filtration. For example, the Ford 3000 test is cited as a gear pitting evaluation; the stated criterion is 2 to 4 inches of pitting on critical gear surfaces for lubricants considered acceptable in that context, and the reported result for this fluid is no pitting in that test. 

Gear protection is also cited with reference to a John Deere spiral bevel and final drive gear wear test. Wet brake behavior is described in terms of chatter control and brake capacity; PTO performance is described using stall time, with a stated requirement of less than 3 seconds and a reported result of less than 1 second. For off-highway powershift and torque converter service, Caterpillar TO-2 friction test results are cited as the basis for suitability in TO-2-type powershift transmissions, which relies on maintaining frictional characteristics compatible with clutch materials and engagement controls.

Use in industrial, mobile, and agricultural hydraulic systems is described in terms of pump manufacturer requirements, with operating intent focused on anti-wear protection of pump components, corrosion control in the presence of water, and seal material compatibility (guarding against hardening, shrinkage, or overswelling). Temperature-range support is described in terms of startup circulation and hydraulic response.

The fluid is described as zinc-free. Storage guidance is to keep containers away from heat, sparks, open flame, low temperatures, and oxidizing materials. Grade guidance is stated as grade 30 for temperatures down to +5 °F, and grade 10 for temperatures as low as −22 °F.

Suitable-for-use claims are listed for the following active or obsolete application, fluid, or specification designations: AGCO, Massey-Ferguson, White, Case, New Holland, Fiat-Hesston, POWERFLUID 821XL, J1C-143, Ford New Holland, M1127A and B, J1C-144, M2C53-B, M1129A, J1C-185, M2C77-A, M1135 (1), MS-1206, M2C78-A, M1139, MS-1207, M2C79-A, M1143, MAT3525, M2C134-D, Permatran III, MAT3505, MS-1209, M2C159-B1, C1, MAT3540, 

John Deere, Q-1705, Caterpillar J20C, Q-1766, TO-2, Kubota, Q-1802, Cincinatti Milacron UDT, Q-1826, P-68, Minneapolis-Moline, API, Parker Denison, Plessy Sunstrand, GL-4, HF-0, Sperry Vickers, HF-1, I-286-S, HF-2, M-2950-S, and Sundstrand Hydraulics. The designation (1) corresponds to 10.5 to 11.6 cSt at 100 °C, and 11 filled upon request.

Typical properties are reported as follows for UTTO grade 30: kinematic viscosity 9.3 to 9.7 cSt at 100 °C; viscosity index 140 plus; flash point (COC) 200 °C; color brown; pour point (minimum) −40 °F; copper corrosion 1a; rust test result no rust.

 

Universal tractor transmission oil (UTTO), also identified as universal torque converter fluid, is formulated for combined hydraulic and drivetrain compartments in tractors and related off-highway, construction, and industrial equipment.

The operating requirement is to provide lubrication for gears, pumps, differentials, final drives, and bearings while also providing controlled friction behavior for wet brakes and power takeoff (PTO) clutches. In gear contacts, the fluid is expected to form an elastohydrodynamic film under rolling and sliding load and to provide boundary lubrication when film thickness is reduced. In hydraulic pumps and control circuits, the fluid is expected to maintain viscosity sufficient for volumetric efficiency while limiting wear at sliding and rolling interfaces.

Extreme-pressure and anti-wear additive systems are used to reduce scuffing and adhesive wear in loaded gear meshes and to limit wear in pump elements. Friction modifiers are used to adjust the coefficient of friction and the friction-velocity response in wet brake and PTO clutch interfaces, with the intent of reducing stick-slip behavior (chatter) while maintaining engagement control. 

Oxidation inhibitors are used to reduce oxidation-driven viscosity increase, acid formation, and deposit formation under thermal exposure and aeration. Corrosion inhibitors and rust inhibitors are used to limit metal attack, including in the presence of water. Detergent and dispersant additives are used to manage insoluble contaminants and reduce deposit formation on valve bodies and control surfaces. 

Foam suppressants are used to reduce stable foam and entrained air, supporting consistent hydraulic response and limiting pump cavitation risk. Pour point depressants are used to improve low-temperature flow behavior. Seal conditioners are used to control elastomer volume change and maintain sealing contact. An adhesive/cohesive additive is used to increase retained film on surfaces under splash lubrication and intermittent duty.

Water tolerance and filterability targets address systems with moisture ingress and recirculating filtration. A high viscosity index is used to limit viscosity change with temperature, supporting low-temperature pumpability and hydraulic response while maintaining film thickness at operating temperature.

Performance statements are commonly expressed by reference to equipment tests for gear distress, friction behavior, and filtration. The Ford 3000 test is cited as a pitting evaluation in which acceptable lubricants allow 2 to 4 inches of pitting on critical gear surfaces; the reported result for this fluid is no pitting. 

A John Deere spiral bevel and final drive gear wear test is cited for spiral bevel and sun gear wear control. Wet brake behavior is described in terms of chatter and brake capacity; a stopping distance reduction of up to 20 percent is reported. PTO performance is described using stall time, with a stated requirement of less than 3 seconds and a reported result of less than 1 second.

Use in powershift transmissions and industrial torque converters is described with reference to Caterpillar TO-2 friction test results as the basis for applicability to TO-2-type powershift units, which rely on stable frictional behavior of clutch packs under controlled engagement. Use in industrial, mobile, and agricultural hydraulic systems is described in terms of hydraulic pump requirements, low- and high-temperature operability for start-up and response, corrosion control in the presence of water, and seal compatibility (limiting hardening, shrinkage, or overswelling). The formulation is described as zinc-free.

Storage guidance is to keep containers away from heat, sparks, open flame, low temperatures, and oxidizing materials.

The fluid is listed as suitable where the following active or obsolete application, fluid, or specification designations are called for: AGCO, Massey-Ferguson, White, Case, New Holland, Fiat-Hesston, POWERFLUID 821XL, J1C-143, Ford New Holland, M1127A and B, J1C-144, M2C53-B, M1129A, J1C-185, M2C77-A, M1135 (1), MS-1206, M2C78-A, M1139, MS-1207, M2C79-A, M1143, MAT3525, M2C134-D, 

Permatran III, MAT3505, MS-1209, MAT3540, John Deere, Q-1705, Caterpillar J20C, Q-1766, TO-2, Kubota, Q-1802, Cincinatti Milacron UDT, Q-1826, P-68, Minneapolis-Moline, API, Parker Denison, Plessy Sunstrand, GL-4, HF-0, Sperry Vickers, HF-1, I-286-S, HF-2, M-2950-S, and Sundstrand Hydraulics. The designation (1) corresponds to 10.5 to 11.6 cSt at 100 °C, and 11 filled upon request.

Typical reported properties include kinematic viscosity of 9.3 to 9.7 cSt at 100 °C, viscosity index of 140 plus, flash point (COC) of 200 °C, pour point (minimum) of −40 °F, copper corrosion rating 1a, rust test result of no rust, and red color.

 

A synthetic blend hydraulic & transmission fluid is typically formulated for systems that combine gearing, hydraulic power transfer, and wet-friction elements. Typical service includes gears, pumps, differentials, final drives, bearings, wet brakes, and power takeoff (PTO) clutches in agricultural tractors and in similar compartments used in off-highway, construction, and industrial equipment.

The formulation intent is to provide load-carrying capacity in gear contacts, wear control in hydraulic pumps, and controlled friction behavior in wet brakes and PTO clutches. In gear meshes, the fluid is expected to form an elastohydrodynamic film under load and to provide boundary lubrication when film thickness becomes insufficient. In hydraulic circuits, viscosity and air-handling behavior influence volumetric efficiency, pressure stability, and response of actuators and control valves.

Extreme-pressure and anti-wear additive systems are used to reduce adhesive wear and scuffing in loaded contacts and to limit wear in pump elements operating in mixed and boundary lubrication regimes. Friction modifiers are used to adjust the coefficient of friction and the friction versus sliding speed response of wet brake and clutch interfaces to reduce stick slip behavior (chatter) while maintaining engagement control. Oxidation inhibitors are used to slow oxidation-driven viscosity increase, acid formation, and deposit formation during thermal exposure and aeration. Corrosion inhibitors are used to reduce metal attack, including in the presence of water. Detergent and dispersant additives are used to manage insoluble contaminants and reduce deposit formation on hydraulic control surfaces. 

Foam suppressant chemistry is used to reduce stable foam and entrained air, supporting consistent hydraulic response and reducing cavitation risk. A pour point depressant is used to improve low-temperature flow behavior. Seal conditioners are used to control elastomer volume change to limit leakage associated with hardening, shrinkage, or excessive swelling. An adhesive and cohesive additive is used to increase retained film on surfaces under splash lubrication or intermittent duty.

Water tolerance and filterability targets address systems with moisture ingress and recirculating filtration. The synthetic blend base stock selection and high viscosity index are used to limit viscosity change with temperature, supporting low-temperature start-up circulation while maintaining viscosity at operating temperature for film thickness and pump protection.

Typical reported specifications include viscosity index 150, flash point (COC) 200 °C, copper corrosion rating 1a, and a rust test result of no rust.

 

A torque converter fluid is generally formulated to satisfy the requirements for use in 3-stage torque converter units.

The fluid is red in color and very light in viscosity. It is formulated using a blend of base components selected to support long equipment service life.

The fluid meets and exceeds Lubrication Requirement S364 for this type of fluid. Use of fluids outside the specified requirements can result in loss of efficiency and higher absorbed torque. The fluid provides rust protection and oxidation protection.

The fluid is recommended for use only in the 3-stage torque converter of 3-stage torque converters and omega drives. Other torque converters use a different fluid. The fluid meets and exceeds S364 Item 8 requirements for a torque converter fluid.

The fluid is used in slush pumps, hoists, crawler tractors, winches, shunting locomotives, cranes, excavators, and in-plant power units.

Typical specifications include a viscosity of 3.5 cSt at 40 degrees F and an aniline point of 170 degrees F. The initial boiling point is a minimum of 390 degrees F. The flash point is 180 degrees F and the fire point is 200 degrees F. Density is 7.1 to 7.2 lb per gal. The pour point is a maximum of -40 degrees F. The color is red.

 

A synthetic blend industrial hydraulic oil is normally intended for industrial hydraulic systems and is supplied in ISO viscosity grades 32, 46, and 68.

The formulation intent is to provide a stable viscosity over the system operating temperature range, maintain pump and valve lubrication, and limit changes in fluid properties associated with oxidation, water contamination, and aeration. A high viscosity index is used to reduce viscosity variation with temperature, which influences leakage across clearances, pressure regulation, and actuator response. 

Low-temperature flow behavior is addressed to support start-up circulation and to reduce inlet starvation at the pump. Oxidation control is addressed to limit viscosity increase and the formation of insoluble oxidation products that can deposit in small orifices, servo valves, and tight clearances, and can contribute to corrosion through acid formation.

The additive system includes anti-wear agents, oxidation inhibitors, rust inhibitors, corrosion inhibitors, anti-foam agents, and pour point depressants. Anti-wear chemistry is intended to reduce wear in boundary and mixed lubrication regimes typical of vane, piston, and gear pumps, and in heavily loaded sliding contacts within control components. Oxidation inhibitors are intended to interrupt radical chain reactions in hydrocarbon oxidation, reducing the rate of base oil degradation and deposit formation. 

Rust and corrosion inhibitors are intended to form adsorbed or chemically bonded protective films on metal surfaces, reducing electrochemical attack in the presence of water and dissolved oxygen. Anti-foam agents are intended to destabilize surface foam and promote air release, supporting consistent bulk modulus and reducing cavitation risk. Pour point depressants are intended to modify wax crystal growth and reduce low-temperature yield behavior.

The base stock selection is described as polyalphaolefin (PAO). In operating terms, PAO base stocks are used to support low-temperature viscosity behavior and to improve resistance to oxidation and thermal degradation relative to conventional mineral base oils. Demulsibility behavior is relevant to water management strategies in hydraulic reservoirs; separation facilitates removal of free water, while stable emulsions can increase corrosion risk and alter lubricity and air-release performance.

The oil is described for use in a range of hydraulic applications and operating conditions, including construction equipment, plant hydraulics, drilling equipment, deck and cargo handling equipment, mining equipment, hatch covers, logging equipment, winches, hydraulic platforms, cranes, air compressors, draglines, elevators, agricultural equipment, energy and municipal equipment, landscaping equipment, printing equipment, shipbuilding and marine systems, recycling and waste management equipment, oil and gas equipment, and manufacturing systems.

Reported viscosity grades are ISO 32, 46, and 68. Kinematic viscosity is 5.9 cSt, 7.3 cSt, and 9.4 cSt at 100 °C (ASTM D-2161) and 30.9 cSt, 47.7 cSt, and 63.6 cSt at 40 °C (ASTM D-445). Viscosity index is 138, 114, and 127 (ASTM D-2270). Flash point is 400 °F, 425 °F, and 445 °F (ASTM D-92). Pour point is −25 °F, −25 °F, and −20 °F (ASTM D-97). Gravity is 31.9 °API, 31.6 °API, and 29.8 °API (ASTM D-287). Total acid number is 1.3 mg KOH/g for all grades (ASTM D-664). Copper strip corrosion is 1 for all grades at 3 h and 212 °F (ASTM D-130). Conradson carbon is 0.25% for all grades (ASTM D-189). Aniline point is 222 °F, 235 °F, and 245 °F (ASTM D-611). Demulsibility at 130 °F shows separation in 15 minutes for all grades (ASTM D-1401). Foam tendency and stability are reported as 25 mL and 0 mL for Sequences I, II, and III for all grades (ASTM D-892). 

Rust performance is reported as pass using distilled water (ASTM D-665A) and pass using synthetic sea water (ASTM D-665B). Oxidation stability is reported as 3800 h for all grades (ASTM D-943). Four-ball wear scar is 0.35 mm for all grades (ASTM D-2266 at 20 kg, 1800 rpm, 130 °F, 60 min). Vickers pump test weight loss is 3 mg for all grades (ASTM D-2882). Appearance is reported as bright for all grades.

 

Seal conditioning and rejuvenating enhancement concentrate is generally used as a supplement to finished tractor hydraulic-transmission fluid and mineral-oil based industrial hydraulic fluids.

The formulation is intended to condition seal elastomers by introducing a controlled volumetric expansion to reduce leakage pathways at the seal-lip or static seal interface. The mechanism is based on additive interaction with the elastomer matrix that increases compliance and reduces the tendency toward shrinkage-related loss of interference. By limiting loss of pliability, the formulation is intended to reduce leakage associated with drying, hardening, and cracking.

The formulation includes a foam inhibitor to reduce the persistence of entrained air. Foam and air release limitations can contribute to compressibility effects and local pressure fluctuations, which can increase seal loading and leakage. Foam control is intended to stabilize hydraulic response and reduce seal stress associated with aeration.

The formulation includes viscosity index modifiers intended to increase effective viscosity under operating temperature and shear conditions. This is intended to maintain hydrodynamic and elastohydrodynamic film thickness in loaded contacts and thereby reduce boundary-contact frequency and wear. Shear-stable polymer selection is intended to limit permanent viscosity loss in high-shear zones such as pumps and control valves.

The formulation includes an adhesive and cohesive component intended to increase oil retention on contacted metal surfaces and within the oil film. Increased internal cohesion and surface affinity can reduce gravitational drainage and may reduce the volumetric rate of leakage in leakage modes that are not primarily controlled by elastomer interference, such as leakage through clearances or along imperfectly sealed interfaces.

When significant seal leakage exists, a treatment rate of 15 percent by volume is specified. For light-to-moderate application requirements, a treatment rate of 5 percent to 10 percent by volume is specified. Use is excluded in fire-resistant hydraulic fluids and in base stocks identified as polyalkylene glycol, polyol ester, or silicone fluids.

Typical physical properties are: kinematic viscosity 50.8 mm²/s at 40 °C; viscosity index 150; flash point 215 °F; pour point −70 °F; color red.

 

A synthetic THC fluid is a synthetic multi-grade industrial lubricant intended for turbine, hydraulic, and compressor applications.

The formulation uses polyalphaolefin base stocks with viscosity index improvers to obtain viscosity behavior over a broad temperature range and to reduce viscosity change with temperature. Reduced low-temperature viscosity is intended to improve fluid mobility during start-up, and reduced high-temperature viscosity loss is intended to maintain film thickness in bearings, gears (where present), pump elements, and compressor components.

An ashless anti-wear system is included to limit adhesive wear under mixed and boundary lubrication conditions. Film-strengthening components are used to support load-carrying capacity by maintaining separating films and by reducing metal-to-metal contact frequency when full-film conditions are not sustained.

Oxidation inhibitors are included to slow base oil oxidation and additive depletion during exposure to elevated bulk and localized temperatures. Rust and corrosion inhibitors are included to reduce electrochemical attack on ferrous and non-ferrous alloys in the presence of water, dissolved oxygen, and acidic species formed during oxidation. Foam inhibitors are included to reduce stable surface foam and entrained air, which can alter effective bulk modulus, promote cavitation, and interfere with pump control stability. Demulsifiers are included to promote water separation to limit loss of film strength and to reduce corrosion risk in systems where water ingress occurs.

Viscosity selection and viscosity-temperature behavior are intended to allow use across adjacent viscosity grades by limiting excessive thickening at low temperature and excessive thinning at high temperature. Thermal stability of the base stock and antioxidant system is intended to support operation at elevated temperatures by limiting varnish and sludge formation and by maintaining viscosity within acceptable limits over time.

The formulation is identified as meeting specified performance requirements associated with the following referenced standards and equipment tests: Vickers I-286-S and M-2950-S, Denison HF-1, HF-2, and HF-0, Cincinnati Milacron P-68, P-69, and P-70, Lee Norse 100-1, Jeffrey No. 87, Ford M-6C32, U.S. Steel 127 and 136, B.F. Goodrich 0152, and General Motors LH-04-1, LH-06-1, and LH-15-1. Use is also indicated for rotary screw air compressors where synthetic hydrocarbon or petroleum base compressor fluids are specified by the equipment manufacturer.

Intended service categories include turbine lubrication, hydraulic power transmission, compressor lubrication, low-temperature service, elevated-temperature service, extended drain intervals subject to condition monitoring, and sealed systems where relubrication access is limited.

Typical reported properties include approximate viscosity-grade equivalence described as SAE 0W-30 within ISO VG 46 to 68 and SAE 10W within ISO VG 32. Reported viscosities include 272 SUS and 173 SUS at 100 °F (ASTM D445) and 59.6 SUS and 49 SUS at 210 °F (ASTM D445). Kinematic viscosities are reported as 58.5 cSt and 37.0 cSt at 40 °C (ASTM D445) and 10.1 cSt and 6.9 cSt at 100 °C (ASTM D445). Viscosity index is reported as 161 and 148 (ASTM D2270). 

Specific gravity is reported as 0.84 and 0.83 (ASTM D1298). Pour point is reported as less than −50 °F (ASTM D97). Flash point is reported as 495 °F (ASTM D92). Autoignition temperature is reported as 675 °F (ASTM D2155). Conradson carbon residue is reported as less than 0.001 percent (ASTM D189). Aniline point is reported as 215 °F (ASTM D611). Ash is reported as ashless (ASTM D874). Total acid number is reported as 0.15 mg KOH/g (ASTM D974).

Reported operating temperature limits are −50 °F to 350 °F for continuous service and −50 °F to 550 °F for intermittent service. Reported qualification testing includes Vickers pump test (ASTM D2882) and Denison HF-0 pump test. Reported ancillary test results include turbine oil rust (ASTM D665), demulsibility (ASTM D1401, 40-40-0 in 10), foam tendency/stability (ASTM D892, zero foam at 10 min), oxidation life (ASTM D943, 30,000+ h), RPVOT (ASTM D2272, 3,600+ min), and copper corrosion (ASTM D130, 1a).

 

Synthetic anti-wear hydraulic oil is a 100 percent synthetic polyalphaolefin industrial anti-wear hydraulic oil used for demanding hydraulic service, including very low temperature and high temperature applications.

The oil is formulated with 100 percent synthetic polyalphaolefin base stocks and a balanced additive system that provides anti-wear protection and film strengtheners. The oil contains rust inhibitors, corrosion inhibitors, oxidation inhibitors, and foam inhibitors.

The oil has a viscosity index, a low pour point, hydrolytic stability, and demulsibility effectiveness. The oil provides scuffing protection, anti-wear protection, yellow metal corrosion protection, and oxidative and thermal stability. The oil has an operating temperature range that supports operation at hot and cold temperatures where conventional lubricants can fail.

The oil is suitable for use in AFNOR E 48-603, NFE 48-690, and NFE 48-691, AIST 126 and 127, ASTM D 6158 HM, B.F. Goodrich 0152, Bosch Rexroth RE 90220, Denison HF-0, HF-1, and HF-2, DIN 51524 Part II and III and 51506 VDL, 

Eaton Vickers I-286-S and M-2950-S, Ford M-6C32, General Motors LH-03-1, LH-04-1, LH-06-1, and LH-15-1, GM LS-2, ISO 11158 HM, JCMAS PO41 HK Hydraulic Specification, Jeffrey No. 87, Lee-Norse 100-1, Racine variable volume vane pumps, SAE MS 1004 HM, SEB 181222, Sauer Danfoss, and U.S. Steel 127 and 136.

Applications include hydraulic oil service, construction, oil and gas, arctic service, agriculture, marine, high temperature service, automotive, defense, long drain intervals, mining, forestry, industrial, energy, manufacturing, and off-road equipment.

Typical specifications include an ISO viscosity grade of 10. Kinematic viscosity is 8.6 cSt at 40 degrees C per ASTM D445 and 2.5 cSt at 100 degrees C per ASTM D445. Viscosity index is 120 per ASTM D2270. Pour point is -52 degrees C and -62 degrees F. Cleanliness class per ISO 4406 is Pass. 

Color is red. Steel corrosion per ASTM D665A is Pass and steel corrosion per ASTM D665B is Pass. Copper corrosion is 1A at 3 hr at 100 degrees C. Air release at 50 degrees C in minutes is Pass. Demulsibility per ASTM D1401 is 42/39/1 in 5. FZG A/8.3/90 load stage fail is 12. Vane pump wear total is 32.8 mg. 

Oxidation stability acidity at 1,000 hours is 0.04 mg. NBR-1 seal at 7 days and 2 hours at 100 degrees C is Pass. Foam Sequence I is 0.0, foam Sequence II is 0.0, and foam Sequence III is 0.0. Ash weight is 0.06 percent. 

Total acid number is 0.76 mg KOH per g. Dry filtration F1 min percent is Pass and dry filtration F2 min percent is Pass. Wet filtration F1 min percent is Pass and wet filtration F2 min percent is Pass. Relative viscosity loss at 40 degrees C and 100 degrees C after 20 hours is Pass. Demulsibility per ASTM D1401 is Pass.

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Transmission Oils 

ATF/CVT/E-Mobility fluid is normally formulated for use in automatic transmissions, continuously variable transmissions, and electrified driveline systems that share a common lubricant for power transmission, hydraulic control, cooling, and component protection. The formulation is designed to function across a wide range of operating conditions encountered in conventional, hybrid, and electric vehicle architectures where fluid performance directly influences torque transfer, friction control, heat dissipation, and component durability.

The fluid is engineered to manage frictional behavior at clutch interfaces and torque converters while maintaining stable viscosity under mechanical shear and thermal stress. Oxidation control is addressed through the additive system to limit base oil degradation and deposit formation during extended service intervals. Thermal stability supports heat removal from compact sump designs, where reduced fluid volume increases thermal loading. 

Seal compatibility is addressed through conditioning chemistry intended to maintain elastomer flexibility and dimensional stability, thereby limiting fluid loss associated with seal hardening or cracking. Wear control is achieved through boundary and mixed-film lubrication mechanisms to reduce surface interaction during transient load and speed conditions common in modern driveline operation.

The formulation is intended for use in a broad range of on-road and off-road vehicles, including heavy-duty equipment, class-eight trucks, buses, vans, passenger vehicles, sport utility vehicles, front-wheel-drive platforms, dump trucks, and electric vehicles. Application coverage reflects the need for consistent fluid behavior in systems with reduced sump volume and increased power density, where lubrication, cooling, and hydraulic response must be maintained within defined operating limits. Application-specific requirements are addressed through published technical documentation.

The fluid is red in color and has a kinematic viscosity of 7.1 mm²/s at 100 °C. The viscosity index is 186. Brookfield viscosity is 13,600 cP at −40 °C. The base oil system is fully synthetic.

This fluid commonly meets the following specifications and approvals:
Acura ATF-Z1; Aisin Warner JWS 3309 (T-IV) and JWS 3324 (WS); AW-1; Aisin Warner AW-2; PSA 16 350 560 80; VW G 053 001; Allison C-3 and C-4; Allison TES-389; American Motors ATF +3 (MS7176-E); ATF RED 1; RED 1K; Audi 5 HP LT71141 (ZF 5 HP 18FL/19FL/24A); Audi/VW G 052 025-A2; Audi/VW G 053 025-A2; Audi/VW G 052 162-A1/A2 (ZF Lifeguardfluid 5); Audi/VW G 055 005-A/A1/A2 (ZF Lifeguardfluid 6); Audi/VW G 060 162 (ZF Lifeguardfluid 8); Audi/VW G 055 025 A2 (JWS 3309); 

Audi/VW G 052 990; Audi/VW G 055 540-A2; Audi/VW 052 055; Bentley PY112995PA; BMW 3.0 and 3+; BMW ATF 6; BMW ATF 7; BMW JWS 3309 (T-IV); BMW LA2634; BMW LT71141 (ZF 5 HP 18FL/19FL/24A); BMW ZF 5HP18FL, 5HP24, 5HP30; BMW 7045E; BMW ETL-8072B; BMW 83 22 9 407 765; BMW 83 222 152 426; BMW 83 222 289 720; BMW ZF Lifeguardfluid 6; BMW ZF Lifeguardfluid 8; Bosch TE-ML 09; CAT TO-2; Chrysler ATF+, +2, +3 (MS 7176E); 

Chrysler/Dodge MOPAR AS 68 RC (T-IV); JWS 3309; Chrysler/Dodge/Jeep 05127382AA; 68043742AA; 68157995AA; Chrysler 68049954AC; Daewoo LT 71141; Daihatsu AMMIX ATF D-II; Daihatsu AMMIX ATF D-III SP; Esso LT 71141; FIAT T-IV type; Ford MERCON; Ford XT-6-QSP or -DSP (SP); Ford XT-2-QDX (M); Ford XT-2-QSM (Syn); Ford XT-5-QM (V); Ford ST-9-QMMF5; Ford MERCON SP (XTG-QSP and -DSP); Ford FNR5; Ford WSS-M2C-922A1; 924A (XT-8-QAW); 

Ford ESP-M2C166H; XL-12; Fuso ATF-II; ATF-SPIII; ATF-A4; GM9986195 (Aisin AW, JWS 3309); GM TASA; GM DEXRON-II, IID, IIE, IIIG, IIIH; GM/GMC/Opel/Saturn AW-1; GM/GMC/Opel/Saturn 88863400, 88863401; GM 1940700, 1940767, 21005966, 22717466, 88900925, 9986195, 93160393, 9985010 / 9985835; GM Autotrak II; Hino Blue Ribbon ATF; Honda ATF-Z1; Honda Type 3.0 and 3.1; 

Honda DW-1; Honda Ultra HEVF-Type 1; Hyundai/Kia SP-IV, SPH-IV, SP-IV M, SP-IV M1, SP-IV-RR, SP-III; Dex-II/SP-II; Hyundai SP-II M; Hyundai/Kia JWS 3314; NWS 9638; 040000C90SG; Idemitsu K17 3100 PL085; ISUZU ATF WSI; BESCO ATF-II, III, SP; SCS Fluid; 08200-9001; Jaguar ATF 3403-M115; LT71141; ZF 5HP24; JLM20238; JLM20292; Fluid 8432; JASO M315-2013 1A, 1A-LV, 2A; JEEP ATF+3; Land Rover TYK500050; LR0022460; LR023288; Lexus JWS 3309; KIA ATF SP-II, SP-III, SP-IV, SP-IVM; Maserati 231603; Mazda ATF D-II, M-III, M-V, A7, FZ, F-1, S-1, N-1, 3317; MINI Cooper T-IV; Mitsubishi Diaqueen SK, SP, SP-II, SP-III, SP-IV, AW, J2, J3, ATF-MA1, ATF-PA; NAG-1; Nissan Matic C, D, J, K, P, S, W; Opel/GM 19 40 700, 19 40 767, 21005966, 22 17466, 88900925, 9986195; Peugeot ZF 4HP20; PSA Z 000169756; Porsche 000 043 205 09, 000 043 205 28, 999 917 547 00; PSA B71 2340; Renault Matic D2; DPO/AL4; Renault Samsung SATF-D; Saab T-IV; Saturn T-IV; Shell 134; Shell M-1375.4; Shell L12108; Shell 3353; SsangYong DSIH 5M-66; Subaru ATF; K0140Y0700; ATF 5AT; Dexron-II; 

Opel Original ATF 09117946/93160393; Suzuki ATF AW-1; ATF HP; AT Oil 5D06; ATF 2326, 2384K; JWS 3309; ATF 3314, 3317; Texaco 7045-E, 8072B, N402; Toyota ATF D-II, D-III, Type T, T-III, T-IV, WS; Vickers M2950-S, I-286-S; Voith Service Bulletins 013 and 118; Volvo PN 1161521, 1161540/1161640; Volvo 97325, 97335; Volvo CE 97340, 97341; VW ZF 5HP series; VW G 052 025-A2; G 053 025-A2; G 052 162-A1/A2; G 055 005-A/A1/A2; G 060 162; G 055 025 A2; G 052 055; G 052 990; G 055 540-A2; VW TL 52540-A; TL 521 62; G US 000 162; ZF 3-, 4-, 6-, 8-, and 9-speed transmissions; ZF TE-ML 05L, 09, 09X, 11A, 11B, 21L; and service-fill 9- and 10-speed step-AT specifications.

The fluid is generally suitable for CVT applications including Audi Multitronic; BMW Mini Cooper EZL 799; Chery WCF-1; Citroën PSA 9735EF; Daihatsu AMMIX CVT DC and DFC; Dodge/Jeep/Chrysler NS-2; Mopar CVT+4; Fiat Tutela CVT; Ford WSD-M2C-199A; Fujijyuuko i-CVTF FG; GM/Saturn DEX-CVT; Honda HMMF and HCF-2 (without starting clutch); Hyundai/Kia CVT-1 and CVT-J1; Idemitsu CVTF-EX1; Lexus Fluid TC and FE; Mazda JWS 3320; Mitsubishi CVTF-J1, J4, J4+; Nissan NS-1, NS-2, NS-2V, NS-3; Subaru iCVT, Lineartronic, High Torque CVT; Suzuki CVTF variants; Toyota CVTF TC and FE; Volvo CVT 4959; VW/Audi TL 525 16 and TL 521 80; and related CVT specifications.

The fluid is typically suitable for electrified driveline applications including Ford Escape Hybrid eCVT; Honda e:HEV and i-MMD; Jatco hybrid CVT platforms; Mazda SKYACTIV-HYBRID; Nissan e-Power and Altima Hybrid; Tesla Model S and Model 3; Toyota THS II and Prius systems; and Toyota e-Transaxle Fluid TE for fifth-generation hybrid architectures.

 

Heavy-duty transmission lubricant is commonly formulated for use in transmissions and drivetrain systems in heavy equipment where elevated bearing loads, high gear contact stresses, and multiple friction material types are present. The formulation is intended to provide controlled frictional behavior, load-carrying capacity, and thermal stability in off-highway automatic transmissions and heavy-duty powershift transmissions that operate under sustained mechanical and thermal stress. The fluid is designed to function as a dedicated transmission lubricant in systems where engine oils or torque converter fluids were previously used and are no longer specified by transmission manufacturers.

The formulation employs base stocks that meet qualification requirements established by major equipment manufacturers. These base stocks are combined with an additive system selected to manage wear, oxidation, corrosion, foam control, and frictional response in transmission components. The additive balance is intended to maintain stable viscosity, limit deposit formation, and support consistent hydraulic and friction performance over extended operating periods.

The lubricant is available in ISO-aligned viscosity grades 10, 30, 50, and 60 to accommodate differing equipment designs and operating requirements. The formulation is intended to meet performance requirements for off-highway automatic transmissions and heavy-duty powershift transmission systems.

Performance data for grade 30 are typically as follows. Kinematic viscosity at 100 °C measured by ASTM D445 is 10.99 cSt, within an acceptable range of 9.3 to 12.5 cSt. Brookfield viscosity at −25 °C measured by ASTM D2983 is 134,000 cP, with a maximum limit of 150,000 cP. Pumpability at −15 °C measured by ASTM D4684 is 8,900 cP, with a maximum limit of 30,000 cP. High-temperature high-shear viscosity at 150 °C measured by ASTM D4624 is 3.42 cP, with a minimum requirement of 2.9 cP. 

Flash point measured by ASTM D92 is 257 °C, with a minimum requirement of 160 °C. Fire point measured by ASTM D92 is 280 °C, with a minimum requirement of 175 °C. Modified BT-9 rust testing shows a pass at 175 hours, with two of three rods passing at that duration. Copper strip corrosion measured by ASTM D130 for 2 hours at 100 °C is 1A. Fluid compatibility and homogeneity testing show no sediment or precipitation.

Foaming characteristics measured by ASTM D892 show results of 0/0 for Sequence I, II, and III, with maximum allowable limits of 25/0. Testing with 0.1 percent water also shows 0/0 results for Sequences I, II, and III, within the same maximum limits.

Fluoroelastomer seal testing shows results within reference values plus 10 percent. Seal compatibility testing indicates the following results: nitrile (Buna-N), batch 1291S, shows a volume change of +1.58 percent and a hardness change of +6 points. Dip-cycle polyacrylate, batch 191S, shows a volume change of +5.10 percent within an acceptable range of 0.0 to +10.00 percent and a hardness change of −3 points within an acceptable range of −5 to 0 points. 

Tip-cycle silicone, batch 191S, shows a volume change of +1.68 percent within an acceptable range of +1.50 to +6.50 percent and a hardness change of −1 point within an acceptable range of −10 to 0 points. Fluoroelastomer testing shows a volume change of +0.62 percent within an acceptable range of 0.0 to +4.00 percent and a hardness change of +1 point within an acceptable range of −4 to +4 points.

FZG gear wear measured by ASTM D4998 shows wear results of 31 mg for run 1, 6 mg for run 2, and 38 mg for run 3, with an average of three runs below 100 mg. Vickers pump testing indicates vane weight loss is not required, with a maximum limit of 15 mg per cartridge. Ring weight loss testing indicates recommended approval based on 10W grade criteria, with a maximum limit of 75 mg per cartridge.

Thermal oxidation testing shows a pass. Total acid number increase is 1.79, with a maximum allowable value of 7.0. Carbonyl absorbance is 0.61, with a maximum allowable value of 0.9. Viton seal evaluation shows a pass. Sludge formation is classified as light, within an acceptable range of light to medium.

Friction testing shows passing results for Sequence 1219, 1220, 1221, 1222, 1223, 1224, and FRRET.

 

Synthetic manual transmission lubricant is typically formulated from 100 percent polyalphaolefin (PAO) synthetic base stock is intended for use in heavy-duty manual transmission systems operating under high load and wide temperature variation. The formulation is designed to provide consistent lubrication of gears, bearings, and synchronizers while maintaining stable rheological behavior across extended service intervals.

The base stock selection emphasizes high viscosity index and low pour point to support fluid mobility at low temperature and viscosity retention at elevated operating temperature. Thermal and oxidative stability are addressed through both the inherent properties of the PAO base fluid and the additive system, which is formulated to limit base oil degradation and deposit formation during prolonged exposure to heat and mechanical shear. Anti-wear chemistry is incorporated to reduce surface interaction under boundary and mixed lubrication regimes, while corrosion and oxidation inhibitors are included to limit chemical attack on ferrous and non-ferrous metals.

The formulation is intended to maintain controlled frictional behavior at synchronizer interfaces and to limit aeration during operation, supporting predictable shifting performance and hydraulic response where applicable. Seal compatibility is addressed to maintain elastomer integrity and dimensional stability over time. Low-temperature fluidity is intended to reduce start-up drag and enable rapid lubricant distribution during cold operation, while high-temperature stability supports lubrication under sustained load conditions.

The lubricant is generally specified for use in manual transmission systems meeting API Service Category MT-1 and is intended for applications including Eaton extended drain transmissions, Volvo I-Shift transmissions, Spicer extended drain transmissions, Mack Truck TO-A Plus, International TMS 6816, Eaton PS-386 and PS-164 Rev. 7, ZF transmissions, Meritor O-81 (Publication TP-90014), Mack automated manual transmissions, and Dana synchronized and non-synchronized transmissions.

The viscosity grade per SAE J306 is 75W-90. Sludge formation is reported as none. Extreme-pressure performance shows a weld load of 200 kgf per ASTM D2783 and a wear scar diameter of 0.35 mm per ASTM D4172. Copper corrosion per ASTM D130 for 3 hours at 150 °C is 1b. Foaming characteristics per ASTM D892, Sequences I, II, and III, are 0 mL. FZG load stage failure per ASTM D5182 is reported as stage 12+. Pour point is −40 °C. Viscosity change testing shows pass. Viscosity index per ASTM D2270 is 145. Yellow metal compatibility testing shows pass.