User talk:Signal-oil

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SIGNAL OIL

Synthetic Oils Synthetic oils were originally designed for the purpose of having a very pure base oil with excellent properties. By starting from scratch and building up your oil molecules from little pieces, you can pretty much guarantee that every molecule in the oil is just like every other molecule, and therefore the properties are exactly what you designed in, not compromised by impurities from dead cockroach shells or whatever. Synthetics were thus originally a reaction to the relatively poor refining processes available from about 1930 to about 1990. The original synthetics were designed for the Army Air Force in WW II. They simply could not make their high- performance turbo-charged radial engines stay alive on the available motor oils of the time.

SIGNAL OIL - Which oil is right for you? The current and previous API Service Categories are listed below. Vehicle owners should refer to their owner's manuals before consulting these charts. Oils may have more than one performance level.

For automotive gasoline engines, the latest engine oil service category includes the performance properties of each earlier category. If an automotive owner's manual calls for an API SJ or SL oil, an API SM oil will provide full protection. For diesel engines, the latest category usually - but not always - includes the performance properties of an earlier category.

SIGNAL OIL - Mineral oil All oils, with their high carbon and hydrogen content, can be traced back to organic sources or space. Mineral oils, found in porous rocks underground, are no exception, as they were originally the organic material, such as dead plankton, accumulated on the seafloor in geologically ancient times. Through various geochemical processes this material was converted to mineral oil, or petroleum, and its components, such as kerosene, paraffin waxes, gasoline, diesel and such. These are classified as mineral oils as they do not have an organic origin on human timescales, and are instead derived from underground geologic locations, ranging from rocks, to underground traps, to sands.

Other oily substances can also be found in the environment, the most well-known being asphalt, occurring naturally underground or, where there are leaks, in tar pits .

Petroleum and other mineral oils, (specifically labelled as petrochemicals), have become such a crucial resource to human civilization in modern times they are often referred to by the ubiquitous term of 'oil' itself. SIGNAL OIL - Organic oils Oils are also produced by plants, animals and other organisms through organic processes, and these oils are remarkable in their diversity. Oil is a somewhat vague term to use chemically, and the scientific term for oils, fats, waxes, cholesterol and other oily substances found in living things and their secretions, is lipids.

Lipids, ranging from waxes to steroids, are somewhat hard to characterize, and are united in a group almost solely based on the fact that they all repel, or refuse to dissolve, in water, and are however comfortably miscible in other liquid lipids. They also have a high carbon and hydrogen content, and are considerably lacking in oxygen compared to other organic compounds and minerals. SIGNAL OIL – Fuel Almost all oils burn in air generating heat, which can be used directly, or converted into other forms of energy by various means, for example, heating water into steam which is funneled into a turbine which turns a huge magnet. This spins and generates electricity. Oils are used as fuels for heating, lighting (e.g. kerosene lamp), powering combustion engines, and other purposes. Oils used for this purpose nowadays are usually derived from petroleum, (fuel oil, diesel oil, petrol (gasoline), etc), though biological oils such as biodiesel are gaining market share. SIGNAL OIL – Lubrication Due to their non-polarity, oils do not easily adhere to other substances. This makes oil useful as lubricant for various engineering purposes. Mineral oils are more suitable than biological oils, which degrade rapidly in most environmental conditions.

Motor oil is a lubricant used in internal combustion engines. These include motor or road vehicles such as cars and motorcycles, heavier vehicles such as buses and commercial vehicles, non-road vehicles such as go-karts, snowmobiles, boats (fixed engine installations and outboards), ride-on lawn mowers, large agricultural and construction equipment, trains and aircraft, and static engines such as electrical generators. In engines there are parts which move very closely against each other causing friction which wastes otherwise useful power by converting the energy to heat. Contact between moving surfaces also wears away those parts, which could lead to lower efficiency and degradation of the motor. This increases fuel consumption and decreases power output and can, in extreme cases, lead to total engine failure.

Lubricating oil creates a separating film between surfaces of adjacent moving parts to minimize direct contact between them, decreasing friction, wear, and production of excessive heat, thus protecting the engine. Motor oil also carries away heat from moving parts, which is important because materials tend to become softer and less abrasion-resistant at high temperatures. Some engines have an additional oil cooler for this purpose.

In petrol (gasoline) engines, the top compression ring can expose the motor oil to temperatures of 320 °F (160 °C). In diesel engines the top ring can expose the oil to temperatures over 600 °F (315 °C). Motor oils with higher viscosity indices thin less at these higher temperatures.

Coating metal parts with oil also keeps them from being exposed to oxygen, inhibiting oxidation at elevated operating temperatures preventing rust or corrosion. Corrosion inhibitors may also be added to the motor oil. Many motor oils also have detergent and dispersant additives to help keep the engine clean and minimize oil sludge build-up.

Rubbing of metal engine parts inevitably produces some microscopic metallic particles from the wearing of the surfaces. Sludge also accumulates in the engine. Such particles could circulate in the oil and grind against the moving parts, causing erosion and wear. Because particles inevitably build up in the oil, it is typically circulated through an oil filter to remove harmful particles. An oil pump, a vane or gear pump powered by the vehicle engine, pumps the oil throughout the engine, including the oil filter. Oil filters can be a full flow or bypass type.

In the crankcase of a vehicle engine, motor oil lubricates rotating or sliding surfaces between the crankshaft journals bearings (main bearings and big-end bearings), and rods connecting the pistons to the crankshaft. The oil collects in an oil pan, or sump at the bottom of the crankcase. In some small engines such as lawn mower engines, dippers on the bottoms of connecting rods dip into the oil at the bottom and splash it around the crankcase as needed to lubricate parts inside. In modern vehicle engines, the oil pump takes oil from the oil pan and sends it through the oil filter into oil galleries, from which the oil lubricates the main bearings holding the crankshaft up at the main journals and camshaft bearings operating the valves. In typical modern vehicles, oil pressure-fed from the oil galleries to the main bearings enters holes in the main journals of the crankshaft. From these holes in the main journals, the oil moves through passageways inside the crankshaft to exit holes in the rod journals to lubricate the rod bearings and connecting rods. Some simpler designs relied on these rapidly moving parts to splash and lubricate the contacting surfaces between the piston rings and interior surfaces of the cylinders. However, in modern designs, there are also passageways through the rods which carry oil from the rod bearings to the rod-piston connections and lubricate the contacting surfaces between the piston rings and interior surfaces of the cylinders. This oil film also serves as a seal between the piston rings and cylinder walls to separate the combustion chamber in the cylinder head from the crankcase. The oil then drips back down into the oil pan. To see these details on a crankshaft, see "How Car Engines Work" at HowStuffWorks or "Types of Lubricating Systems" at Integrated Publishing.

SIGNAL OIL - Other oils While it may still be used in motor vehicles, ATF or Automatic Transmission Fluid is a separate type of specialist lubricating fluid. Varying specifications of ATF are used in automatic gearboxes and some power steering systems, and should not be used to lubricate the engine. It is typically colored dark red to distinguish it from the motor oil and other fluids in the vehicle.

Other non-motor oils include gear or transmission, and differentials oils. These are used in manual gearboxes and driven axles. They could include speciality uses including EP (Extreme Pressure), hypoid, and limited slip functions. Again, they are not to be used for engine lubrication. SIGNAL OIL - Properties Spills of engine oil onto wet concrete create characteristic iridescent (rainbow-hued) stains — a thin layer of oil floats above the water.Most motor oils are made from a heavier, thicker petroleum hydrocarbon base stock derived from crude oil, with additives to improve certain properties. One of the most important properties of motor oil in maintaining a lubricating film between moving parts is its viscosity. The viscosity of a liquid can be thought of as its "thickness" or a quantity of resistance to flow. The viscosity must be high enough to maintain a satisfactory lubricating film, but low enough that the oil can flow around the engine parts satisfactorily to keep them well coated under all conditions. The viscosity index is a measure of how much the oil's viscosity changes as temperature changes. A higher viscosity index indicates the viscosity changes less with temperature than a lower viscosity index.

Motor oil must be able to flow at cold winter temperatures to lubricate internal moving parts upon starting up the engine. Another important property of motor oil is its pour point, which is indicative of the lowest temperature at which the oil could still be poured satisfactorily. The lower the pour point temperature of the oil, the more desirable the oil is when starting up at cold temperature.

Oil is largely composed of hydrocarbons which can burn if ignited. Still another important property of motor oil is its flash point, the lowest temperature at which the oil gives off vapors which can ignite. It is dangerous for the oil in a motor to ignite and burn, so a high flash point is desirable. At a petroleum refinery, fractional distillation separates a motor oil fraction from other crude oil fractions, removing the volatile components which ignite more easily, and therefore increasing the oil's flash point.

Another test done on oil is to determine the Total Base Number (TBN), which is a measurement of the reserve alkalinity of an oil to neutralize acids. The resulting quantity is determined as mg KOH/ (gram of lubricant). Analogously, Total Acid Number (TAN) is the measure of a lubricant's acidity. Other tests include zinc, phosphorus, or sulfur content, and testing for excessive foaming.

Different motor oils are sold for Diesel fuel engines, with many claimed to contain a higher level of detergents and dispersants to keep fine combustion soot in suspension. However, for some brands only the packaging varies (the oil is the same), and in general a diesel engine can use any good quality oil of the correct grade and specification. SIGNAL OIL - Single-grade For single-grade oils, the kinematic viscosity is measured at a reference temperature of 100°C (212°F) in units of mm²/s or the equivalent older non-SI units, centistokes (abbreviated cSt). Based on the range of viscosity the oil falls in at that temperature, the oil is graded as an SAE number 0, 5, 10, 20, 30, 40, 50, or 60. The higher the viscosity, the higher the SAE grade number is. These numbers are often referred to as the weight of a motor oil. The reference temperature is meant to approximate the operating temperature to which motor oil is exposed in an engine.

The viscosity of single-grade oil derived from petroleum unimproved with additives changes considerably with temperature. As the temperature increases, the viscosity of the oil decreases logarithmically in a relatively predictable manner. On single-grade oils, viscosity testing can be done at cold, winter (W) temperature (as well as checking minimum viscosity at 100°C or 212°F) to grade an oil as SAE number 0W, 5W, 10W, 15W, 20W, or 25W. A single-grade oil graded at the hot temperature is expected to test into the corresponding grade at the winter temperature; i.e. a 10 grade oil should correspond to a 10W oil. For some applications, such as when the temperature ranges in use are not very wide, single-grade motor oil is satisfactory; for example, lawn mower engines, and vintage or classic cars. SIGNAL OIL - Multi-grade The temperature range the oil is exposed to in most vehicles can be wide, ranging from cold ambient temperatures in the winter before the vehicle is started up to hot operating temperatures when the vehicle is fully warmed up in hot summer weather. A specific oil will have high viscosity when cold and a low viscosity at the engine's operating temperature. The difference in viscosities for any single-grade oil is too large between the extremes of temperature. To bring the difference in viscosities closer together, special polymer additives called viscosity index improvers, or VIs are added to the oil. These additives make the oil a multi-grade motor oil. The idea is to cause the multi-grade oil to have the viscosity of the base number when cold and the viscosity of second number when hot. This enables one type of oil to be generally used all year, and when multi-grades were initially developed, they were frequently described as all-season oil. The viscosity of a multi-grade oil still varies logarithmically with temperature, but the slope representing the change is lessened. This slope representing the change with temperature depends on the nature and amount of the additives to the base oil.

The SAE designation for multi-grade oils includes two grade numbers; for example, 10W-30 designates a common multi-grade oil. Historically, the first number associated with the W (again 'W' is for Winter, not Weight) is not rated at any single temperature. The "10W" means that this oil can be pumped by your engine as well as a single-grade SAE 10 oil can be pumped. "5W" can be pumped at a lower temperature than "10W" and "0W" can be pumped at a lower temperature than "5W". The second number, 30, means that the viscosity of this multi-grade oil at 100°C (212°F) operating temperature corresponds to the viscosity of a single-grade 30 oil at same temperature. The governing SAE standard is called SAE J300. This "classic" method of defining the "W" rating has since been replaced with a more technical test where a "cold crank simulator" is used at increasingly lowered temps. A 0W oil is tested at -35°C, a 5W at -30°C and a 10W is tested at -25°C. The real-world ability of an oil to crank in the cold is diminished soon after put into service. The motor oil grade and viscosity to be used in a given vehicle is specified by the manufacturer of the vehicle (although some modern European cars now make no viscosity requirement), but can vary from country to country when climatic or mpg constraints come into play. Oil circulates through the piston oil rings to cool and lubricate the compression rings. Inside gasoline engines, the top compression ring is exposed to temperatures as high as 320 °F (160 °C). SIGNAL OIL Many new vehicles are marked to use 5W-20 oil (Honda, Ford, and more recently Toyota) which is not much thinner than a 30 weight oil. Nay-sayers of 20 weight oil's ability to protect engines should note that typically, 30 weight oils shear down into the 20 weight range anyway. Most engine wear is during start-up and warm-up period, where the thinner 20 weight oil's flow is desirable. Overall, lab test results of the wear metals contained in used oil samples show low or lower wear with 20 weight than 30 in applications it is specified for. Some ultra fuel efficient and hybrid vehicles are marked to use 0W-20 oil. For some selective mechanical problems with engines, using a more viscous oil can ameliorate the symptoms, i.e. changing from 5W-20 to 20W-50 may eliminate a knocking noise from the engine but doesn't solve the problem, just "masks" it. Excess amounts of oil consumed by an engine burning it can be addressed by using a thicker oil, a 10W-40 might not burn off as fast compared to a 5W-30. A newer product that also addresses this issue is the "High-Miles" oils now marketed. They tend to be slightly thick for their grades, contain extra additives and seal conditioners. Apparently the formulation of these oils works well in many instances.

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