TRIBOLOGY & LUBRICATION TECHNOLOGY Sep 2016

TLT
T R I B O LO G Y &
LU B R I C AT I O N
T E C H N O LO G Y
12 YEARS
of publishing excellence
SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS
AN
PUBLICATION | SEPTEMBER 2016
HEAVY-DUTY
DIESEL
LUBRICANTS
How theyll impact
fuel standards.
Gear Lubrication
Q&A with Evoniks Aidan Rose
Testing for Biodegradability
Measurement variables
Rust Resistance
Fundamentals of
corrosion protection
Rheology Explained
Tribology at the
dinner table
Career Coach
Should you accept that
job offer?
Digital TLT: Sponsored this month by Acme-Hardesty at www.stle.org.
15
N
IO
IS
S
V R E
E O X
R F O
S D RB
N E
E V A
M O GE
IE PR R
S P E
W A ND
O
E
N
L
F
INTRODUCING
GEAR
RUST, DUST, DEBRIS - WHEN LUBRICANT FILM FAILS,

METAL TOUCHES METAL, BEARINGS SCRATCH,
GEAR TEETH SCORE AND GEARBOXES DIE.
IN A WORLD WHERE INDUSTRIAL GEAR BOXES ARE INCREASING IN POWER DENSITY, PROTECTION TECHNOLOGY IS CRUCIAL
FOR EXTENDING GEARBOX LIFE AND OIL DRAIN INTERVALS WHILE REDUCING OPERATING COSTS.
INDUSTRIAL GEAR MICROBOTZ DEFEND GEARBOXES WITH A PROTECTIVE SHIELD.
AND, AS OEMS INTRODUCE NEW, MORE DEMANDING SPECIFICATIONS, AFTONS GEAR TECHNOLOGIES RISE TO THE CHALLENGE.
HITEC 307 AND HITEC 352 PERFORMANCE ADDITIVES DELIVER EXCELLENT CLEAN GEAR PERFORMANCE; SUPERIOR COMPATIBILITY
WITH PAINTS & SEALS AND OUTSTANDING BEARING WEAR PROTECTION - BUT NOW THEY HAVE ANOTHER ACCOLADE: THEY ARE
BOTH SIEMENS REVISION 15 APPROVED FOR FLENDER GEARBOXES!
AS THE WORKING ENVIRONMENT GETS TOUGHER, THE INDUSTRIAL MICROBOTZ GEAR UP FOR PROTECTION
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2016. Afton Chemical Corporation is a wholly owned subsidiary of NewMarket Corporation (NYSE:NEU).
AFTON, HiTEC, MicrobotzTM and Passion for Solutions are trademarks owned by Afton Chemical Corporation.
Passion for Solutions is a registered trademark in the United States.
Contents
TLT / SEPTEMBER 2016 / VOLUME 72 / NO. 9
10
22
26
FEATURES
10
Special Report
Antioxidants: Key additives
enable lubricants to operate
under more severe conditions
PEER-REVIEWED PAPER (EDITORS CHOICE)
WEBINARS
TECH BEAT
28
Fundamentals of rust
preventives used for
temporary corrosion
protection
But maximizing their

performance depends on
formulating the proper lubricant
and monitoring it during use.
A lot of things can happen

between the steel mill and the
nished metal part. Corrosion
doesnt have to be one of them.
By Dr. Neil Canter
By Dr. Nancy McGuire
46
Tribological Dependence
of the High-Performance
Ferrous-Based Coating
on Different Coating
Counterparts in Engine Oil
By Yongxin Wang, Bin Wang,
Jinlong Li, Fuqiang Ma and
Qunji Xue
BOOK REVIEW
FEATURE ARTICLE
20 MINUTES WITH
22
Aidan Rose
Evoniks global business
director discusses resource
efciency, gear lubrication
and the automotive market.
By David Gray
36
Heavy-duty diesel lubricants:

How will they address fuel
economy in the future?
The imminent availability of
PC-11 lubricants is a focus on
fuel efciency for HD vehicles.
80
A review of Tribosystem
Analysis: A Practical
Approach to the Diagnosis
of Wear Problems.
By Dr. Robert M. Gresham
By Jeanna Van Rensselar

COMMENTARY
26
Be careful what you ask for

When Mans well-intentioned
plans bump up against Mother
Nature, unintended consequences
often are the result.
36
By Dr. Robert M. Gresham
W W W. ST L E .O RG
T R I B O LO GY & LU B R I CAT I O N T EC H N O LO GY
SEPTEMBER 2016
Contents
DEPARTMENTS
58
EDITOR
Evan Zabawski, CLS
Reliability Specialist
Calgary, Alberta, Canada
evan.zabawski@gmail.com
Newsmakers
This months newsmakers
include Chevron Oronite, The
Schaefer Group, Sea-Land
Chemical, ANGUS Chemical
and more.
68
PUBLISHER/
EDITOR-IN-CHIEF
Thomas T. Astrene
tastrene@stle.org
ASSOCIATE EDITOR
Rachel Fowler
rfowler@stle.org
New Products
Silver-colored anti-friction
coating; elemental spectrometers and more.
70
Sounding Board
COLUMNS
What are the biggest obstacles

to using new additives in
nished lubricant formulations?
Presidents Report
STLE stands up for STEM
CIRCULATION
COORDINATORS
Myrna Scott
Judy Enblom
(847) 825-5536
SENIOR FEATURE WRITER

Jeanna Van Rensselar
CONTRIBUTING EDITORS
Stuart F. Brown
Dr. Neil Canter
Dr. Robert M. Gresham
Dr. Nancy McGuire
Debbie Sniderman
ADVERTISING SALES
Tracy Nicholas VanEe
Phone: (630) 922-3459
Fax: (630) 904-4563
tnicholas@stle.org
DESIGN/PRODUCTION
Joe Ruck
TECHNICAL EDITORS
76
Advertisers Index
78
Resources
Keep up to date with the latest
technical literature available in
print and online.
Rheology at the dinner table
Patrick Brutto
ANGUS Chemical Co.
Buffalo Grove, Illinois
Michael N. Kotzalas
The Timken Co.
North Canton, Ohio
Headquarters Report
Vincent Gatto
Vanderbilt Chemicals, LLC
Norwalk, Connecticut
Dr. Anoop Kumar

Royal Manufacturing Co.
Tulsa, Oklahoma
David B. Gray
Evonik Oil Additives
Horsham, Pennsylvania
Shawn McCarthy
Ocean State Oil, Inc.
Riverside, Rhode Island
From the Editor
Did you forget something?
82
Career Coach
Should you accept that job
offer?
This Months Factoids:

Comets, meteors and asteroids
86
Can Stock Photo Inc. / sdecoret
88
On Condition Monitoring
Michael D. Holloway
ALS Tribology
Highland Village, Texas
Complexity in ISFA (in-service

uid analysis): Part XXVIII
Tyler Housel
INOLEX, Inc.
Philadelphia, Pennsylvania
Worldwide
Dr. Robert Jackson

Auburn University
Auburn, Alabama
Testing for biodegradability
Front cover image Can Stock Photo Inc. / logoboom
Copyright 2016 Society of Tribologists and Lubrication Engineers. All Rights Reserved.
TLT magazine is owned and published in print and electronically by the Society of Tribologists and Lubrication Engineers (STLE).
The views set forth in this magazine are those of the authors and not necessarily the views of STLE. Material from TLT magazine
may be reproduced only with written permission from STLE. TLT magazine assumes no liability or responsibility for any
inaccurate, delayed or incomplete information. For more information, contact us at TLT@stle.org.
Subscription and Single Copies: Current volume single copies are $25 (not including shipping and handling). Annual subscription
rate is $225/U.S., $290/international. Prepayment is required before subscription is started. Remittances from foreign countries
must be by international money order or bank draft drawn on U.S. bank.
SEPTEMBER 2016
Dr. Martin Greaves

The Dow Chemical Co.
Horgen, Switzerland
Dr. Mary Moon

Presque Isle
Innovations, LLC
Yardley, Pennsylvania
William Nehart
Calumet Specialty
Products Partners, L.P.
Apple Valley, Minnesota
Jason Papacek
POLARIS Laboratories
Indianapolis, Indiana
Dr. Zulqar Khan

Bournemouth University
Poole, Dorset,
United Kingdom
Dr. Mehdi Shaei

Novelis Global Research
& Technology Center
Kennesaw, Georgia
Dr. Kook-Wha Koh

Chrysan Industries, Inc.
Plymouth, Michigan
Paula Vettel
Novvi, LLC
Emeryville, California
Andras Korenyi-Both
Tribologix, Inc.
Golden, Colorado
Jeff Walkup
Gram & Juhl
Englewood, Colorado
TRIBOLOGY AND LUBRICATION TECHNOLOGY (USPS 865740)

Vol. 72, Number 9, (ISSN-1545-858), is published monthly
by the Society of Tribologists and Lubrication Engineers,
840 Busse Hwy, Park Ridge, IL 60068-2376. Periodicals
Postage is Paid at Park Ridge, IL and at additional mailing
ofces. POSTMASTER: Send address changes to Tribology
and Lubrication Technology, 840 Busse Hwy, Park Ridge,
IL 60068-2376.
W W W. ST L E .O RG
ExxonMobil Basestocks
for todays harder-working lubricants.
Your customers demand more from your lubricants today. Meet the
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For more information, visit exxonmobil.com/basestocks
2015 Exxon Mobil Corporation. All rights reserved.

All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its affiliates unless otherwise noted.
PRESIDENTS REPORT
Dr. Ali Erdemir
STLE stands up for STEM

A team of volunteers introduced 51 Las Vegas high school
students to the world of tribology.
FOR THE PAST SEVERAL YEARS STLE has
hosted STEM camps as part of its annual
meetings. For this years camp, May 16 in Las
Vegas, we were very privileged to have 51 students from the Mojave High School. STEM,
which stands for science, technology, engineering and math, is a nationwide educational effort to raise next-generation professionals for the challenges and opportunities
of the 21st Century.
The fact that we live in a highly mobile,
technology-savvy digital world makes clear
the importance of STEM education. Together
with its many sections, STLE is doing its part
to support STEM through camps, donations
and scholarships. STEM has become an integral part of our modern lifestyle and all that
goes on around us. Can we imagine a life without smartphones, computers, HDTVs and highspeed trains, planes and automobiles?
The short answer is no. There is a lot of
deep-thinking math and engineering principles involved in every one of these technological marvels, so the value of STEM is unquestionable as it literally regulates
everything that goes around us and impacts
every aspect of our lives. Smooth, safe and
long-lasting operations of many of those technological marvels are in part due to advanced
tribological principles that were employed
during their productions. Many moving parts
in complex mechanical systems also rely on
advanced materials, coatings and lubricants
to execute their specic functions.
As the Mojave STEM students entered the
convention center at this years camp, they
were warmly greeted by the smiling faces of
our headquarters staff and many volunteers.
Students wore their conventional attire but
were given a nice T-shirt with the STLE logo
on the front and an I Love Tribology sign on
the back. The shirts were a big hit as almost
all of the students wore them.
Then all of a sudden you were among a
room full of curious young tribologists proac-
Professor Ashlie Martini demonstrates an experiment in friction for Las Vegas high
school students attending the 2016 STLE STEM Camp.
tively participating in 11 different experiments
run by our many academic and industrial volunteers. Running the experiments and seeing the
end results instantly gave the students a real
sense of what tribology is all about and why it
is so important for so many things that we do or
encounter in our daily lives. These kids were really smart in grasping the logic behind each
experiment and asking many relevant questions.
One of the major highlights of this years
STEM camp was a lunch session with retired
U.S. Navy Captain Heidemarie StefanyshynPiper, who shared her experiences as a NASA
astronaut. Captain Piper is one of our STEM
enthusiasts who graciously travelled a long
way to join us at this years camp.
After the STEM camp, students were asked
to express their favorite memory and the
coolest thing they had learned in words and
in drawings. There were so many of them, but
this one summarizes in a nutshell the reections that these kids conveyed: Ive learned
that lubrication is in my life more than I anticipated. My favorite memory is when the
astronaut ate lunch with us. She explained a

lot during lunch and her speech. She is an
amazing and inspirational woman.
STLE thanks Captain Piper and Past President Maureen Hunter, who has graciously assumed the position of STLE STEM Ambassador
this year to make future STEM camps even
more successful and enjoyable. Maureen has
been an advocate for STEM activities for a
long time and we are honored to have her
take on this leadership role. We also thank
ExxonMobil Corp. for its generous nancial
support for our STEM educational and scholarship programs.
Finally, thanks to the real unsung heroes
of this years STEM campthe many volunteers who set up and ran the experiments
with the students.
Ali Erdemir is a Distinguished
Fellow at Argonne National
Laboratory in Lemont, Ill.
You can reach him at
erdemir@anl.gov.
4 A comet is a relatively small solar system body that orbits the sun. When close enough to the sun, they display a fuzzy outline called a coma or tail.
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FROM THE EDITOR

Evan Zabawski
Rheology at the dinner table

A popular condiment explains non-Newtonian ow.
WE HAVE ALL STRUGGLED AT ONE TIME OR
ANOTHER to get the right amount of ketchup
out of a glass bottle. Ketchup never pours
readilyand sometimes pours too quicklyand
each witness to the struggle offers a different
technique to get it right.
employed, including coal tar and sodium benzoate. By 1896 a study deemed that 90% of
commercial ketchups contained ingredients
that posed a health hazard, and Dr. Harvey
Washington Wiley spearheaded efforts against
their use.
Can Stock Photo Inc. / OxfordSquare
One must simply cause

the ketchup to shear
and it will ow readily.
Ketchups origins stem from a seasoned

sauce made from fermented or pickled sh
thought to have been brought by traders
from Vietnam to Southeast China. Around the
late 17th or early 18th Century, British traders sought to recreate the sauce at home,
evidenced by a recipe published in 1732 for
Ketchup in Paste by Richard Bradley, which
referenced Bencoulin [a British settlement
on Sumatra] in the East Indies as its origin.
British recipes did not call for a tomato base
and instead used walnuts, anchovies, oysters or
Jane Austens purported favorite: mushrooms.
The rst known recipe calling for tomatoes wasnt until 1812, but it was still missing
vinegar and sugar. Ketchups popularity rose
due to its nearly year-long shelf life, but the
challenge was year-round preservation of the
tomato pulp obtained during a short growing season. A variety of preservatives were
Dr. Wiley believed high-quality ingredients and proper handling negated the need
for such preservatives, and he partnered
with a ketchup manufacturer whose recipe
called for ripe, red tomatoes (which had
higher levels of the natural preservative
pectin) and much higher levels of vinegar
(which also reduced spoilage). His partners
name was Henry J. Heinz, who began producing ketchup in 1876 and developed a
preservative-free recipe in 1906.
A concoction of tomato paste, vinegar,
sugar and spices is not inherently thick, so
thixotropic xanthan gum is added, which
gives ketchup its non-Newtonian properties. (A Newtonian uid is one whose viscosity does not change relative to time, ow or
stress, and time-dependent non-Newtonian
uids are called thixotropic.) Non-Newtonian
uids, whose viscosity is time independent,
are largely shear thickening (like Oobleck) or

shear thinning (like paint).
These properties prevent the ketchup from
owing off of a hamburger but also are what
makes it so difcult to get out of a bottle.
There is no trick to it; one must simply cause
the ketchup to shear and it will ow readily.
Some people have taken the literal approach
by inserted a knife up the neck of the bottle,
which works best when the bottle is full. In
1983 Heinz introduced the squeeze bottle,
completely negating this effort, since forced
ow through an orice creates the necessary
stress for the viscosity to decrease. Funnily
enough, it took until 2002 before they designed the bottle to be stored upside down so
that partially consumed bottles did not require
shaking to get the ketchup toward the cap.
Returning to our struggle with a glass
bottle, others resort to thumping the bottom
of the bottle. Though this does occasionally
produce positive results, it can be difcult to
control and can produce an excessive glop.
This excess of ketchup is a result of achieving
the yield stress, a point at which the viscosity
decreases by a factor of 1,000.
For best results, rmly tap the sweet
spot of the bottle with two ngers (index and
middle). Just where is that sweet spot you
ask? On a bottle of Heinz it is where the 57
is embossed, a secret that Heinzs Website
claims only 11% of people know, so now you
have joined a reasonably exclusive club.
Ketchup displays thixotropic (it will eventually ow to the bottom of the bottle), shearthinning (squeeze bottle) and yield-stress (big
glop) properties, making it a great example
for learning about rheology.
Evan Zabawski, CLS, is a

reliability specialist based in
Calgary, Alberta, Canada.
evan.zabawski@gmail.com.
6 A comets tail is created as the comet gets closer to the sun, causing water, carbon dioxide and other compounds to sublime from its surface.
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HEADQUARTERS REPORT
Edward P. Salek, CAE / Executive Director
Did you forget something?

LIKE MOST ASSOCIATIONS, STLE enjoys a
membership renewal rate of 80%-85%.
Looked at another way, in any given year we
lose 15%-20% of our members. Fortunately,
our recruiting efforts replace most of those
departures with new members, and we have
kept the total stable at 3,500 members for the
past 10 years.
Reducing the attrition rate would be a
good thing for the organization. However, factors such as job reassignments, career changes and retirements make retention an uphill
battle. But association marketing experts
point to one other factor that suppresses retention ratespeople simply forget about us!
The vice president of a marketing rm
that specializes in association membership
development emphasized that point in a recently released study. He observed, Associations must realize that many members fail to
renew because they simply arent paying
close attention to renewal notices.
STLE goes to considerable lengths to address that situation and get your attention.
Every member receives three dues renewal
notices over a 90-day period before they are
dropped from the rolls for non-payment of dues.
The notices provide multiple payment options.
You can also self-check your dues status
and renewal deadline by logging into your prole on www.stle.org. Several other technology-based programs that support renewal notices and payments are being investigated.
Were also happy to personally assist if you call
STLE headquarters during normal business
hours to check status or process a renewal.
STLEs internal research emphasizes that
membership matters because the benets are
valuable. In STLEs 2016 Association Laboratory Membership Satisfaction study, survey
respondents gave STLE stellar ratings for both
value and relevance. Nearly 90% of the 500
members who participated in the study rated
their overall satisfaction with membership as
8
Can Stock Photo Inc. / jorgophotography
Dont let a memory lapse damage your career prospects.

Keep your STLE membership and certication credentials current.
Nearly 90% of the 500 members who participated in the study rated their overall
satisfaction with membership as high.
high. According to the report, Participants

are highly satised with STLE member benets. Benets with the highest satisfaction
ratings are also the ones considered most
important to the membership decision.
If you are among the more than 1,800
people who have earned one of STLEs certication credentials, it also pays to pay attention when its time to renew every three years.
Factors similar to those affecting membership, such as retirements or job changes,
sometimes result in a non-renewal. But simply
forgetting to renew in the prescribed time
period can be a painful experience. The only
way to reactivate a lapsed certication credential is by taking and passing the certication exam once again.
STLEs strategic plan places renewed emphasis on creation of members-only benets.
As a result the number and variety of high-
Comets are made of ice, dust and small rocky particles.
value exclusive services is growing. Case in

point will be the debut this fall of expanded
professional development tools on the STLE
Website, www.stle.org. Individuals seeking
relevant professional development guidance
and support will have a better experience when
accessing and locating this more focused contentprovided they are an STLE member!
Dont let a simple memory lapse lock you
out of access to this valuable members-only
education resource and from the many other
tangible and intangible benets that accrue
to STLE members.
You can reach Certied

Association Executive Ed Salek
at esalek@stle.org.
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TECH BEAT
Dr. Neil Canter / Contributing Editor
Antioxidants
SPECIAL
REPORT
Can Stock Photo Inc. / pmm
Key additives enable

lubricants to operate
under more severe
conditions
But maximizing their performance depends on formulating

the proper lubricant and monitoring it during use.
KEY CONCEPTS
Three types of antioxidants
are used to protect industrial
lubricants from
from external
fr
factors that will result in
the generation of free
freee
r di ls.
radicals.
Multiple types
type of antioxidants
a ti id ts
are recommended for use
in lubricant
lubrica t applications
lubric
because they complement
compleme t
eachh other.
th .
Evaluating the effectiveness
of antioxidants used in a
specic lubricant
lubrica t requires a
lubric
series of laboratory tests
followed by an assessment
of eld performance.
10
SEPTEMBER 2016
DEMANDS PLACED ON LUBRICANTS TO PROVIDE SUPERIOR PERFORMANCE under more

stressful operating environments over longer periods of time are increasing. This
means that the function that antioxidants perform to protect lubricants is continuing to increase in importance.
With the implementation of two new engine oil specications, as was discussed
in a previous TLT article,1 antioxidants will continue to play an important role
in automotive lubricants. But antioxidants also are an important additive used in
industrial lubricants.
This article furnishes an update on the use of antioxidants in industrial lubricants that includes discussions about critical lubricant applications, how to select
antioxidants, assessing antioxidant performance and future trends.
Input on developments with antioxidants has been obtained from representatives
at the following companies: BASF, Chemtura, Fluitec Industries, King Industries,
Polnox, Rhein Chemie and Vanderbilt Chemical.
FUNCTION OF ANTIOXIDANTS
Oxidation is a multistep process involving a three-step radical process that if left
unchecked will eventually lead to the total breakdown of the components in the
lubricant. In the rst step of the radical process, known as initiation, an external
factor such as heat, severe pressure or the presence of a metal will trigger the formation of a free radical (or unpaired electron) that is derived from one of the organic
components found in the lubricant. Either a bond inside the organic species between
two atoms is broken to form the radical or an electron is subtracted from a molecule
by an oxidized metal.
W W W. ST L E .O RG
Radical Mechanism of Aging and Oxidation/Point of Action of Antioxidants

initation,
radical formation
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Figure 1 | The three-step process describing oxidation involves the initiation, propagation and multiplication of free radicals. (Figure courtesy of
Rhein Chemie Rheinau GmbH.)
Termination Step of Radical Process/Final Results of Oxidation

recombination,
end of radical process
oxidation,
ROOH
ultimate degradation
rarely/unlikely
+ O2
+ O2
CO 2 & H2O
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Figure 2 | Termination of oxidation takes place through recombination of two free radicals as shown in the top reaction. The ultimate oxidation
products as shown in the bottom reaction are carbon dioxide and water. (Figure courtesy of Rhein Chemie Rheinau GmbH.)
The free radical formed is a highly

reactive species that can react with oxygen to form a hydroperoxide radical in
the second step of the radical process.
This is known as propagation because
the additional radicals formed accelerate the decomposition of the lubricant.
The hydroperoxide radicals formed engage in a third step, known as the multiplying step, leading to the formation
of additional radicals.
Dr. Michael Knig, senior manager
application for Rhein Chemie Rheinau
GmbH in Mannheim, Germany, says,
W W W. ST L E .O RG
A second aspect of propagation is that

the peroxides formed can further react
to form additional radicals in a branching and multiplying process. By continuous breaking of bonds, smaller or
even volatile molecules are generated.
A schematic showing initiation, propagation and multiplying is illustrated in
Figure 1.
The only termination step of the
radical process is the recombination
step where two of the free radicals will
combine to form a stable compound in
a reaction that essentially removes free
radicals from the lubricant as shown in

Figure 2.
The termination step is only effective in stopping the process if no more
free radicals are formed during initiation. For this to occur, the external
stresses that are causing the lubricant
to oxidize must stop.
Ultimately, Knig points out that
the nal products of oxidation are carbon dioxide and water, as shown in
Figure 2.
Antioxidants interfere with oxidation through reacting with free radicals
SEPTEMBER 2016
11
to form stable species. STLE-member

Vince Gatto, research director for
Vanderbilt Chemicals LLC in Norwalk,
Conn., says, The two major classes of
antioxidants used in industrial lubricant applications are aromatic amines
and hindered phenols. They are classied as primary antioxidants because
they function to scavenge peroxy radicals in the oil, converting the peroxy
radicals into more stable hydroperoxides. Quite frequently the combination of these two classes are used due
to the known stabilization synergy that
results (basically aromatic amines antioxidants at high temperatures while
hindered phenolics are more effective
at lower temperatures).
STLE-member Cyril Migdal, R&D
director for Chemtura Corp. in Naugatuck, Conn., provides specic examples of aromatic amines and hindered
phenolics. He says, The most widely
used aromatic amine are the alkylated
diphenylamines (ADPAs). Another
radical scavenger aromatic amine type
used is phenyl-alpha-naphthyl amine
(PANA) or its alkylated version, alkyl
phenyl-alpha-naphthyl amine (APANA). The most widely used hindered
phenolic is 2,6-di-t-butyl-p-cresol,
commonly known as BHT. Other examples of hindered phenolics with the
benet of lower volatility than BHT
are 3,5-di-t-butyl-4-hydroxy-hydrocinnamic acid, C7-C9 branched alkyl ester
and 4,4-methylenebis (2,6-di-tertiarybutylphenol).
Secondary antioxidants are a second class that decompose less stable
hydroperoxide radicals to more stable
alcohols. Migdal says, Examples of
secondary antioxidants are zinc dialkyldithiophosphates (ZDDPs), phosphites, suldes and thiocarbamates.
Gatto believes that ashless dithiocarbamates provide some additional
benets. He says, Ashless dithiocarbamates are an example of a supplemental
antioxidant that are used in addition to
aromatic amine and hindered phenolics
to enhance certain specic properties of
the nished industrial uid. They are
synergistic with the aromatic amine
antioxidants and can enhance general
oxidation control but in addition also

can deliver some antiwear benets.
A third type of antioxidant is tertiary antioxidants. Knig says, Tertiary
antioxidants inhibit the formation of
catalysts used in the initiation reaction
(see Figure 1). They typically have the
function of acting as ferrous and nonferrous metal inhibitors.
The two major classes

of antioxidants used
in industrial lubricant
applications are aromatic
amines and hindered
phenols.
An example of a tertiary antioxidant is an alkylated diphenylamine
derivative of tolutriazole. Gatto says,
Alkylated diphenylamine derivatives
of tolutriazole function as both primary antioxidants (scavenging peroxy
radicals) and corrosion inhibitors (passivating metal surfaces). They also are
synergistic with ashless dithiocarbamates.
CRITICAL LUBRICANT
APPLICATIONS
STLE Past President Robert Baker,
technical sales & marketing advisor
for King Industries in Norwalk, Conn.,
says, Very few applications (such as
lost lubricants and once through) do
not benet from the ability of antioxidants to extend the functional life of
the lubricant and prevent premature
failures. There is economic incentive
in most cases with critical applications
being those where the cost of downtime to change out the lubricant is signicantly greater than the cost of the
lubricant itself. Perhaps the most current example may be the wind turbine.
Galen Greene, technical service
manager for BASF Corp. in Tarrytown,
N.Y., agrees and says, Almost every
lubricant needs antioxidants! They are
used across the spectrum of industrial
lubricants, from relatively low-temperature applications such as hydraulic

oils to more demanding applications
where the lubricant is exposed to higher temperatures such as gas turbine oils
and compressor oils.
STLE-member Jo Ameye, general
manager Europe for Fluitec International in Antwerp, Belgium, says,
Antioxidants are needed in any application where the fluids primary
mode of failure is oxidation. Examples
include turbine, compressor and rotating equipment (rust and oxidation formulations) and the new generation of
synthetic gear oils.
STLE-member Ashok Cholli, president and chief technology ofcer of
Polnox Corp. in Lowell, Mass., says,
Lubricant products essentially comprise approximately 85%-95% base
stock oil that basically consists of organic hydrocarbon molecules derived
from petroleum, synthetic or biobased
raw materials. Antioxidants are an essential additive for all applications,
and their use depends upon the nature
and quality of oil and the stability requirements of the end-use application.
Lubricants containing more stable oils
(such as synthetic base stocks) may
need only a very low level of antioxidant, while less oxidatively stable
vegetable oils may require higher treat
levels.
Knig says, All industrial lubricants formulated for long lifetime operations and exposed to heat and/or air
require antioxidants.
Migdal lists criteria involving the
application, lubricant type and application where antioxidants are needed.
He says, The most critical antioxidant
needs are applications where the sustained operating temperature is > 40 C,
the base stock is of poor quality (high
in aromatics and unsaturates), metal
contamination in the lubricant is possible and applications that are intended
to be lled for life.
Gatto discusses operating conditions that place a large demand on
antioxidants. He says, The stress applied to antioxidants is most severe in
applications such as high temperature
12 The name comet comes from the Greek word meaning hair of the head. Aristotle coined the phrase because he observed comets as stars with hair.
Synergy Between ADPA and HP in Turbine Oil

TOST/ASTM D943
HP
W W W. ST L E .O RG
HP + ADPA
2.5
0.8 wt % Total Antioxidant
2
1.5
1
0.5
ANTIOXIDANT SELECTION
4864
4528
4192
3856
3520
3184
2848
2512
2176
1840
1504
1168
836
500
Time (Hours)
Figure 3 | Better results in delaying the onset of oxidation are achieved with multiple antioxidants such as the combination of an alkylated diphenylamine (ADPA) and hindered phenolic
(HP) in the TOST. (Figure courtesy of Chemtura Corp.)
Synergy Between ADPA and HP in Turbine Oil

800
RPVOT/ASTM D2272
700
600
500
400
300
200
HP +
ADPA
ADPA
100
HP
OIT (minutes)
In selection of antioxidants, it is important to use a mixture of aromatic

amines and hindered phenolics to afford the broadest temperature coverage.
Migdal says, At temperatures less than
120 C, hindered phenolic antioxidants
perform very well and are predominately used, however at temperatures greater than 120 C, aromatic amines such
as alkylated diphenylamines are more
effective than hindered phenolics.
The need for multiple antioxidants
is demonstrated in Figure 3 that shows
the evaluation of turbine oils in the
Turbine Oil Oxidation Stability Test
(TOSTASTM D943) and in Figure 4
that shows the same samples examined
using the Rotating Pressure Vessel Oxidation Test (RPVOTASTM D2272).
These studies demonstrate how combining an alkylated diphenylamine
with a hindered phenolic leads to better
oxidation protection than either of the
two antioxidants used by themselves.
Gatto indicates that combinations
of antioxidants represent the best approach for lubricant formulators to use
in order to ensure that the lubricant
will perform up to its capability in a
particular application. He says, The
formulator should use a combination
of hindered phenolics and aromatic
amines plus one or more supplemental antioxidants. This strategy takes
advantage of the performance synergy
between antioxidant classes and generally allows for the lowest cost formulation. Formulators should use hindered
phenolics in combination with aromatic amines plus supplemental ashless dithiocarbamates and supplemen-
ADPA
TAN, mg KOH/g
turbines and compressors, where the

lubricant is exposed to severe environments involving high temperatures,
cold spots and metal contamination
and where water places a large demand
on antioxidants. Even more severe conditions are encountered when temperatures in a specic application are highly
variable. This is due to the potential for
water buildup at low temperatures that
can lead to acid buildup and corrosion
which both accelerate oxidation.
0.5 wt % Total Antioxidant
Figure 4 | The ADPA, HP antioxidant combination also shows better results in the RPVOT.
(Figure courtesy of Chemtura Corp.)
tal alkylated diphenylamine derivatives

of tolutriazole. The ratio among antioxidants is important and needs to be
worked out for each application.
Gatto also gives guidelines for
how hindered phenolics and aromatic
amines should be used. He adds, In
applications where sludge or deposits
is a problem, hindered phenolics are favored. In high temperature applications

where sludge and deposits are less of
an issue, aromatic amines are favored.
Baker is in agreement that multiple
antioxidants should be used. He says,
Even in applications not considered
severe, a mix of chemistries may be
SEPTEMBER 2016
13
14
SEPTEMBER 2016
Antioxidant Synergism
Figure 5 | Formulating with two antioxidants and two metal catalyst passivators leads to superior RPVOT and TOST performance results. (Figure courtesy of King Industries.)
Hydraulic Fluid TOST Study

16000
100
14000
12000
10000
60
8000
40
6000
4000
1000 h TOST Sludge (mg)
80
(modified) TOST Life (h)
more cost effective. Figure 5 shows

an example of data compiled by formulating an ISO VG 46 Group I base oil
with antioxidants. Better performance
results are achieved when the RPVOT
and TOST are run using formulations
with two antioxidants, as well as two
metal catalyst passivators.
Baker also points out an important
factor regarding the heat/temperature
of the application. He says, Oxidation
is a typical reaction for which the rate
doubles approximately every 10 C. Antioxidants are sacricial and are consumed as they perform their function,
so there will be a half-life decrease for
every 10 C increase in the average operating temperature of the lubricant.
Greene feels that antioxidant selection needs to be done by developing a
test program that correlates well with
a specic application. He says, Once a
eld-correlated test program has been
selected and validated, antioxidants can
be selected and validated based on base
uid solubility, regulatory requirements
and performance.
Making a careful selection of antioxidants when formulating can lead to
benecial results as shown in the TOST
study in Figure 6. Greene says, In this
case a hydraulic uid formulated with
an ashless additive package can be supplemented with a mixture of specic
aromatic amine antioxidants. Since the
right antioxidant system is in place, a
lubricant formulator can dial in the
desired TOST performance up to very
high levels without compromising the
uids sludging tendency while keeping
a very low additive treat rate.
Cholli lists three key considerations
that the lubricant formulator must consider in selecting an antioxidant for a
specic lubricant application. He says,
The formulator must know the nature of the base stock and whether it
is derived from petroleum, synthetic
or a biobased raw material. Operating
temperature that the lubricant will be
subjected to must be evaluated as there
are different antioxidants optimized for
low-temperature or high-temperature
performance, and cost-performance requirements must be considered based
20
2000
TOST Life
TOST sludge
0
0.15
0
0
0.05
0.1
% of a Supplemental Aromatic Amine Antioxidant Mixture Added
Figure 6 | Supplementing a hydraulic uid with a mixture of specic aromatic amines enables
the antioxidation performance to be tailored to meet particular operating conditions. (Figure
courtesy of BASF Corp.)
on the price of the antioxidant and its

treat rate.
Knig feels that one other factor
that a formulator must be aware of is
whether the specic antioxidant meets
the regulator requirements of the specic country or region. Migdal points
out that there is an additional step the
formulator must take if the antioxidant
is needed for a food-grade lubricant. He

says, The formulator must select an
antioxidant for a food-grade application that is registered under a certication such as USDAs HX-1 category.
BIOLUBRICANTS
One specic class of base stocks that
is particularly troublesome from the
W W W. ST L E .O RG
DAWN OF A
NEW ANTIOXIDANT
Lubricant Additive
,
ls
hemic
ilt C
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rb
LLC
UL
IS
30 Winfield Street, PO Box 5150, Norwalk, CT 06856-5150

(203) 853-1400 F: (203) 853-1452
petro@vanderbiltchemicals.com www.vanderbiltchemicals.com
Van
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Outstanding Performance
in Both Thin-Film and Bulk
Oxidation Protection
90
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008 100
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02
46
PDSC Evaluation ASTM D6186

55.0
Commercial AO
DT-mPM AO
50.0
45.0
40.0
OIT in Minutes
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0
Day
Figure 7 | A PDSC study shows that an alternative antioxidant technology known as DT-mPM
exhibits superior performance in canola oil versus a commercial antioxidant. (Figure courtesy
of Polnox Corp.)
oxidation standpoint are biolubricants. Cholli explains, In contrast to

petroleum-based lubricants, biolubricants consist of esters of mixed fatty
acids (i.e., saturated, monosaturated
and polyunsaturated) that contain signicant levels of unsaturated components particularly those that are polyunsaturated. The level of unsaturated
components is known to correlate with
increasing oxidative instability.
Cholli maintains that the performance of conventional antioxidants is
relatively ineffective when used with
biolubricants. He says, The most serious issues in using conventional antioxidants are the lack of sufcient reactivity to efciently scavenge the highly
reactive free radical intermediates that
propagate oxidation chains in polyunsaturated oils and the sacricial nature
of conventional existing antioxidants
that makes them incapable of functioning as antioxidants once they scavenge
a free radical.
An alternative antioxidant technology known as DT-mPM has been found
to be a better option for lubricant for16
SEPTEMBER 2016
mulators. Cholli says, This technology

exploits a unique regenerative mechanism to improve the antioxidant performance by multiple times to provide
a signicant improvement in efcacy
over conventional products.
Performance data showing the effectiveness of DT-mPM versus a commercial antioxidant are shown in Figure 7.
The two antioxidants are each added
separately at a 2% treat rate to canola
oil and metal catalysts (iron and copper) and their effectiveness compared
using the Pressure Differential Scanning Calorimetry (PDSC) test procedure, ASTM D6186. Both samples are
heated at 135 C for seven days and the
oxidation induction time (OIT) determined on a daily basis and charted in
Figure 7.
Cholli says, Subjecting the canola
oil containing DT-mPM to pro-oxidant
metal catalysts and a temperature of
135 C for four days leads to an identical OIT compared to the canola oil
sample after it is just blended with 2%
of a commercial antioxidant (see arrow
in Figure 7). The DT-mPM antioxidant
provides strong performance under severe conditions compared to a commercial antioxidant that has not even been
subjected to the harsh experimental
conditions.
Figure 7 also reveals that even after seven days of exposure of heat and
metal catalysts to the oil, the DT-mPM
antioxidant outperforms and maintains
its superior efcacy compared to the
commercial antioxidant, according to
Cholli.
Baker points out that the type of
base stock used in the biolubricant
is critical in determining whether an
antioxidant will be effective. He says,
Natural oils simply cannot be inhibited to withstand any signicant heat
and are restricted to more or less ambient applications. The life of formulated
conventional and many synthetic uids
can be compared using the TOST in the
thousands of hours; however, inhibited
natural oils are at best in the hundreds
of hours and biodegradable synthetics
can only be compared without the addition of water.
Figure 8 on Page 17 compares the
performance of petroleum, natural oil
and synthetic ester base stocks with an
appropriate treat rate of the same antioxidant blend in the TOST and the
RPVOT. The natural oils display inferior oxidation characteristics compared
to the petroleum base oils and the saturated biodegradable, synthetic ester.
Baker adds, For more demanding applications that require or desire
biolubricants, it is necessary to move
toward synthetic esters and utilize the
benet of antioxidant blends similar to
those that have been demonstrated in
petroleum base stocks.
Knig believes that hydrolysis of
biolubricants is as important as oxidation. He says, Hydrolysis products of
esters promote the radical formation
and aging of esters. This means that
esters need as much protection from
hydrolysis as from oxidation and aging of esters by radical reactions must
be distinguished from aging by hydrolysis. One challenge faced by lubricant
formulators is the main types of antioxidants are not readily biodegradable,
W W W. ST L E .O RG
so care must be taken by lubricant formulators in developing biolubricants

that only contain antioxidants that are
non-bioaccumulative and exhibit low
aquatic toxicity.
Greene is in agreement and states
that formulating biolubricants is constrained by regional specications. He
says, Specications for biolubricants
in specic global regions (e.g., the European Eco-Label) often limit which
antioxidants can be used and the treat
rate that may be used.
Migdal offers suggestions for what
antioxidants to use in formulating unsaturated biolubricants. He says, In
general, higher doses of antioxidant are
required and even then biolubricants
will not be as oxidatively stable as low
unsaturated counterparts. Antioxidants
such as PANA and APANA generally
work well in vegetable oils and other
ester base stocks whether bio-derived
or not.
Gatto also feels that combinations
of aromatic amine-based antioxidants
are useful in working with biolubricants. He says, Alkylated diphenylamines should be used with alkylated
phenyl-alpha-naphthylamines and a
supplemental antioxidant such as the
ashless dithiocarbamates.
DIFFERENTIATE ANTIOXIDANT
PERFORMANCE
The best approach to differentiate antioxidant performance is through running a series of laboratory tests (recognizing that no bench test simulates all
the possible operating conditions to be
encountered). Details on the available
tests can be found in the ASTM Fuels and Lubricants Handbook.2 Baker
says, Four of the most common uid
lubricant oxidation tests are the TOST,
RPVOT, PDSC and the Cincinnati Milacron thermal stability test (see Table
1). It should be noted that automotive
engine oils are typically confronted
with conditions not common to most
industrial applications and industrial
bench tests are generally not considered predictive of engine performance.
Gatto offers his thoughts for evaluating antioxidants. He says, My pref-
Multicomponent Ashless R&O Package

Bench Test Results by Base Oil
Figure 8 | The challenge in protecting natural oil-based lubricants from oxidizing as compared
to other base stocks is shown in this RPVOT and TOST study. (Figure courtesy of King Industries.)
erence is to use one bulk oil oxidation
test (dry TOST or Indiana Stirring Oxidation Test (ISOT)), one thin lm oxidation test (PDSC) a varnish or sludge
test (Cincinnati Milacron Thermal Stability Test or 1,000 hour TOST) and a
deposit test (Panel Coker). The RPVOT
is used by the lubricants industry as an
antioxidant screener for turbine and
compressor oils, although the test was
not designed for that purpose.

Besides the PDSC, Ameye offers
other tests for evaluation of antioxidants in order to differentiate their
performance. He says, Linear Sweep
Voltammetry (LSV) is used to measure the content of aromatic amines
and hindered phenolics in turbine oils
through the ASTM D6971 and D6810
test methods, respectively. FT-IR mea-
Common Fluid Lubricant Oxidation Tests

Test Method
Description
TOST ASTM D943

Standard Test Method for
Oxidation Characteristics of
Inhibited Mineral Oils
Commonly referred to as the Turbine Oil Oxidation

Stability Test, perhaps the bench test that best
correlates to reality. Unfortunately well-inhibited
oils run thousands of hours. There are several
similar bench tests that produce results in less
time, mostly by accelerating conditions.
RPVOT ASTM D2272

Oxidation Stability of Steam
Turbine Oils by Rotating Pressure
Vessel
The test is used to measure the remaining life of inservice oils by comparing the current result to the
new oil value. It is not intended to compare the
performance of different oils; however, it is
commonly used for screening because the results
are in minutes rather than hours and is helpful in
comparing similar AO variations.
PDSC ASTM D6186

Oxidation Induction Time of
Lubricating Oils by Pressure
Differential Scanning Calorimetry
This test provides fast results with very small

samples and is useful in screening; however, ASTM
states, no correlation has been established
between the results of this test method and service
performance.
Cincinnati Milacron Thermal

Stability ASTM D2070
Standard Test Method for Thermal
Stability of Hydraulic Oils
A well-recognized test that includes oxidation as an

occurring mechanism with copper and iron
catalysts added to the fluid sample evaluated at
135 C for one week.
Table 1 | (Table courtesy of King Industries.)
Short-term comets like Halleys Comet have orbital periods of fewer than 200 years. Long-term comets have orbital periods of more than 200 years. 1 7
sures the concentration of hindered

phenolics in lubricants and high-pressure liquid chromatography/gas chromatography are two methods that also
can be used to measure the concentration of antioxidants in lubricants.
Migdal feels that a series of tests can
be used to properly differentiate antioxidant performance. He says, The PDSC
can be tailored for use under different
pressures, temperatures, atmospheres
and catalysts. The RPVOT is used to
simulate an environment of 150 C in
applications where water may be present. The TOST is used in steam turbines, where water is present and is run
at a temperature (95 C) that simulates
the low temperature of this application.
For gas turbines, a relatively new test
method known as the Determination of
the Oxidation Stability and Insolubles
Formation of Inhibited Turbine Oils at
120 C was developed and is known as
ASTM D7873.
Migdal continues by stressing that
Specications for biolubricants in specic global

regions often limit which
antioxidants can be used
and the treat rate that
may be used.
statistical experimental design (SED)

methodology should be used to maximize the information obtained from a
series of environmental stress tests used
to evaluate antioxidant performance.
He says, SED is the best technique
to identify synergistic or antagonistic
effects between additives. Variables to
consider when setting up an SED to
evaluate antioxidants include: additive
concentration, end-use temperature
range, presence/type of metal ions, oxi-
dation in bulk or thin-lm and whether

to include water.
Greene indicates that eld performance will drive customer perception
about the value of the lubricant and
counsels that test programs should be
tailored to evaluate the performance
parameters that matter. He says,
Combinations of parameters such as
viscosity control, acid number control,
sludge and deposit control must be
prioritized with regard to the specic
application. Many well-understood, industry-standard bench-and-rig tests are
available for industrial lubricants and
OEM specications can offer a guide to
which tests are appropriate for which
applications.
Cholli prefers to use the PDSC to
assess antioxidant performance. He
says, The PDSC is a direct method that
detects the heat generated as a result
of exothermic processes that are occurring due to the reaction of heat and
oxygen with the lubricant oil molecules
We Bring Lubricants, Biolubricants, & Fuels

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Our regenerative antioxidant additive
products based on Polnoxs DT-mPM
technology provides unsurpassed
protection against oxidation,
significantly extending the service life
for polymers, lubricants and fuels.
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Polnox Corporation, 225 Stedman Street Unit 23, Lowell MA 01851 USA
18
SEPTEMBER 2016
W W W. ST L E .O RG
in auto-oxidation reactions. It is simple

to correlate the role of antioxidants to
retard such exothermic reactions by
measuring the time required to go to
the auto-oxidation stage under the
isothermal conditions of the test. The
PDSC also is highly accurate and reproducible, requires only a small amount
of sample and more importantly does
not take a long time to run.
Knig cautions that evaluation of
antioxidants may actually take a long
period of time. He says, Sometimes,
it is necessary to run long-term tests to
cover all aspects of complex antioxidant mechanisms.
ADDITIVES THAT COMPLEMENT

ANTIOXIDANTS
Secondary and tertiary antioxidants
work to supplement the performance
of primary antioxidants. Greene says,
Most machines are made of metals
that can play a role in accelerating
oxidation by catalyzing the hemolysis
Radical scavengers and/or

peroxide decomposers can
be added in an attempt to
slow down the oxidation
process.
of O-O bonds in the peroxides that

inevitably form in a lubricant. Minimizing the catalytic activity of metals
through the use of a robust corrosion
inhibitor and metal deactivator system
is an important element in formulation of an industrial lubricant with a
long service life.
Migdal points out that there is a
second class of metal deactivators besides the triazoles that are effective in
preventing metal ions (i.e., Fe+2, Cu+2)
from catalyzing oxidation of the lu-
bricant. He says, The second class

is the chelating type that can attach
themselves to metal ions in solution
keeping them from catalyzing the oxidation process. An example of a chelator is N,N-disalicylidene-1,2-propanediamine.
Gatto feels that sulfur- and phosphorus-free molybdate esters act synergistically with antioxidants. He explains, Both of these additive types are
not very effective antioxidants, but they
synergize alkylated diphenylamines
and sulfurized compounds. This approach has been used in engine oils but
has not been tried as much in industrial
lubricants. One reason for their use in
engine oils is that molybdate ester also
are synergistic with zinc dialkyldithiophosphates.
EXTEND OPERATING LIFE OF AN

OXIDIZED LUBRICANT
All of the respondents caution that
once oxidation of a lubricant starts,
Performance and service that are
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W W W. ST L E .O RG
SEPTEMBER 2016
19
Improve Oxidation Control While Reducing Sludge
Formulated in Group II ISO 32 Base Oil

900
Antioxidants
62.5 %
Corrosion
Inhibitor
6.25 %
Rust Inhibitor
12.5 %
Diluent Oil
18.75 %
35
800
700
Sludge Fail
30
25
600
500
20
400
15
300
10
200
100
ASTM D2070 (mg of sludge)
Experimental
Turbine Package B
0.8 % Treat Rate
ASTM D2272 (mins)
it will continue to accelerate, in many

cases exponentially, making it difcult
to stop and leading eventually to the
need to replace the lubricant. A few
suggestions are offered below.
Greene says, One approach is to
top treat the lubricant with an antioxidant, but this can lead to unpredictable
results and is generally unadvisable.
This is because the antioxidant system
is carefully balanced, and it is highly
possible an end-user would upset this
balance leading to worse performance.
Knig agrees that addition of antioxidants may be helpful if the lubricant
system has not reached a critical situation. He says, Radical scavengers and/
or peroxide decomposers can be added
in an attempt to slow down the oxidation process.
Ameye says, Two steps to take are
to remove oxidation and degradation
products by chemical ltration to prevent further base-oil degradation and
to replenish with fresh antioxidants.
Cholli says, Where oil contamination is limited, it may be possible to
consider replenishing the lubricant system with fresh oil at regular intervals to
maintain performance.
Baker suggests the use of another
additive type to minimize the presence
of insoluble species if the lubricant
system has not reached the point of
no return. He says, Addition of a dispersant may be helpful in reducing the
presence of sludge or varnish formation
that can result from oxidation.
Gatto claims that use of a highly rened base oil gives the lubricant enduser more of a chance to stabilize the
situation. He says, If a lubricant based
on a Group I base oil has started degrading, then not much can be done.
But lubricants formulated with Group
II, III and IV base stocks have a very
high oxidation stability and usually
do not degrade to a large extent in the
presence of antioxidants. Monitoring
antioxidant depletion in the system
can be used to nd the optimum point
where antioxidant replenishment is feasible. This is usually at a stage where
between 50% and 75% of the antioxidant is depleted.
0
Turbine Package
w/ 0.2
% VANLUBE
w/0.2%
AOX
top407
treat
Figure 9 | Addition of the proper top treat can boost antioxidant performance as shown in the
evaluation of a turbine oil using the TOST and a thermal stability test. (Figure courtesy of
Vanderbilt Chemicals LLC.)
Ultimately, Gatto considers all of

these approaches to extend the operating life of the oxidized lubricant to be
operationally challenging and technically complex. Some are only temporary measures requiring the lubricant
to eventually be changed to avoid
equipment failure, he says.
Gatto also indicates that a new
antioxidant shows good performance
in initial testing and can be used in a
broad range of base stocks including
Group IV oils and PAG-based uids.
He says, This antioxidant has a key
benet of boosting uid resistance
to oxidation without compromising
sludge control. Normally this is very
difcult to do.
Figure 9 shows RPVOT and sludge
control data prepared from a turbine oil
formulated with a Group II base oil and
0.8% of a turbine oil package containing antioxidant, corrosion inhibitor,
rust inhibitor and diluent oil in the listed percentages. Introduction of 0.2%
of the new antioxidant as a top treat
boosts the RPVOT while lowering the
milligrams of sludge to an acceptable
level as evaluated using ASTM D2070,
a method that is done to evaluate thermal stability of industrial lubricants.

Gatto adds, This work demonstrates that a top treat can work if the
correct formulation approach is used.
ASSESSMENT OF
CURRENT ANTIOXIDANTS
The increasingly stressful operating
conditions for lubricants means that
there is need to assess the performance
characteristics of the currently available
antioxidants. Ameye says, A better
synergy needs to be achieved between
different types of aromatic amines and
hindered phenolics. Better antioxidant
solutions are needed on the newer generation of steam and gas turbines and
radial/centrifugal compressors because
they tend to use smaller oil reservoir
volumes that have less dwell time leading to additional oxidative stress.
One other area where improvement
is needed is in hydraulic uids. Ameye
says, More hydraulic oils need to be
enhanced with primary antioxidants
such as aromatic amines and hindered
phenolics instead of relying on secondary antioxidants.
20 Records of humans observing Halleys Comet go back thousands of years, with appearances noted by Babylonian, Chinese and European star gazers.
Baker points out that a big challenge for the lubricants industry is the
lack of new antioxidants to work with
in new and existing products. He says,
Registrations of new antioxidant candidates have become more difcult and
expensive, which is virtually precluding the development of new chemistries. The continuing challenge is to
seek cost-effective synergies of existing
chemistries.
FUTURE TRENDS
Future trends revolve around the
continuing use of more highly rened
petroleum oil base stocks, synthetic
base stocks and the need to nd ways
to keep lubricants based on these
materials operating effectively over
longer lifetimes. Higher rened and
modern base oils promise a longer
lifetime, says Knig, while end-user
requirements for oxidative stability
of lubricants increase. The required
stabilitieseven in higher refined
and modern base oilscan only be
achieved by use of optimized antioxidant and/or industrial oil packages.
Cholli emphasizes that biobased
lubricant use will continue to grow as
will the challenges associated in using
them. He says, Increased environmental awareness in society to minimize
the consequences of pollution coupled
with increased regulatory requirements
are expected to drive the development
of lubricant additives that are non-toxic and environmentally friendly. The
trend also may include using raw materials from renewable resources (biobased) in manufacturing of additives
in order to lessen dependence on the
petroleum-based chemicals that dominate the world today.
Migdal points out that the lubricants industry trend away from Group
I base oils will leave a need for integrating a specic antioxidant type into
future formulations prepared with
more highly rened base oils. He says,
Blending of hydrocarbon syntheticbased lubricants may require an additional antioxidant because the natural
antioxidant present in Group I base oils
is removed in processing more highly
W W W. ST L E .O RG
rened base oils. The antioxidant that

lubricant formulators may need to add
is generally the secondary type or hydroperoxide decomposers.
Baker sees that maximizing lubricant performance in the future will
only be part of an overall strategy by
the end-user to maximize the performance of the system. He says, Increas-
Sometimes, it is necessary
to run long-term tests
to cover all aspects of
complex antioxidant
mechanisms.
ing attention is being paid to a system
approach to equipment operation and
maintenance, such that the benet of
prolonging the functional life of the
lubricant to the system as a whole is
recognized (versus the cost of the lubricant alone).
Greene focuses on the greater demands that end-users are facing, which
puts more pressure on antioxidants to
effectively perform. He says, Customers continue to expect lower cost of
ownership including longer service
intervals and higher energy efciency.
This means longer lubricant life at
higher operating temperatures. More
and higher performing antioxidants
will be needed to meet these expectations.
Gatto specically discusses the opportunity to conduct proper condition
monitoring of compressor and turbine
oils to extend lubricant performance.
He says, An enormous opportunity
exists for extending the useful life of
certain compressor and turbine oils via
antioxidant replenishment. The technology already exists to do this with the
key being proper condition monitoring
of the service lubricant and having the
right systems in place for removing
contaminants that build up over time.
Using the right combination of antioxidants that can be easily monitored in
the turbine oil and easily replenished at

the appropriate time is essential. This
can potentially provide enormous cost
savings to the power generation industry if developed properly.
Gatto continues, Another opportunity exists for higher temperature,
more thermally stable antioxidants providing superior deposit control. Such
technology already exists for aviation
lubricants but is exceedingly expensive. Cost reduction for this technology becomes a challenge because it
may require the development of a new
molecule that is costly and can take
many years.
Ameye points out that longer lubricant life will lead to reduced maintenance costs and improved reliability in lubricant applications. He says,
Higher use of antioxidants in insulating/transformer uids is needed as the
lubricants industry has switched from
naphthenic to parafnic base oils.
It is clear that antioxidants will continue to be an important additive type
that is required to protect lubricants
from the more demanding operating
conditions they face on a daily basis.
Finding better ways to use antioxidants
in specic combinations for particular
applications and working to better
monitor lubricant systems are two ways
that the industry will be able to maximize their value in the future.
Neil Canter heads his own

consulting company, Chemical
Solutions, in Willow Grove, Pa.
Ideas for Tech Beat items
can be sent to him at
neilcanter@comcast.net.
REFERENCES
1. Canter, N. (2015), GF-6, PC-11
and dexos1: New engine oil
specications mean new additive
challenges, TLT, 71 (9), pp. 1024.
2. Totten, G., Ed. (2003), Fuels and
lubricants handbook: Technology,
properties, performance and testing, ASTM International.
SEPTEMBER 2016
21
20 MINUTES WITH
By David Gray
Aidan Rose
Evoniks global business director discusses resource efciency,
gear lubrication and the automotive market.
Aidan Rose is the global business director,

driveline and industrial gear oils, for
Evonik Oil Additives USA, Inc. With more
than 20 years at Evonik, he has held a variety of business roles in Europe and
North America. Hes currently responsible
for their global automotive and industrial
transmissions and gear business.
Rose started his career with a major
Aidan Rose
U.S.-based oil company where he gained
technical and marketing experience in a
broad range of lubricant and fuels applications.
A physics graduate from Imperial College London, based for many
years in the U.S., he led the introduction and market development of a
new generation of VI improver polymers that deliver improved fuel
efciency and durable service life for lubricants.
He leads a business team focused on providing cost-effective and
advanced technology components to oil marketers, and in specic
cases, creating fully developed formulation solutions for the industry.
22
SEPTEMBER 2016
W W W. ST L E .O RG
Can Stock Photo Inc. / gina_sanders
AIDAN ROSE The Quick File
TLT: What do you think your background adds to your team?

Rose: Its a pleasure to lead a team that
works closely with creative industry experts and formulators. I trust my experience has ensured we have the projects
balanced between immediate application needs and the longer term perspective of changing industry demands and
issues, especially from OEMs.
My past responsibilities in testing,
both vehicle emissions and conducting eet test programs, have helped us
move in this direction at Evonik, condent we can demonstrate transmission
efficiency improvements with high
quality data, especially as it has to be
readily accepted by our customers and
the industry in general.
We continue to do fundamental research on next generation additives, a
strength the industry well recognizes
in polymethacrylates from Evonik, and
will continue to participate in longer
term projects. Im convinced the customers get a better offering and nal
outcome because weve checked more
boxes before they see the materials. Its
not our customers job to develop our
products for us. We work hard to understand the market, encourage customers to share their perspective and
help dene what they want from us.
We share our learnings at conferences
and regional industry meetings and
believe the industry benets from the
ow of expert papers and publications
for knowledge sharing. A little selfishly, theres also company promotion
and the benets for individuals as part
of their career development and peer
recognition.
With past experience coordinating
new product market introductions, Ive
worked to ensure we have a practical,
selective view on what we need to develop and that our customers receive
robust, effective experimental and
branded additives, with good supporting data. This can take more resources
and effort with longer lead times before
pre-commercial sampling, or a creative
approach, if we work to optimize a tailored product in formulations for im-
portant customer projects.

All this is made possible by continued demand from the market for improved energy efciency solutions and
the commitment from Evonik to be in
this business segment for the long term.
My scientic background has always made for easy technical dialogues
and comprehension. I guess I have a
mechanical bent, and with some phys-
The complete powertrain

system has been
challenged to continue
to improve efciency.
ics, I can usually make some contributions when physical uid phenomena
are on the agenda. I stopped playing
under the car hood years agosystems
got way too complex for an amateur
like me. Motorcycles proved to be easier, even though electronics are changing there as well.
TLT: Describe the industrys biggest

gear challenge today.
Rose: In automotive markets, its all
about OEMs meeting emissions targets, and a key contributing element is
the drive for constant improvement of
drivetrain fuel efciency.
In industrial markets, we see technical challenges to ensure durable service life, especially in large gearbox
systems such as wind turbines. There
is a growing trend to search more intensively for industrial energy efciency opportunities, where well-designed
lubricants can demonstrate less power
loss and deliver measurable cost benets to end-users. We are developing
our NUFLUX technology to serve
this need, for example, in general industrial gear oils.
Lubricants for gearboxes, whether
automotive or industrial, continue to
develop to service evolving and diverse
mechanical designs. They are expected

to last longer (in some cases provide
ll-for-life), run reliably at higher temperatures and manage this with lower
sump/system volumes.
For example, hybrid transmission lubricants may need to ensure
performance for both mechanical and
electrical component cooling, provide
gear and bearing wear control and meet
some challenging materials compatibility issues.
As automotive transmission designs
vary considerably and serve various
vehicle emissions requirements, the
lubricant suppliers must continue to
provide tailored, highly cost-effective
lubricants for automotive drivetrain
energy efciency and service life. Our
challenge is to align with and contribute to this goal.
TLT: It seems a lot of the lubricants

industry is focused on resource efciency right now. Are you involved
in any projects that bring resource
efciency to new markets?
Rose: Absolutely. Our DRIVON
technology is generating a signicant
number of customer and OEM projects
where improved fuel efciency is a key
attribute.
For example, for formulators with
the option to select high-performance
viscosity index improvers, either as
alternatives to traditional OCP in engine oils or for improved viscometrics
in ATF-type uids, there is increasing
interest in new polymer structures over
conventional linear systems. One such
example is Evoniks COMB polymers.
They deliver durable, fuel-efficient
performance gains, often for lower viscosity formulations, while still retaining high-temperature high-shear and
load-carrying performance.
We have seen up to 4% overall drivetrain fuel efciency improvements over
conventional oils. This level of improvement gets attention in a market where
OEMs can be motivated to consider less
than 1% economy improvements.
Some of these projects have already
transitioned into ongoing business, so
Halleys Comet can be seen with the naked eye from Earth every 75-76 years, although the time period has stretched to 79 years.
23
its gratifying to see these returns on

our investment. This is no small issue,
as the research and development timelines are typically several years long
and the signicant costs involved are
sustained by our core business.
The long-established focus on engine oil fuel economy is accompanied
by a parallel focus on ATF efciency improvements. The complete powertrain
system has been challenged to continue to improve efciency, and given

the complexity of engine-transmission
integration, it has to be optimized as
a whole entity. Perhaps an even bigger
challenge is for lubricants to become
more of an intrinsic design element in
engines and transmissions from the outset, and for the cost-benet balance to
be better recognized by OEMs.
You Use It.

Calcium, Barium Sodium Sulfonates
Neutral, Overbased, Natural, Synthetic
Oxidized Waxes and Petrolatums

Various acid values, esters and soaps
Rust Preventive Packages

Calcium or barium sulfonate-based
Water displacing and water-emulsiable
Emulsier Packages
Soluble and semi-synthetic bases
For naphthenic and parafnic base oils
Metalworking Processing Additives

Corrosion inhibitors, amides and
lubricity additives
Gelled Calcium Sulfonates

Oil, solvent and water soluble
We Manufacture It.
TLT: Is there any legislation that is

actually holding back promising new
developments?
Rose: Generally we dont see legislation
holding us back. If anything, the regional
and national emissions and fuel efciency legislation changes encourage us to
develop improved performance from our
automotive viscosity index improvers.
Nevertheless, we typically introduce
new products to the market with full
global product registrations to meet
customer needs and certainly this is an
issue. Registration timelines and growing and potentially signicant costs
weigh in the consideration. This becomes especially important as we adopt
new raw materials and intermediates to
expand our product portfolio. Therefore, we work especially close with customers on tailored products to ensure
good transparency and understanding.
Specically one aspect of legislation that comes to mind are national
regulations requiring extreme low-temperature uidity for wind turbine gear
oils in regions where turbine systems
would never experience these environmental extremes. To prevent damage from highly viscous oils, wind turbine manufacturers require preheating
lubricants prior to circulating pump
activation and system rotation. While
it could be that special oils are needed
for a few extreme winter locations, in
general, this only serves to limit enduser lubricant choices where no risks
exist. We think a more pragmatic approach could address variations in location and lubricant types, would expand
competition and still serve to fully protect gearbox operations.
TLT: What would you like

to be your legacy?
ISO 9001-2008
4302 James P. Cole Boulevard, Flint MI 48505 (810) 785-3165

sales@additivesinternational.com www.additivesinternational.com
24
SEPTEMBER 2016
Rose: Satised customers, new products in development and my colleagues

busy as always working to overcome
the next challenges this industry so
readily creates!
You can reach Aidan Rose at aidan.rose@
evonik.com.
W W W. ST L E .O RG
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built on a high level
of collaboration
Add Oronite.
Relationships built on trust, integrity and exibility help drive us to new

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COMMENTARY
Dr. Robert M. Gresham / Contributing Editor
Be careful what you ask for

When Mans well-intentioned plans bump up against Mother Nature,
unintended consequences often are the result.
Can Stock Photo Inc. / vencavolrab
kilowatt-hour for electricity

ONE OF HUMANITYS INHERENT
due to intense scal support
WEAKNESSES is that somefor green energy. The average
times we are so certain about
American only spends 10.4
the veracity of what we think
cents per kilowatt-hour.
and about the consequences
Another problem is that
of our enlightened actions,
Germanys wind and solar
thoughts or deeds. Some of
power systems have prothis must come from the bevided too much power at
lief that we are the highest
unpredictable times, which
form of animal and theredamaged the power grid and
fore know everything. But of
made the system vulnerable
course we dont.
to blackouts. Grid operators
There are any number of
paid companies $548 million
environmental disasters we
to shutter turbines to x the
have created for ourselves
problem, according to a sur(sometimes with the best of
vey by the business magazine
intentions) because we acted
There
is
always
more
than
one
way
to
solve
a
problem,
but
Wirtschaftswoche of Germawithout properly considering,
usually only one solution is truly optimal, and that one is
nys largest power companies.
perhaps due to arrogance, the
usually driven by economics and sustainability.
The German government
unintended consequences of
plans to cap the total amount
our actions. Anyone living in
of wind energy at 40%-45% of
the U.S. South can attest to
national capacity, according to a report
we thought we were going to improve
the insidious nature of kudzu, a plant
published earlier this month by the Geron natures handiwork.
imported to the U.S. from Japan in 1876
man newspaper Berliner Zeitung. GerA more recent example is the heavthat gained widespread popularity in the
many will get rid of 6,000 megawatts of
ily
subsidized
wind
and
solar
energy
1930s and 1940s to help control erowind power by 2019.
program in Germany. According to
sion. Well, it certainly does that. Kudzu
And if that werent bad enough, dea Daily Caller article titled Germany
grows really well in the South and has
spite the cutbacks to wind power, the
Votes To Abandon Most Green Energy
caused problems for many years by
German government estimates that it
Subsidies by Andrew Follett, an energy
over-shading trees and shrubs so much
will spend more than $1.1 trillion and environmental reporter, Germanys
it kills them. Plus it is nearly impossible
nancially supporting wind power, even
legislature voted July 9 to sharply cut
to get rid of once established. As kids,
though building wind turbines hasnt
back on subsidies and other nancial
for a prank, we would plant kudzu in
achieved the governments goal of acincentives supporting green energy
someones yard if we didnt like them.
tually reducing carbon dioxide (CO2)
due to the strain wind and solar power
Nice! The photo on Page 27 shows how
placed on the countrys electricity grid.
kudzu, now considered a noxious weed,
emissions to slow global warming.
The rst problem is cost. Germacan cover whole trees and forests.
The amount of money owing into
nys government plans to replace most
Im sure you can come up with
European green energy from governof the subsidies for local green energy
some examples of such things in your
ments and the private sector collapsed
with a system of competitive auctions
own experience, such as the pythons
from $132 billion in 2011 to $58 bilwhere the cheapest electricity wins.
infesting Florida and other well-intendlion last year, according to a May reThe average German pays 39 cents per
ed assaults on our environment where
port by a British auditing rm. Green
26
While the coma over Halleys Comet can stretch up to 100,000 km across, the nucleus
Imported to the U.S.

from Asia to prevent
erosion, kudzu grows
so fast that it can
kill entire forests by
blocking out the sun.
energys failure to meet reliability and

cost goals were the primary reasons
for declining investment. Europe has
poured $1.2 trillion into the green energy industry to ght global warming,
but its CO2 emissions and power bills
just keep rising.
The enormous German utility Rheinisch-Westflisches Elektrizittswerk
(RWE) was forced by the government
to shut down many of its protable nuclear reactors and build expensive wind
and solar power alternatives. The governments mandate to replace nuclear
reactors with wind or solar power cost
more than $1.1 trillion. The company
has a 46% chance of going bankrupt
within the next two years, according
to investment groups.
The massive amount of money Germany poured into green energy is a
direct result of the governments decision to abandon nuclear energy after
the Fukushima Daiichi nuclear disaster
in Japan galvanized political opposition. Nuclear power made up 29.5% of
Germanys energy in 2000. The share
dropped to 17% in 2015, and by 2022
the country intends to have every one of
its nuclear plants shut down. This shift
caused Germanys CO2 emissions to actually rise by 28 million tons each year
after Germanys nuclear policy changed.
Nuclear powers decline has created
an opening for coal power, according to
a Voice of America article published in
November. Coal now provides 44% of
German electricity.
That is quite a shift from altruistic
environmental goals to environmental
goals driven by harsh economics and
the reality of technical limitation.
As I was writing all this, I received a

serendipitously and timely email from
STLE-member Dr. Mathias Woydt, who
also is from Germany. He attached an
unpublished manuscript of his that directly addresses the point I am laboring
to make. He poses several questions:
Will the sustainable use of natural
resources, non-natural resources and
management of wastes in the future be
an environmental or, better, economical
objective? Or is it more likely that
the availability of resources threatens
our level of prosperity in an age of rising population awaiting access to amenities as well as scarcities of food and
water in some regions?
Woydt reminds us, The traditional
political or regulatory circuit for preserving the environment is: The use of
non-renewable resources, such as metals, minerals and hydrocarbons and the
associated generation of byproducts and
wastes, gives rise to numerous impacts
on the environment and human health.
Thus, we mistakenly have the notion
that these impacts can only be managed
through taxation and regulation.
Woydt believes both the European and global models of prosperity are
much rather jeopardized by the shortage of resources than by CO2 emissions.
With increasing demand of a growing
world population, resources will become more expensive. Economic access
to resources as a basis for the model
of prosperity will soon turn into a social issue. I think we are seeing that
in some of the rhetoric in our current
political agellations.
He goes on: Environmental protection only tackles the symptoms even if
is only around 15 km (9.3 miles) long, 8 km (5 miles) wide and 8 km thick.
there is an urgent need for it (in terms

of pollutants). The solution is not an
elaborate geostrategic model but the
sensible, efcient and sustainable use
of resources, which eventually will
also reduce CO2 and pollutants much
quicker than regulations mandated by
politics and legislation. I think he is
correct.
Woydt observes: It is noteworthy
that the American Petroleum Industry
has declared for engine oils the energyconserving designation as obsolete and
switched now to resource-conserving
designations. Perhaps that is an example of this trend.
Certainly these stories highlight examples of the best of intentionsand
the unintended consequences that can
arise. One can only hope that we as a
global society can learn and quickly
adapt. Over the years, Ive found there
is always more than one way to solve
a problem, but usually only one solution that is truly optimal, and that one
is usually driven by economics and
sustainability. Also, one can only hope
that our leaders can learn to set environmental policy based on sound judgments and not always politics and selfinterest. Probably thats a little (OK, a
lot) nave on my part. I just dont want
to be overrun by kudzu.
So be careful what you ask for.
Bob Gresham is STLEs director

of professional development.
rgresham@stle.org.
27
WEBINARS
Dr. Nancy McGuire / Contributing Editor
Fundamentals of
RUST PREVENTIVES
used for temporary
corrosion protection
Can Stock Photo Inc. / Rost9
KEY CONCEPTS
Rust preventive lms provide weeks to months of corrosion protection.
Sulfonates, waxes and oils in rust preventives
prev ti s interact synergistically to
to keep water away
a ay from metal
metal surfaces.
su aces.
Rust preventive testing evaluates a range of attributes, including
in uding corrosion protection
pr ecti n and water separation.
28
SEPTEMBER 2016
W W W. ST L E .O RG
MEET THE PRESENTERS

This article is based on a Webinar originally presented by STLE University on Nov.
5, 2014. Fundamentals of Rust Preventives Used for Temporary Corrosion Protection is available at www.stle.org: $39 to STLE members, $59 for all others.
Greg Moran is a project manager, technical services, with The Lubrizol Corp.s
metalworking group. He has 24 years of experience with rust preventive additive
technology, development, formulation, applications and testing. Greg received
his bachelors of science degree in chemistry from the University of Pittsburgh
at Bradford. He worked as a research and development chemist for anticorrosion
product development with RPM Inc.s Alox metalworking additives business. After
Greg Moran
Ben Faber
Lubrizol acquired Alox, Greg joined Lubrizols metalworking group. You can reach
Greg at gregory.moran@lubrizol.com.
Ben Faber is the metalworking North America product manager at The Lubrizol Corp. where he has worked for seven years. He is a Certied
Metalworking Fluids Specialist. He has a bachelors of science degree in chemistry from Case Western University, and he began his career
doing research and development of rust prevention products. His current focus is on product management. You can reach Ben at ben.faber@
lubrizol.com.
A lot of things can happen between the steel mill

and the nished metal part. Corrosion doesnt have
to be one of them.
IN THE JOURNEY FROM A STEEL MILL TO A FACTORY MAKING FINISHED PARTS, metals are often
subjected to machining processes, heat treatments, chemical washes and other aggressive
operations. There are many instances in this
journey where unnished metal is exposed to
corrosive environments that require temporary corrosion protection. Keeping corrosion
at bay requires the right kind of protection
for each stage of the process.
Rust preventives are not the same as the
corrosion inhibitors that protect metal surfaces during machining and grinding. Corrosion inhibitors, surface-active additives
that are soluble in metalworking uids, are
typically composed of organic acid salts or
similar compounds. Corrosion inhibitors
are effective at protecting metal that is immersed in a cutting uid, and they provide
a few weeks of protection if the cutting uid
residue is left on the metal.
Rust preventives are applied as barrier
lms to metal surfaces after the machining
and grinding stages. They displace water and
protect metal parts from corrosive environments during shipping or storage.
Roller bearings, for example, could be
W W W. ST L E .O RG
ooded with a water-based coolant during

the nal polishing step. If the coolant is left
on the metal, it could stain and corrode the
bearings, so after polishing the bearing assembly is dipped into a rust preventive to displace the coolant and leave a protective lm.
Rust preventives are used in many other
applications for temporary corrosion protection, including protecting unnished pipe,
steel consumer products, car underbodies,
steel fasteners and coiled steel. They are often chosen in applications where removal is
important.
MARKET SUMMARY
Rust preventives are generally included in
the metalworking uids market because they
share many of the same suppliers and customers. In 2012 an estimated 300,000 tons
of metal protecting uids were used around
the worldabout 12% of the total market for
metalworking uids.1
Asia uses about half of the worlds supply
of rust preventives, driven in a large part by
Chinas large metal parts exporting industry,
which requires parts to be protected during
shipping. The remainder of the market is
SEPTEMBER 2016
29
split about evenly between the Americas and Europe. Asian markets use solvent-based or oil-based protective uids almost exclusively. These uids also
dominate in American markets, representing about 80% of market share. European markets, where environmental
regulations can be more stringent, uses
a higher percentage (about 40%) of water-based rust preventives.1
Metal Sulfonates
Waxes
Oils
Oxidized Waxes
TEMPORARY VERSUS PERMANENT

Painting metal surfaces is another way
to keep rust away from nished parts,
but not every metal surface can be or
needs to be painted. For example, parts
that will later be put through a metal-forming application should not be
painted. Alternatively, some metal parts
that have a short life cycle are better
served with a short-term rust preventive instead of a long-term paint.
Permanent coatings, of which paints
are one example, are typically 25200
microns thick and can be applied as
multiple coats. Many are water based,
and they are applied to clean, dry surfaces. These coatings can be durable and
damage-resistant, providing protection
against hundreds to thousands of hours
of exposure to corrosive environments.
Rust preventives are typically applied as a single coat that is 220 microns thick. Most rust preventives are
solvent based, and they can be applied
over oily, wet or soiled surfaces. These
coatings are meant to be temporary
they are typically removed after they
have served their purpose. They are
also easily damaged, but when left intact they can provide as much as 200
hours of protection against salt spray
(one common way to measure protection against corrosion and the basis of
several standard testing methods).
FORMULATING RUST PREVENTIVES

Many rust preventives are made by
mixing additives into a diluent of
choice. The diluent can make up 80%95% of the nished uid, and it is generally chosen based on the desired lm
characteristics as well as other factors
like ash point and volatile organic
compound (VOC) emissions.
30
SEPTEMBER 2016
Finished Rust
Preventative
Preventive
13
Figure 1 | Metal sulfonates combine synergistically with waxes or oxidized waxes to form a
corrosion protection layer over a metal surface. Oils or solvents act as diluents. (Figure courtesy of The Lubrizol Corp.)
Solvent-based diluents, including

mineral spirits, evaporate off and are
not a part of the dried protective lm.
This makes for a more durable lm,
but the solvent fumes can cause health,
safety and environmental problems, as
well as concerns because of their lowash point.
Oil-based diluents provide rust
protection as well as lubrication. Their
VOC content is lower than for solvents
but not completely absent. Because oil
diluents are a part of the nal lm, the
coated part will have an oily surface
and will never fully dry. Traditional rust
preventives use naphthenic oils, but
cost-effective Group II parafnic oils
are gaining in popularity. Older additives may not dissolve well in parafnic
oils, but newer additive packages with
better solubility are now available.
Water is an attractive diluent because it is inexpensive and has no VOC
content. Water fully evaporates and is
not a part of the nal lm, which increases the protection offered by the
lm. However, drying times are slow
and impurities (e.g., hard water minerals) can be a source of problems.
Water-based rust preventives do not
effectively displace water, so additional
cleaning may be necessary to remove
coolant residues prior to application of

the rust preventive.
Rust preventives are formulated
using a mixture of additives with the
formulator carefully balancing performance with cost. Ingredients commonly used in rust preventives include
waxes, sulfonates, oils and specialty ingredients (see Figure 1).
Waxes, which are highly crystalline and have a aky texture, often are
oxidized to improve their performance.
Oxidizing a wax, oil or petrolatum
produces a product with more chemical polarity, lower crystallinity (which
gives it a smoother texture) and a lower
melt point. These chemical changes
produce a rust preventive with a stronger attraction to a metal surface, better
solubility and better lubrication.
Metal sulfonates are typically salts
of sulfonic acids with barium, calcium
or sodium. These polar compounds enhance the ability of the rust preventive
to wet the metal surface, giving a more
intact and uniform coating. The sulfonates afnity to metal can displace
water from the metal surface. Metal
sulfonates also assist in solubilizing the
waxes and oxidized waxes in the uid.
Barium and calcium sulfonates offer the best water-displacement prop-
W W W. ST L E .O RG
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Wax/Oxidate
Hydrophobic
Tail
Polar Head
Metal Surface
Sulfonate
Figure 2 | Metal sulfonate molecules have polar heads that bind to metal surfaces, driving off
water. Their long organic tails become entangled with the long molecular chains from the wax
component, forming a water-repellent protective layer. (Figure courtesy of The Lubrizol Corp.)
erties, while sodium sulfonate is best

for making emulsiable (water-based)
rust preventives. Barium presents some
environmental concerns, but some regions continue to use barium sulfonate
because historically it was known to
separate water better than calcium and
sodium sulfonates. However, improvements in rust preventive formulation
have produced calcium sulfonate-containing uids with equal or better water
separation performance compared with
barium sulfonate.
Metal sulfonates have hydrophilic
(polar) heads that adhere (chemisorb)
to metal surfaces and hydrophobic
(nonpolar) tails that protrude away from
the metal and provide a barrier lm. The
organic tails of the sulfonates can vary
in molecular weight and branching, and
the number of tails can vary.
Metal sulfonates by themselves provide a barrier between a metal surface
and the outside environment, but that
lm can have defects that leave parts of
the surface exposed. Wax or oxidized
wax molecules become entangled with
the hydrophobic tails of the sulfonate
molecules, forming a more robust,
more hydrophobic lm than either the
sulfonate or wax component alone. For
example, 10% of either a sulfonate or
an oxidized wax in a solvent might provide 30 days of protection to a metal
part in a humidity cabinet (a common
testing environment). However, a 10%
combination of wax and sulfonate
could provide more than 60 days of
protection (see Figure 2).
Specialty ingredients also are added
for niche products to enhance protec32
tion against acid fumes and provide

better surface wetting and a range of
other properties. Formulating metal
protection uids requires a balance between several factors, including performance factors (barrier properties, wetting and water separation) and the cost
and solubility of various components.
RUST PREVENTIVE REMOVAL

Rust preventives can be applied using a
dip tank, sprayer (conventional or electrostatic), roller, brush or by wiping,
and the application method often depends on the size and shape of the part.
After the lm has served its purpose, it
is removed, commonly using alkaline
degreasing cleaners. Clean removal of
High performance Medium performance

calcium
calcium
the rust preventive is essential to the

performance of subsequent processing
steps like painting, phosphating or galvanizing, or welding.
To see how well a rust preventive
coating can be removed after use, The
Lubrizol Corp. does an in-house cleaning test. Panels coated with a rust preventive are allowed to dry completely,
and then soaked in a 5% alkaline
cleaning solution. During the soak,
the panels are submerged halfway in
the cleaning solution, where they sit
for 7.5 minutes at 45 C. Afterward, the
panels are rinsed with deionized water
and dipped into a copper sulfate plating
solution. Panels where the rust preventive has been cleanly removed show a
more uniform copper plating. Harder
to clean formulations show gaps in the
plating, indicating that the rust preventive was not well removed by the
cleaner (see Figure 3).
Interestingly, the copper plating test
shows that barium sulfonate products
are more difcult to remove compared
to calcium sulfonate products. This
might lead to the assumption that barium-based products offer more protection against corrosion. However, the
salt spray test described below reveals
that traditional barium and calcium sul-
High performance Medium performance

barium
barium
Figure 3 | Dipping test panels into a copper plating solution shows differences in the ease of
removal of various rust preventive uids by an alkaline cleaning solution. Here, barium sulfonate lms are removed less completely than similar calcium sulfonate lms. (Figure courtesy
of The Lubrizol Corp.)
A meteoroid is a small rock or particle of debris in our solar system. They range in size from dust to around 10 m (33 feet) in diameter.
fonate products protect about equally

well against corrosion, while new-generation calcium sulfonate products offer
much better protection (see Figure 4).
TESTING METHODS
Several standard methods are used to
evaluate and compare the performance
of rust preventives. Some tests use a simulated environment to accelerate corrosion, while other tests evaluate rust prevention under actual usage conditions.
In ASTM B117 Salt Spray, an accelerated testing method for extreme
atmospheres, test panels are housed in
a chamber held at 35 C. A 5% aqueous
sodium chloride solution is continuously sprayed throughout the chamber.
Coated metal panels are run to failure
(disregarding the outer eighth-inch of
the panel). The test method does not
provide a criterion for failurethe vendor and the customer generally dene
suitable criteria. The Lubrizol Corp.
denes failure as more than 5% rust
on the surface of the panel.
W W W. ST L E .O RG
&

'

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Figure 4 | Having a rust preventive (RP) lm that is difcult to remove does not guarantee the
best protection against corrosion. Top to bottom: traditional barium and calcium sulfonate
products offer less corrosion protection than either of two new-generation calcium sulfonate
products. (Figure courtesy of The Lubrizol Corp.)
ASTM D1748 Humidity Cabinet is

an accelerated testing method for indoor storage. The test chamber is held
at 49 C and 100% relative humidity.
Polished carbon steel test panels are

run to failure, dened as one or more
dots of rust larger than 1 mm, or four
or more dots of any size. Again, the
SEPTEMBER 2016
33
RP A = Traditional barium
RP B = Traditional calcium
RP C = New gen. calcium #1
RP D = New gen. calcium #2
Photos taken 2.5 minutes into
the water separation test
Figure 5 | In this water separation test, shown after 2.5 minutes, a traditional barium sulfonate product expelled 20 mL of water (out of 25 mL
added), and a traditional calcium sulfonate product only separated out ve mL. Two new-generation calcium sulfonate products separated out
all 25 mL of water. (Figure courtesy of The Lubrizol Corp.)
outer eighth-inch of the test panel is

disregarded, as well as areas surrounding the holes for the hanger hooks.
The salt spray test gives results much
more quickly than the humidity cabinet
test. Coated test panels can withstand
as much as 60 days in a humidity cabinet without showing signs of corrosion,
whereas salt spray can initiate corrosion
in the rst couple of hours. The speed
of the salt spray has made it a common
test method, even though metal parts
in a given application might never be
exposed to salt in actual use.
A stack stain test based on the military specication MIL-C-22235A can
determine the effects of water contamination, heat and metal-to-metal contact
on coiled or stacked metal surfaces.
Test panels are coated with a neat rust
preventive solution or one contaminated with water and stacked in a sandwich arrangement. The panel stack is
stored for 24 hours at 82 C. Failure is
dened as any sign of staining or rust.
This test is useful for situations where
air does not penetrate between the layers of metal. Here, corrosion does not
appear as red rust, but rather as a dark

stain. Specially formulated non-staining rust preventive uids are called for
in this situation.
A rust preventives ability to displace water from a metal surface can be
tested using MIL-PRF-16173E. Clean
test panels are submerged in distilled
or deionized water for ve seconds and
then immediately submerged in rust
preventive solution for 15 seconds. The
panels are stored in a static humidity
chamber at 25 C for one hour. Failure
is dened as any sign of rust, mottling
or surface stains.
For rust preventives applied by dip
application, water carried on the part
into the dip tank can interact with a
rust preventive uid, which can reduce
its ability to offer effective protection.
One method for measuring water separation is ASTM D1401. The Lubrizol
Corp. has its own water separation test,
in which a room-temperature mixture
of 75 mL rust preventive solution and
25 mL water is placed into a 100-mL
graduated cylinder and inverted six
times. The time needed to separate
out all 25 mL of water is recorded

anything less than five minutes is
considered good. This method can be
modied to better simulate specic
real-world conditions (see Figure 5).
The protection that rust preventive
uids offer may be only temporary, but
this protection is a key factor in reducing loss during storage and shipping,
making these uids a worthwhile investment.
Nancy McGuire is a free-lance writer based in Silver

Spring, Md. You can contact her at nmcguire@
wordchemist.com.
REFERENCES
1. Kline and Co. (2014), Global metalworking uids: Market analysis
and opportunities. Report #Y650C.
Available at www.klinegroup.com/
reports/y650series.asp.
34 A meteoroid that burns up as it passes through the Earths atmosphere is known as a meteor. The shooting stars we see are actually meteors.
Mark Your Calendars!
2016 STLE
Tribology
Frontiers
Conference
The Drake Hotel Chicago
Nov. 13-15, 2016
Please mark your calendars

for the 2016 TFC, Nov. 13-15 in
Chicagos historic Drake Hotel.
Well again gather an international community

to share tribologys most cutting-edge research.
Come join us for three information-packed days
with tribologys top minds--youll leave with a better
understanding of how your companys products
will fit into an ever-evolving technical future.
Visit www.stle.org for program updates,
online registration, and hotel reservations.
See you in Chicago!
Cutting-edge tribology research

Networking
Industry Recognition
Leadership Opportunities
Invited Speakers
International Community
Idea Sharing
Can Stock Photo Inc. / rudi1976
Places of Interest The Art Institute of Chicago Museum of Science and Industry
Field Museum Shedd Aquarium Willis Tower Lincoln Park Zoo
John Hancock Building Navy Pier Millennium Park Michigan Avenue shopping
Follow us on:
Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068 info@stle.org www.stle.org 847-825-5536
FEATURE ARTICLE
Jeanna Van Rensselar / Senior Feature Writer
Heavy-duty
diesel lubricants
KEY CONCEPTS
PC-11
C standards
t d d will achieve
ac e e a 9%-23%
9% 23%
reduction in emissions and fuel
consumption from affected HD vehicles
over 2010 baselines.
Lower viscosity equals lower CO2
e issio s andd improved fuel
emissions
ue efciency.
Through additives, formulators have
been able to lower viscosity without
compromisi g performance and
compromising
durability, but
b t there
the e is still
th
stt lll a limit
lli t as
to how low viscosity can go.
Because PC-11 lubricants
l b
ts aree new and the
understanding
d t d g of how
ho they perform is
not yet complete,
complete experts say oil analysis
may be more important than ever.
36
SEPTEMBER 2016
How will they address fuel

economy in the future?
AS MUCH AS 30% OF THE OPERATING COSTS OF A COMMERCIAL TRUCK FLEET

are attributed to fuel. A 1% increase in fuel economy might not seem like
a lot, but it would result in signicant reductions in both fuel consumption and CO2 emissions.
If every U.S. truck increased its fuel economy by just 1%, it could
save eet and owner operators combined an estimated $2.5 million a
day and reduce annual CO2 emissions by four million tonsthis is the
equivalent of removing 23,000 trucks from the road (see Cummins Rock
Solid Rules for Trucks and Fuel Economy).1
In addition to private eet owners, one of the major beneciaries of
improved fuel consumption in heavy-duty (HD) vehicles is the military.2
Fuel consumption is a signicant burdennot just in cost but more so
in terms of logistics. More fuel-efcient military vehicles would be able
to operate with less fuel on the battleeld, which would mean a greater
W W W. ST L E .O RG
CUMMINS ROCK SOLID RULES FOR TRUCKS AND FUEL ECONOMY3

Every 2% reduction in aerodynamic drag results in approximately 1% improvement
in fuel economy.
Above 55 mph, each 1-mph increase in vehicle speed decreases fuel economy by 0.1 mpg.
Worn tires provide better fuel economy than new tires, up to 7% better fuel economy.
Used lug drive tires can get up to 0.4 mpg more than new lug tires.
Ribbed tires on the drive axles provide 2%-4% better fuel economy than lugged tires.
Every 10 psi that a trucks tires are underinated reduces fuel economy by 1%.
The break-in period for tires is between 35,000-50,000 miles.
Tires make the biggest difference in mpg below 50 mph; aerodynamics is the most
important factor over 50 mph.
The most efcient drivers get about 30% better fuel economy than the least
efcient drivers.
The imminent
availability of
PC-11 lubricants
is a focus on
fuel efciency
for HD vehicles.
range of operation without refueling in

highly volatile conditions.
Dan Arcy, global OEM technical
manager, Shell Lubricants, and chairman of the Proposed Category 11 (PC11) New Category Development Team,
says that improvements in fuel economy for HD vehicles have been gradually
taking place. In a lot of respects, we
have been working on fuel economies
for HD vehicles for a long time, he
says. We have seen a trend over the
years of looking at everything that contributes to fuel consumption. I rememW W W. ST L E .O RG
Can Stock Photo Inc. / ziss
Idle time is costly. Every hour of idle time in a long-haul operation can decrease fuel
efciency by 1%.
ber when trucks rarely turned off; they

were either driving or idling the whole
time. Fleet owners started to look at
those thingswhere they were wasting fuel. So, for example, we are seeing
auxiliary power units that reduce the
amount of idle time while still allowing
the driver to stay comfortable.
OEMs, aftermarket customizers and
eet owners themselves have made
improvements through low-rolling
resistance tires, aerodynamic design
changes and add-ons, automatic tire
ination systems, driver training and
idle management.
One way to improve fuel efciency
is by lowering viscosity. But the challenge continues to be: How do we do
that without compromising engine durability and performance?
WHY NOW?
The existing CJ-4 oil specication, introduced in October 2006, has been
the standard longer than nearly all
diesel engine oil categories. In 2010
the National Highway Trafc Safety
Administration together with the EPA
announced regulations that would
reduce the level of greenhouse gas
(GHG) emissions and require fuel
economy improvements for mediumT R I B O LO GY & LU B R I CAT I O N T EC H N O LO GY
and heavy-duty vehicles. The new

regulations, which are being phased in
from 2014-2018, impose fuel-efciency
targets based on the vehicles size and
weight. The toughest GHG regulations
will be enforced in 2017 (see U.S. Emission Regulations).
Vehicles impacted include combination tractor/trailers, pickup trucks,
buses, vans and vocational service vehicles. Together these vehicles are the
U.S. transportation segments secondlargest and fastest-growing contribu-
U.S. EMISSION REGULATIONS

The greenhouse gas and fuel economy
standards that were jointly issued by
EPA and the National Highway Trafc
Safety Administration in 2011 mandate
reduction of CO2 emissions and fuel
consumption in medium- and heavyduty vehicles. Emissions and fuel
economy standards vary by model
year and vehicle class. In general the
target is up to 20% improvement over
baseline 2010 model-year vehicles.
Tougher standards have already been
proposed that will require even better
fuel economy over the next 10 years.
SEPTEMBER 2016
37
tor to oil consumption and GHG emissions. The heavy-duty sector addressed
in these joint rules accounts for nearly
6% of all U.S. GHG emissions.
These nal standards will achieve
a 9%-23% reduction in emissions and
fuel consumption from affected tractors
over 2010 baselines.4
Certain semitrucks will be required
to achieve up to 20% reduction in fuel
consumption and GHG emissions by
model year 2018, saving up to four gallons of fuel for every 100 miles traveled.5
API PC-11 is a new generation of
HD engine oils that will facilitate compliance with the new regulations (see
PC-11 Sequence Tests). The date of rst
license for PC-11 oil, now called API
CK-4 and API FA-4 oils, is Dec. 1. To
comply with these new regulations,
there have already been signicant
diesel engine design changes such as:
Diesel engine downsizing: 15 L to
13 L
PC-11 SEQUENCE TESTS

There are seven engine sequence tests that have been carried over from the current
API CJ-4 category and two new sequence tests that have been added: Volvo T-13 and
Caterpillar Oil Aeration Test. These nine tests are as follows:
Mack T-11. Evaluates a lubricants ability to mitigate soot-related viscosity increase.
Mack T-12. Measures the engine oils ability to protect against ring and liner wear.
Caterpillar 1N. Evaluates engine oils for certain high-temperature performance
characteristics such as the ability to protect against carbon and lacquer deposit
formation with aluminum pistons and oil consumption.
Caterpillar C13. Tests piston deposit and oil consumption with iron pistons (see Figure 1).
Cummins ISB. Evaluates the engine oils ability to prevent slider valve-train wear.
Cummins ISM. Evaluates an engine oils ability to protect turbocharged, aftercooled four-stroke cycle diesel engines equipped with EGR against valve-train wear,
lter plugging and deposit formation under soot conditions.
RFWT. Roller-follower wear test to evaluate soot-induced wear in roller-followers.
Volvo T-13. Evaluates engine oils resistance to oxidation and bearing corrosion.
Caterpillar Oil Aeration Test. This is an aeration test to evaluate the oils ability to
resist/release entrained air.
Down speeding: 1,600 rpm to

1,200 rpm
Advanced combustion design
Active oil temperature control
Variable valve timing
Start/stop technology.6
The new PC-11 diesel engine oils
will play a pivotal role in supporting
new design changes and complying
with new regulations by increasing
fuel economy through lower viscosity
grades and improving engine durability through advanced additive formulations and careful base oil selection.
The Engine Manufacturers Association (EMA) requested that the new
category for lubricants be split into
subcategories, one that meets current
heavy-duty criteria (> 3.5cP hightemperature high-shear [HTHS])7 and
one that provides fuel efciency benets while maintaining durability (decreased HTHS) (see Figure 2). The proposal presented by the EMA includes
performance specications to address:
Improved oxidation stability
Compatibility with and protection
from biodiesel
38
Figure 1 | The wear rates for iron (top) and aluminum (bottom) were nearly identical for
all three oils. In all three cases, microscopic wear particles show early break-in wear followed by a reduction to a consistent low wear rate. (Graphic courtesy of Dan Arcy and Shell.)
A meteoroid that survives falling through the Earths atmosphere and collides with the Earths surface is known as a meteorite.
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Figure 2 | No discernible difference in wear was observed between engines using the prototype low-HTHS viscosity oil and
the two higher viscosity oils. In fact, the engine using the prototype oil had a notable lack of wear. The cam lobe, piston and
wrist pin bushings pictured here were observed to be in a very
good state after running for 520,398 miles with the prototype
oil. The contact areas of these components are critical for wear
protection, as they are subjected to extreme pressures with
high heat and friction. (Photo courtesy of Dan Arcy and Shell.)
Shell has played a leading role in the development of the

new engine oil categories, with Arcy serving as NCDT Chair.
Anyone can request a new category and ask API to develop one, Arcy explains. With PC-11 the request was for a
new performance standard to protect next generation engines
that would reduce GHG emissions and provide improvements
in fuel economy. In this case there was a need for improved
oxidation protection, aeration control, improved shear stability and thinner oils for fuel economy. There also was a request
for biodiesel compatibility, but the NCET didnt see that as a
challenge that needed to be addressed. So that was removed.
The team reviewed the requests and made a recommendation.
He continues, We had meetings every six weeks or so.
Phase 1 took six months; Phase 2 took four years. During that
time ASTM determined standards for tests and composed the
pass/fail limits for each.
TWO NEW CATEGORIES

PC-11 introduces two new performance standards (see Figure 3):
CK-4. Oils that provide increased engine protection at traditional viscositiesmaintaining the performance of CJ-4
Better aeration control

Better protection against scufng/adhesive wear
Improved shear stability.
It was after receiving the request and conducting preliminary research that the API determined the need to establish
two new performance categories.
SPECIFICATION PROCESS
The development and approval of an engine oil is a threephase process:
Phase 1. The New Category Evaluation Team (NCET) is
formed, which consists of manufacturers (EMA), oil marketers (API) and additive companies (American Chemistry
Council). The focus of the NCET, through a consensus
process, is to review the request and evaluate the need for
a new specication.
Phase 2. The New Category Development Team (NCDT)
is formed to oversee the specication and test method
development and to agree to any additional guidelines.
The NCDT is structured with four functional work groups
(API, ASTM, ACC and EMA) that report to the NCDT.
Each of the four groups has specic responsibilities. In
addition, ad hoc work groups from SAE and engine test
laboratories are asked to participate. The NCDT uses a
consensus process to develop the category. Once the category and the tests have been dened, the rst licenses are
scheduled for issuance.
Figure 3 | A quick overview of two new PC-11 engine oils.

(Graphic courtesy of Dan Arcy and Shell.)
Phase 3. This is the category implementation.8

40
SEPTEMBER 2016
W W W. ST L E .O RG
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At BASF, we combine lubricant know-how with our chemical

expertise to develop additives that provide premium performance. Our solutions can help improve energy efficiency, better
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customers greater flexibility to formulate differentiated lubricants
that preserve the limited resources of our increasingly populated
world. When equipment lasts longer, consumes less energy
and lubricants go longer between oil changes, thats because at
BASF, we create chemistry. If you are interested in our products
please contact us: lubricant-additives@basf.com
www.basf.com/lubes
oils in higher viscosity grades, such

as 15W-40 (see Figure 4). These oils
would provide additional oxidation stability, resistance to aeration,
scufng and adhesive wear and increased shear stability.
Licenses on Dec. 1, 2016
Is backward compatible with

API CJ-4, API CI-4+, etc.
Covers XW-40 and XW-30 viscosity grades (X = 0, 5, 10 or 15)
Minimum 3.5 cP HTHS
Has the same limits on sulfur,

phosphorus and sulfated ash as
CJ-4
Is compatible with after-treatment systems.
FA-4. Oils at lower viscosities that

yield better fuel economy and meet
the same performance requirements
(but might compromise protection
in older engines, thus limit backward compatibility).
Licenses on Dec. 1, 2016
Has limited or no backward

compatibilityany backward
compatibility depends on the
OEM
Covers only XW-30 viscosity

grade (X = 0, 5 or 10)
Has a viscosity range between

2.9-3.2 cP HTHS
Has improved fuel economy

compared to API CJ-4 and CK-4
oils
Has the same limits on sulfur,

phosphorus and sulfated ash as
CJ-4
Is compatible with after-treatment systems.
Both CK-4 and FA-4 oils can help

reduce CO2 emissions and maintain
engine durability while improving oxidation resistance, shear stability and
aeration control.
Phil Ames, heavy duty engine oil
marketing manager for Afton Chemical
Corp. in Richmond, Va., says, Afton has
made signicant investments in research
42
SEPTEMBER 2016
Figure 4 | The rate of viscosity increase throughout the oil-drain interval is similar for
all three oils (shown by the similar gradient of the lines). Oxidation is a major cause
of viscosity increase, which indicates oil aging. (Graphic courtesy of Dan Arcy and Shell.)
and development to design new chemistry to meetand exceedthe performance and durability requirements of
these new FA-4 oils and as such I would
suggest fuel economy has been and will
remain one of Aftons highest priorities
in heavy-duty engine oils.
According to a recent Commercial
Carrier Journal survey, almost 48% of
respondents are slightly to very concerned about the implementation of
PC-11. Respondents top concerns included:
The fear that lower viscosity oils
will increase engine wear
The possibility of needing both API
CK-4 and FA-4 oils
Determining the right oil for their
eet
Not being able to use the new formula in older engines and what will
happen if it is used in older engines.9
OEMs are working to determine
if there is backward compatibility,
Arcy explains. One of the challenges
is going to be eets that have a range
of ages of vehicles and manufacturers.
CK-4 should be no problem. The challenge is going to be FA-4. Will those
FA-4 oils be acceptable for use in older
engines? We are going to have to wait

and see what each manufacturer says.
BASE STOCK AND ADDITIVES

One of the primary catalysts for PC-11
oils was OEMs that wanted an oil with
signicantly better protection against
wear and oxidation. This, in turn, compelled oil formulators to incorporate
new additives into more stable base oils.
PC-11 base stock can run the range
of mineral oil, semisynthetics and synthetics. Base oil selection will depend
on oil performance tier and viscosity
grade.
There is some overlap in additive
packages for CK-4 and FA-4 oils; most
PC-11 oils will include at least two
classes of additives: viscosity index
(VI) improvers and antioxidants.
1. VI improvers. These account for 23%
of all additive sales. VI improvers are
the preferred technology for optimization of lubricant and hydraulic uid
viscosity behavior in both low-temperature vehicle and equipment start-ups
and high-temperature operations. VI
improvers help strike the optimal balance of thickening efciency and shear
stability in a variety of base stocks and
more recently have begun to serve as
W W W. ST L E .O RG
an important design tool in improving fuel and energy efciency. In

addition to their lubricant thickening powers, VI improvers impart
mechanical, thermal and oxidative stability as well as dispersancy.
The basic functions of viscosity modiers are:

Reducing viscosity changes with temperature
Enabling the engine to start at low temperatures
Ensuring engine durability during boundary layer lubrication regimes
Providing non-viscometric performance benets
Providing protection and better operation for a secondary usage of
engine oil, including removing contaminants to the lter, preventing rust and corrosion and in some cases transmitting power.
2. Antioxidants. Sacricial antioxidants deplete over time and include:
UV absorbers
Peroxide decomposers
Chain-breaking electron donors
Chain-breaking electron acceptors.
Primary antioxidants include:
Phenolic or aromatic amines

Chain-breaking antioxidants
Free radical-absorbing antioxidants (able to stop more than one
free radical).
Secondary antioxidants include peroxide decomposers. Other major additives can include dispersants, detergents, pour-point depressants, foam inhibitors, corrosion inhibitors and antiwear additives.
Following is the range of additive treat rates for HD engine oil:
Ashless dispersants: 8%-12%

VI improvers: 0%-10%
Detergents: 2%-3%
Antioxidants: 0.3%-1.5%
Antiwear additives: 1%-1.5%
Others: 1%-2%.
Greg Shank, executive staff engineer coordinator: uids technology for Volvo Group Trucks Technology, explains that the oxidation
and aeration performance improvement in CK-4 and FA-4 oils is very
important for engine protection and maintenance intervals.
Jackie Liu, global business director, engine oils for Evonik Oil Additives, says, We need to take a very close look at every component
in the lubricant formulation and its value. In this way, it should be
possible to maximize the value of all of the components that make
up todays heavy-duty diesel lubricants. For example, viscosity index
improvers can be formulated with additional functionality, such as dispersant, or improvements in lm thickness. Allowing key components
in lubricants to address multiple concerns will allow lubricant formulators greater exibility, leading to improvements in the efciency
of the hardware/lubricant combinations that are not available today.
THE SOURCE OF FRICTION10

Friction is the enemy of fuel economy. Many researchers have studied the frictional contribution
of individual engine components both theoretically and through laboratory engine tests. The consensus is that the engine components resulting in
the majority of engine friction are the piston ring
assembly, valve train system, bearing system and
engine powered auxiliaries (such as the water
pump, oil pump, fuel pump and alternator).
Piston ring assembly (PRA) friction. The piston ring assembly consists of the piston rings,
piston skirt and liner. This is the site of the
majority of engine friction. PRA friction may
best be characterized by the simple reciprocating motion of the piston within the liner,
leading to areas of mixed and boundary lubrication followed by stretches of hydrodynamic
lubrication in between. The high in-cylinder
pressure due to combustion promotes higher
friction due to greater normal forces between
the rings and liner.
Valve train friction. Major sources of valve
train friction include the cam/follower interface, cam bearings, rocker arm axles/pivots
and friction between tappets and their bores.
The cam interface, tappet and bore friction
account for the majority of this friction.
Bearing friction. Loads on main bearings
and rod bearings vary in both magnitude
and direction because they result from incylinder pressures as well as inertial loads
from piston/connecting rod accelerations and
decelerations.
Engine-powered components. Internal
engine friction originates in the fuel pump,
coolant pump and oil pump. Due to the low
loads and high-operating speeds of these
pumps, the majority of the friction losses are
due to uid friction.
Can Stock Photo Inc. / Zalias
DURABILITY/VISCOSITY TRADE-OFF
Engine oils contribute to fuel economy in two ways:
As an enabler by providing the high-performance protection that
allows changes to engine design and after-treatment technology
without affecting fuel economy.
The fastest meteoroids travel through the solar system at a speed of around 42 km per second (26 miles per second).
43
As a direct contributor through formulation changes that maximize

fuel economy.
While fuel economy for passenger
cars has been a design consideration
for decades, this is not true for heavyduty diesel engines (see The Source of
Friction on Page 43). Now that the industry seems to have reached the point
of diminishing returns in the area of
reducing diesel exhaust gas emissions,
the emphasis is back on fuel economy.11 PC-11 FA-4 oils are focused on
enhanced fuel efciency with HTHS
viscosity being the main determinant
of fuel economy performance (see Kinematic Viscosity versus HTHS Viscosity).
While viscosity does play a critical role in preventing metal-to-metal
contact and wear, it is not the only
factor that impacts wear and durability, Ames says. The additive package
also plays a critical role in maintaining
durability and contains chemistry that
KINEMATIC VISCOSITY VERSUS HTHS VISCOSITY

Kinematic viscosity is a common measure of the uids resistance to ow and shear
under forces of gravityhow easily the oil ows to the different parts of the engine.
High-temperature high-shear (HTHS) viscosity is an indicator of an engine uids resistance to ow in the passages between fast moving parts in fully warmed up engines.
HTHS is a much more useful measure of what happens to the oil in the engine. It is
HTHS viscosity that is a critical property and that will distinguish backward compatible
CK-4 oils from fuel economy FA-4 oils for newer engines. Lower HTHS viscosity improves
fuel economy and lowers greenhouse gases, but higher HTHS viscosity has better wear
protection.
helps prevent wear. Additive packages

can be designed with more robust antiwear performance to help offset debits
from lighter viscosity base oils.
Because the oil pump in the engine
suctions the oil out of the oil pan and
circulates it around in the engine to provide lubrication, the more viscous that
oil is the more fuel-draining energy it
takes to pump the oil. So it just makes
sense that lowering the viscosity saves

fuel. However, the oil still needs to be
thick enough to protect the engine and
prevent wear. FA-4 oils are being formulated in a way that allows reduced
viscosity without sacricing durability.
Lower-viscosity oils for HD engines
have already been adopted in Europe,
where the most widely used grade is
10W-40, and they are moving to 5W-
CORROSION INHIBITORS
Keep Them In Service Longer In Environmentally Safer Ways.

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responsible solution to corrosion prevention of metal*
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corrosion inhibitors resist cracking and peeling, are
thermally stable, and hold fast to sharp edges.
Environmentally, SACI formulations o er lead and
't have the
barium free options, so runtoxicity of traditional coatings Even barges, bearings,
cables, engines, tanks
re rigs and platforms
operating within the harshest salt-water environ-
Formulators Note: SACI corrosion inhibitors are

multi-functional compounds used in the formulation of
materials requiring exceptional resistance to sag, run-o ,
temperatures. Use SACI corrosion inhibitors alone or
in combination with:
t Aliphatic and aromatic solvents
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corrosion inhibitors for long-term protection.

Talk To A Daubert Representative
Contact us and well be happy to discuss standard or custom
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2016 Daubert Chemical Company, Inc.

All Rights Reserved. SACI is a Registered Trademark of Daubert Chemical Company, Inc.
44
SEPTEMBER 2016
Daubert Chemical Company, Inc.

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* Can be used on steel, zinc coated, yellow metals and many non-ferrous applications
W W W. ST L E .O RG
30 in many cases, particularly in winter

operations.12
So just how low can viscosity go?
One issue is lower oil pressure,
Shank says. Some components are
impacted by oil pressure. This is not
a wear issue, but oil pressure limits
may be different for CK-4 and FA-4.
Today we would say the oor for HTHS
viscosity is 2.9 HTHS (FA-4). Maybe
lower in the future, but its too soon
to predict.
Liu says, We recognize that while
fuel economy is critically important, it
cannot be achieved at the expense of
durability. As such, we work diligently
with our partners to enable durable
long-life lubricants with enhanced lowtemperature viscometrics and superior
fuel economy.
Liu continues, It has been demonstrated that by optimizing viscosity across a broad range of temperatures signicant fuel economy can be
achieved without compromising durability. However, much heritage hardware cannot benet from such technology. Redesigning heritage hardware is
not practical, but designing new hardware with the new lubricant technology as a design element will permit signicant improvement of fuel economy
and will maintain or even exceed the
durability of todays lubricants.
The formation of air bubbles in an oil formulation. (Photo courtesy of Dan Arcy and Shell.)
Ames adds, OEMs will need to assess whether FA-4 oils are suitable for
use in each engine type and application. While FA-4 oils must pass the
same challenging wear tests as CK-4
oils in order to be API licensable, they
still must be assessed for suitability of
use in heritage engines.
Analysis of used FA-4 oil is extremely important for two reasons: to
ensure the correct oil is being used and
to monitor wear metals, which could
be an issue with FA-4 oils in older engines.
One of the things that I recom-
mend is oil analysis, because eets are

running some long drain intervals and
you want to detect potential issues early on, Arcy says. With new engines
and new oil coming out and the long
drain intervals, we want to understand
how these oils are performing and
watch for oil contamination.
The U.S. has already proposed
a Phase 2 GHG emissions standard
which, if approved, will continue to
drive CO2 emissions down and improve
fuel efciency. So the shift to lighter
viscosity oils in the name of fuel economy will very likely continue just as we
have seen in the passenger car market,
Ames says.
Liu concludes, Within the framework of improved resource efciency
and reduced overall cost of operations,
todays lubricants must meet the equipment owners and operators needs.
These include continuous improvement of lubricant quality, exemplied
by extended drain intervals, improved
oxidation control and superior aeration
performance.
Jeanna Van Rensselar heads her
own communication/public
relations rm, Smart PR
Communications, in Naperville,
Ill. You can reach her at jeanna@
smartprcommunications.com.
REFERENCES
1. From Shells Preparing for API CK-4 and FA-4: What the
New Categories Mean for You and Your Heavy-Duty Engines.
Available at www.whatispc-11.com/wp-content/uploads/2016/03/
Shell_Lubricants_CK4_and_FA4_technical_brochure_lo.pdf.
2. Since more than 95% of all heavy-duty trucks are dieselpowered, the term heavy-duty lubricants in this article refers
to lubricants for heavy-duty diesel vehicles.
3. From http://cumminsengines.com/uploads/docs/Secrets%20
of%20Better%20Fuel%20Economy_whitepaper.pdf.
4. From EPA and NHTSA Adopt First-Ever Program to Reduce
Greenhouse Gas Emissions and Improve Fuel Efciency of
Medium- and Heavy-Duty Vehicles. Available at www3.epa.gov/
otaq/climate/documents/420f11031.pdf.
5. From Greenhouse Gas Emissions Standards and Fuel Efciency
Standards for Medium- and Heavy-Duty Engines and Vehicles.
Available at www.nhtsa.gov/fuel-economy.
7. Centipoise high-temperature high-shear.

8. From Shells Preparing for API CK-4 and FA-4: What the
New Categories Mean for You and Your Heavy-Duty Engines.
Available at www.whatispc-11.com/wp-content/uploads/2016/03/
Shell_Lubricants_CK4_and_FA4_technical_brochure_lo.pdf.
9. From Chevrons PC-11 Explained website. Available at http://
pc-11explained.com/.
10. From An Introduction to Heavy-Duty Diesel Engine Frictional
Losses And Lubricant Properties Affecting Fuel Economy Part I.
Available at www.researchgate.net/publication/235152586_An_
Introduction_to_Heavy-Duty_Diesel_Engine_Frictional_Losses_and_
Lubricant_Properties_Affecting_Fuel_Economy_-_Part_1.
11. From The Lubricant Contribution to Improved Fuel Economy
in Heavy Duty Diesel Engines (abstract). Available at http://
papers.sae.org/2009-01-2856/.
12. Ibid.
6. From PC-11 Explained. Available at http://pc-11explained.com/

pc-11-explained.html.
W W W. ST L E .O RG
SEPTEMBER 2016
45
PEER-REVIEWED
Tribological Dependence of the High-Performance

Ferrous-Based Coating on Different Coating
Counterparts in Engine Oil
Yongxin Wanga, Bin Wanga, Jinlong Lia, Fuqiang Mab, and Qunji Xuea
Key Laboratory of Marine Materials and Related Technologies, Zhejiang Key Laboratory of Marine Materials and Protective Technologies,
Ningbo Institute of Materials Technology and Engineering, Chinese Academy of Sciences, Ningbo, P.R. China; bZhejiang Electric Power Company
Maintenance Branch, Ningbo, P.R. China
a
Received Mar. 20, 2015

Accepted Aug. 9, 2015
Review led by Dong Zhu
STLE
KEY WORDS
Plasma-sprayed ferrousbased coating; tribological performance; coating counterpart;
DLC coating; engine oil
ABSTRACT
Editors Note: The primary

driver in engine innovation is
emission requirements, which
in turn drives fuel-efciency
efforts. These efforts typically
focus on reducing the friction at
the ring/cylinder interface. This
months Editors Choice paper
investigates the tribological
performance of various coatings, mimicking the piston
sliding against an as-fabricated
ferrous-based plasma-sprayed
coating representing the cylinder. The most promising pairing
was with diamond-like carbon,
strongly suggesting further research is required to bring this
coating to the forefront of the
market and thus reducing emissions and fuel consumption.
Evan Zabawski, CLS
Editor
46
A ferrous-based coating with signicant chromium was fabricated on aluminum alloy substrate using a plasma spray technique. The tribological performance of the as-fabricated
ferrous-based coating sliding against different coatings including Cr, CrN, TiN, and diamondlike carbon (DLC) in an engine oil environment were comparatively studied. Results showed
that the high hardness of the sprayed ferrousbased coating was achieved due to the dispersion
strengthening effect of Cr7C3 phase embedded in the austenite matrix. The ferrous-based
coating exhibited low friction coefcients when coupled with these four coating counterparts, which could be attributed to the boundary lubricating effect of engine oil. However,
both friction and wear of the ferrous-based coating were different when sliding against these
different coating counterparts, which might be closely related to the surface roughness, selflubricating effect, and mechanical properties of the coupled coatings. Ferrous-based coating
sliding against CrN and DLC coatings exhibited good tribological performance in engine oil.
The best coating counterpart for the ferrous-based coating in an engine was DLC coating.
INTRODUCTION
For a number of years, aluminum alloys have been successfully used to replace cast iron
in the fabrication of engine cylinder blocks to reduce vehicle weight. This development
has been made possible by transcending the poor wear resistance of aluminum. Among
the technologies used to protect the working surfaces of aluminum cylinder blocks,
thermal spray coating has drawn attention because of its special advantages, including
high efciency, low heat input, cost reduction, and scufng resistance (Edrisy, et al. (1);
Hilla, et al. (2)). In addition, it has been proven that an appropriate plasma-sprayed
ferrous-based coating on the cylinder block can reduce oil consumption by about 24%
(Grard (3)). The main problem was that the corresponding low hardness ranging from
about 200 to 500 HV of the common ferrous-based coating would only provide limited
wear resistance for the application on the inner surface of the cylinder block (Vencl, et
al. (4); Smith and Mutasim (5); Uozato, et al. (6)). Therefore, various research works
focused on composite ferrous-based coatings that possess a high hardness. Song, et
al. (7) studied the wear resistance of a composite coating fabricated by STS 316 spray
powders mixed with Al2O3-ZrO2 powders. They found that iron oxides formed in the
The Earths atmosphere experiences millions of meteors every day, most of which burn up in the atmosphere.
Figure 1 | Morphology of the composite ferrous-based powder.
austenitic matrix by oxidation during the spraying process,

and Al2O3-ZrO2 oxides were additionally formed in the matrix
for the blend coatings. The blend coatings with Al2O3-ZrO2
oxides showed better hardness and wear resistance than the
STS 316 coating without Al2O3-ZrO2 oxides, but the main
wear mode was changed from abrasive wear to delamination
wear as the volume fraction of Al2O3-ZrO2 oxides increased
due to cracking of oxides and separation of oxide/matrix interfaces. Bobzin, et al. (8) reported that ferrous-based powders with 5% boron were proven to be capable of producing
a coating with a hardness of 1,200 HV0.1, which showed low
friction, but numerous microcracks were found in the coating.
In addition, various coatings were fabricated on piston
rings to protect the substrates and obtain good tribological
performance of cylinder blocktopiston ring tribopairs, including hard Cr coating, metal nitride coatings, and amorphous carbon coatings (Friedrich, et al. (9); Gangopadhyay,
et al. (10); Wang and Tung (11)). Due to the excellent wear
and corrosion resistance, electroplated hard Cr coatings have
been widely used on piston rings (Bozyaz, et al. (12); Sohi,
et al. (13)). However, hexavalent chromium (Cr6+) was utilized in the deposition process of the electroplated hard Cr
coating, which had been classied as a carcinogen compound
(Walter, et al. (14); Lee, et al. (15)). Consequently, intensive
research has been performed on possible alternatives to replace electroplated hard Cr coatings on piston rings, such as
metal nitride coatings, amorphous carbon coatings, and so
on. Shi, et al. (16) deposited thick CrN coatings on piston
rings using an arc ion plating system. The test results were
very encouraging for the application of CrN thick coatings in
replacing electrodeposited hard Cr coatings. Sun, et al. (17)
fabricated multilayers of Ti-TiN coating with a thickness of
45 m on a cast iron piston ring. The experimental results
showed that the tribological performance of the cast iron pisW W W. ST L E .O RG
ton ringtocylinder block pair of an internal combustion

engine can be appreciably improved utilizing this technique.
Tung and Gao (18) compared the tribological performance
of thermally sprayed CrN coating and diamond-like carbon
(DLC) lm prepared by physical vapor deposition (PVD) on
nitride stainless steel piston rings using different lubricating
oils. The results showed that the DLC coating produced the
lowest wear on the cylinder liner segment and had wear similar to that of nitrided and CrN-coated piston rings. Cho and
Lee (19) evaluated the effects of various surface coatings including TiN, TiAlN, Cr-ceramic, and DLC on the tribological
characteristics of the piston ring and cylinder block surfaces
of a diesel engine. They found that TiN and DLC coatings
showed better scufng resistance than the other coatings,
and the DLC coating showed only mild abrasive wear that
prolonged the time to scufng failure. Cai, et al. (20), (21) investigated the nanolayered CrN/TiAIN coating and CrxTi1-xN
composite coating in tribological applications on piston rings.
Although it has been proven that ferrous-based coatings could improve the tribological performance of cylinder
blocks, various studies have found that proper coatings were
benecial to the piston rings. The dependent relationship between high-performance plasma-sprayed, ferrous-based coating for the cylinder block and different coatings for piston
rings has not been extensively investigated, which is important for the design of the cylinder blockpiston ring tribopair
in an engine system. Therefore, the present study fabricated
a plasma-sprayed composite ferrous-based coating with high
hardness following a comparative investigation on the tribological performance of the as-fabricated ferrous-based coating
sliding against different piston ring coatings including Cr,
CrN, TiN, and DLC in engine oil. The selected four coating
counterparts represent typical commercial coating systems
in the modern engine industry. The main objective was to
obtain the tribological dependence of the high-performance
ferrous-based coating on the nature of typical piston ring coatings. Then the guidelines for selection of coating pairs in the
application for a cylinder blocktopiston ring tribopair in
engine system could be deduced.
EXPERIMENTAL
Coating preparation
The ferrous-based coating was fabricated using an XM-80SK
plasma spray system on aluminum alloy ZL109 (ZAlSi2Cu1Mg1Ni1) substrates with dimensions of 45 mm = 20 mm
= 5 mm. In order to achieve a high performance of the sprayed
ferrous-based coating, ferrous-based composite powder with
signicant Cr was used (Liu, et al. (22)). The composition of
the composite powder was Fe-18Cr-8.5Ni-3Si-0.8C-0.96Mn
(wt%). The morphology of the composite powder is shown
in Figure 1. The spraying parameters are shown in Table 1
on Page 48. Before spraying, the substrates were sand-blasted
using brown fused alumina with a particle size of 1.21.4 mm
for about 30 s and then ultrasonically cleaned in alcohol and
acetone for 15 min. After spraying, the coated samples were
SEPTEMBER 2016
47
Table 1 | Plasma spraying parameters.
Table 2 | Characteristics of the coating counterparts.
Spray Parameter
Value
Coatings
Hardness (GPa)
Modulus (GPa)
Poisson Ratio
Roughness (nm)
Arc voltage (V)

Arc current (A)
Flow of primary gas Ar (L/h)
Flow of secondary gas H2 (L/h)
Flow of carrier gas N2 (L/h)
Spray distance (mm)
55
500
1,900
88
400
100
Cr
CrN
TiN
DLC
7
21
28
14
281
328
496
162
0.26
0.18
0.18
0.20
112
283
302
27
polished to a roughness less than 0.3 m. Four typical piston

ring coating of Cr coating, CrN coating, TiN coating, and DLC
coating (PR4) were chosen as the coating counterparts. The
Cr coating was a commercial electroplated hard Cr coating.
The CrN coating and TiN coating were deposited by a Hauzer
Flexicoat850 Arc Ion Plating Deposition System, and the DLC
coating was deposited by a Teer UDP650 Magnetron Sputtering Deposition System. In order to perform the comparative
study, all four piston ring coatings were deposited on GCr15
balls with a diameter of 6 mm.
Coating characterization
Morphologies of the powder and the ferrous-based coating
were investigated by scanning electron microscopy (SEM).
The microstructures of the ferrous-based coating were also
analyzed using energy-dispersive spectroscopy (EDS) loaded
in the SEM system and X-ray diffraction (XRD). The hardness of the ferrous-based coating was measured using a MVS1000D1 Vickers microhardness tester under loads of 0.1 and
1.0 kg, respectively. The microstructures of the four coating
counterparts were analyzed using XRD. Mechanical properties
including hardness and modulus of the four coating counterparts were tested using an MTS-Nano G200 Nano-indentor.
The roughness of the four coating counterparts was tested
using a surface proler. XRD patterns of the coating counterparts are shown in Figure 2. Typical microstructures of
Figure 2 | XRD patterns of coating counterparts.

48
SEPTEMBER 2016
commercial Cr, CrN, TiN, and DLC coatings are revealed. No

peak related to carbon could be detected in the DLC coating
due to the amorphous matrix feature. Peaks related to CrN
in the DLC coating were attributed to the interlayer of CrN
between the DLC layer and the substrate. Characteristics of
the coating counterparts are shown in Table 2.
Tribological test
A UMT-3 multifunctional attrition testing machine with a
reciprocating ball-on-at model was used to test the tribological behaviors of the as-fabricated ferrous-based coating
against different coating counterparts at an ambient room
temperature. Mineral engine oil (SJ 5w-40) was selected as
the lubricant for these tests. The schematic diagram presented
in Figure 3 shows the working principle of the tribometer.
The aluminum alloy substrate with ferrous-based coating was
xed on a reciprocating motion platform and the mating ball
with a certain coating was xed in a holder that was connected to a transducer. An injector was used to supply oil to
provide a lubricated condition for the duration of the test.
During the test, the variation in the coefcient of friction as
well as normal and friction forces were monitored and logged
by a computer. The amplitude was 5 mm, the reciprocating
frequency was 5 Hz, the normal load was 15 N, and the sliding
duration was 60 min. After each test, a cross-sectional prole
of the wear track was measured using an Alpha-Step IQ prolometer to obtain statistical data on the wear rate. The wear
morphologies of the ferrous-based coatings and their different
coating counterparts were examined using a Leica DM2500
optical microscope and SEM.
Figure 3 | Schematic diagram of the reciprocating tribometer.

W W W. ST L E .O RG
RESULTS
Characteristics of the composite ferrous-based coating
Figure 4 shows the microstructure of the sprayed composite
ferrous-based coating. It can be seen that the as-fabricated
ferrous-based coating has a compact and uniform structure.
The thickness of the coating was approximately 500 m.
From the higher magnication micrographs of the snapped
and polished cross section of the sprayed coatings, a typical
thermal spray coating morphology mixed with melted and

unmelted regions was observed. Fully melted powders impacted on the rough surface of the substrate and spread out
to form a curved lamellar structure with no cracks. Due to
the uneven heating, extreme cooling, and shrinkage of the
powders, unmelted particles and pores appeared.
More details on the lamellar region were detected by EDS
as shown in Figure 5. In Figure 5a, four lamellar regions de-
Figure 4 | Cross-sectional morphologies of the ferrous-based coating: (a) total view of the peeled coating; (b) snapped micromorphology; and (c) polished micromorphology.
Figure 5 | Details of the lamellar structure: (a) selected regions for

EDS; (b) Cr and C contents due to EDS; and (c) magnied micrograph
of the lamellar region.
The word meteor comes from a Greek word that means suspended in the air. They can become visible as high as 120 km (75 miles) above Earth.
49
pendent on different colors were selected. Figure 5b reveals

the Cr and C contents of the selected regions due to the EDS
analyses. It can be seen that all of these regions mixed with
signicant Cr and C. A slight difference might be attributed
to segregation during the cooling process. It also indicated
that the Cr-C compound might be formed inside the coating.
A magnied micrograph of the lamellar region 4 is shown in
Figure 5c, which illustrates that the homogeneous matrix was
embedded in a mass of rod-like or strip-like phases.
In order to identify the phase structure, the XRD pattern of
the ferrous-based coating in comparing with spraying powder
was acquired. The XRD patterns of both the ferrous-based
coating and the powders are shown in Figure 6. As seen in
Figure 6, the main phase of the powder was austenite (CrNi-Fe-C). Weak signals of Cr7C3 and CrC were detected. The
intensity of austenite peak decreased and the intensity of the
Cr7C3 peak increased. The weak signal of CrC was still detected, which indicates that a signicant hard Cr7C3 phase
would generate inside the ferrous-based coating. The rod-like
or strip-like phases dispersed in the homogeneous matrix of
the ferrous-based coating could be assigned the hard Cr7C3
phases; that is, a mass of rod-like or strip-like Cr7C3 phases
dispersed in the homogeneous austenite matrix arose from the
precipitation of Cr and C during the cooling process following
the coating solidication, which would play an important role
in the mechanical property of the as-fabricated ferrous-based
coating (Wang, et al. (23)).
Vickers microhardness tests of the sprayed coatings were

carried out at two loads, 0.1 and 1 kg. The obtained average
values were 664.94 and 768.24 HV1.0, respectively. Because
the typical austenite matrix was approximately 200 HV, the
as-fabricated ferrous-based coating exhibited extremely high
hardness, which might related to the formation of a hard
Cr7C3 phase, whose hardness is about 1600 HV (Azimi (24)).
The dispersion of the hard phases with small size strengthened the austenite matrix effectively.
Figure 6 | XRD pattern of the ferrous-based coating compared to

spraying powder.
Figure 7 | Friction coefcients of the ferrous-based coating sliding

against different coatings.
50
SEPTEMBER 2016
Tribological performances of the ferrous-based coating

against different coatings
Figure 7 reveals the friction coefcients of the as-fabricated
ferrous-based coating against different coating counterparts
in engine oil. The ferrous-based coating exhibited low friction
coefcients sliding against all four selected coating counterparts, which could be attributed to the boundary lubricating
effect of engine oil under the ball-on-at friction contact condition. However, differences between the friction coefcients
also existed. The order of the friction coefcients was as follows: ferrous-based coating against TiN > ferrous-based coating against CrN > ferrous-based coating against Cr > ferrousbased coating against DLC. The highest friction coefcient of
approximately 0.15 was found when the ferrous-based coating
slid against TiN in engine oil. The friction coefcients of the
ferrous-based coating sliding against CrN and Cr were 0.11
and 0.10, respectively. When coupled with the DLC coating,
the ferrous- based coating exhibited the lowest friction coefcient of about 0.09 under the same condition. That is, the
ferrous-based coating showed the best low friction behavior
when sliding against the DLC coating.
Figure 8 on Page 52 reveals the specic wear rates of the
as-fabricated ferrous-based coating against different coating
counterparts in engine oil. Though the wear rates were different, the order of wear rate was the same as that for friction coefcient: ferrous-based coating against TiN > ferrousbased coating against CrN > ferrous-based coating against
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Figure 8 | Specic wear rates of the ferrous-based coating sliding

Figure 9 | Wear track proles of the ferrous-based coating sliding

Cr > ferrous-based coating against DLC. The highest specic

wear rate of approximately 7.8 = 10-15 m3N-1m-1 was found
when the ferrous-based coating slid against TiN. The specic
wear rates of the ferrous-based coating sliding against CrN
and Cr were 8.9 = 10-17 m3N-1m-1 and 7.5 = 10-17 m3N-1m-1,
respectively, which were two orders of magnitude lower than
that sliding against TiN. When coupled with the DLC coating,
the ferrous- based coating exhibited the lowest specic wear
rate of about 2.1 = 10-18 m3N-1m-1, which was three orders of
magnitude lower than that sliding against TiN. It was clear
that the ferrous-based coating showed the best antiwear performance when sliding against the DLC coating in engine oil.
Figure 9 shows wear track proles of the ferrous-based
coating sliding against different coating counterparts, which
reects the wear properties of the ferrous-based coating.

When sliding against TiN coating, the ferrous-based coating
generated the widest and deepest wear track. Though the wear
track of the ferrous-based coating sliding against CrN coating
was narrower than that sliding against Cr coating, the wear
track of the ferrous-based coating sliding against the CrN
coating was deeper than that sliding against Cr coating. The
smallest width and depth of the ferrous-based coating was
observed if the coupled coating was DLC. The valleys of the
wear track proles that reected wear grooves on the wear
surfaces might be related to the abrasive wear regime on the
friction contact interface.
The wear surface morphologies under an optical microscope are shown in Figure 10. It is clear that the ferrous-based
coating exhibited mild wear with a few wear
grooves when sliding against Cr coating as
seen in Figure 10a. As seen in Figure 10b,
the wear surface of the ferrous-based coating against CrN coating reveals more wear
grooves, demonstrating more severe wear
than that for ferrous-based coating against Cr
coating. If the coating counterpart changed to
TiN, as seen in Figure 10c, a wide wear track
with plenty of deep grooves was observed,
which showed the highest wear rate under
this condition. When the coating counterpart
was DLC, the mildest wear of ferrous-based
coating with almost no wear grooves was detected, as shown in Figure 10d. An abrasive
wear regime was proposed according to the
wear grooves. The TiN coating counterpart
promoted the most severe abrasive effect on
Figure 10 | Wear surfaces of the ferrous-based
coating against different coatings: (a) Cr; (b) CrN;
(c) TiN; and (d) DLC.
52
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the ferrous-based coating, where the DLC coating counterpart

resulted in the mildest abrasive effect. The order of the abrasive effect was ferrous-based coating against TiN > ferrousbased coating against CrN > ferrous-based coating against Cr
> ferrous-based coating against DLC.
Figure 11 shows the wear surfaces of the different coating
counterparts. Firstly, the difference in surface roughness of
these coating counterparts is clear. The roughest surface was
observed for the TiN coating. The CrN coating also revealed
a correspondingly rough surface, but the Cr coating appeared
smooth. The DLC coating had the smoothest surface. Secondly, different wear losses of the coating counterparts could
be estimated due to the sizes of the wear scars. The diameters
of the wear scars were in the following order: TiN > Cr > CrN
> DLC, which indicated that the TiN coating counterpart not
only led to the most severe wear of the ferrous-based coating but also exhibited the most severe wear among the coating counterparts. Though the ferrous-based coating exhibited a higher wear rate against CrN coating than Cr coating,
the coupled Cr coating revealed more severe wear than the
coupled CrN coating. The coupled DLC coating showed the
mildest wear among these coating counterparts.
der: ferrous-based coating against TiN > ferrous-based coating

against CrN > ferrous-based coating against Cr > ferrous-based
coating against DLC. Firstly, different surface roughnesses
might play an important role in this phenomenon. As shown
in Table 2 and Figure 11, the surface roughness of these different coating counterparts from high to low were TiN > CrN > Cr
> DLC. Under the ball-on-at contact condition in this study,
the engine oil would only have a boundary lubricating effect
in the friction action. Thus, solidsolid contact for the mating
surfaces must exist at the microscale. Consequently, the high
surface roughness of the counterpart would generate high friction shear to the friction contact surface of ferrous-based coating, which was apt to induce high friction resistance and severe
shear damage caused by microbulges and vice versa. As seen
from Figure 10c, severe ploughing grooves on the wear surface
of the ferrous-based coating against TiN with the roughest surface were observed. Large abrasion dust was also detected on
the wear surface of TiN coating. No ploughing grooves on the
wear surface of the ferrous-based coating against DLC with the
smoothest surface could be observed. Correspondingly, debris
on the wear scar of DLC was rather ne as well. Secondly, the
friction and wear difference for different coating counterparts
might be closely related to the self-lubricating effects of these
DISCUSSION
coatings. Due to the unique microstructurethat is, an amorIt was found that the composite ferrous-based coating exhibphous matrix mixed with sp2 carbon and sp3 carbonthe DLC
ited different friction and wear behaviors when sliding against
coating demonstrated good self-lubricating behavior with a low
Cr, CrN, TiN, and DLC coatings in engine oil. The differences
friction coefcient in combined with high hardness resulting,
in the friction coefcient and wear rate revealed a similar orin a low wear rate (Al Mahmud, et al. (25); Mistrya, et al. (26);
Gangopadhyay, et al. (27)). Many research works demonstrated a lower
friction coefcient of DLC coating
compared to Cr, CrN, and TiN coatings (Vera, et al. (28); Erikson and
Olson (29); Xiao, et al. (30)). Because
the Cr-based coating would generate
the lubricating product Cr2O3, the
lower friction coefcients of Cr and
CrN coatings compared to TiN-based
coatings were reasonable (ZuKcker,
et al. (31); Wang, et al. (32)). The lower friction coefcient of the Cr coating
compared to the CrN coating might
be related to the easier formation of
Cr-based lubricating products for
the former than the latter. Under the
boundary lubricating condition, the
difference in friction for solidsolid
contact regions would determine the
total friction coefcient though there
were liquid lubricating regions at the
microscale. The different self-lubricating effects resulted in a difference in
the friction coefcients for these coating counterparts as follows: TiN > CrN
> Cr > DLC, which also means that the
Figure 11 | Wear surfaces of different coating counterparts: (a) Cr; (b) CrN; (c) TiN; and (d) DLC.
54
Meteors can give off various colors when they burn, which is associated with their composition.
friction shear of these coatings to the ferrous-based coating

was in the order TiN > CrN > Cr > DLC. Thirdly, the different
mechanical properties of these coating counterparts might be
another factor. According to the Hertz theory for a ball-on-at
contact regime (Liu, et al. (22)), the contact area radius (a) and
the maximum contact stress (m0) would be determined by the
following equations:
1 1 n1 2
1 n2 2
C
D
E1
E2
E

13
3 WR
aD
4 E

1
WE2 3
:
s 0 D 0:58
R2
(1)
(2)
(3)
For this study, the at was an aluminum alloy with a ferrous- based coating, and the balls were GCr15 with coatings.
In order to simplify the calculation, the ferrous-based coating
was assumed as the at made of the cast iron, and the coupled
coatings on the GCr15 balls were assumed as homogeneous
balls made of the corresponding coating materials. The elastic
modulus E1 and Poisson ratio v1 of typical cast iron are 150
GPa and 0.3, respectively. After importing the parameters of
different coatings shown in Table 2 and the normal load W,
which was 15 N, a series of Hertz contact values was obtained
as shown in Table 3. The calculated Hertz contact values might
include great errors due to the simplication, but the order
from high to low can be determined. It was found that the
order of maximum contact stress under the same normal load
was ferrous-based coating against TiN coating > ferrous-based
coating against CrN coating > ferrous-based coating against
Cr coating > ferrous-based coating against DLC coating. Then
the damage to different coating counterparts with the ferrousbased coating under the same condition would be TiN coating >
CrN coating > Cr coating > DLC coating. Three factors including surface roughness, self-lubricating effects, and mechanical
properties of coupled coatings worked synergistically, leading
to the differences in the friction coefcient and wear rate of the
as-prepared ferrous-based coating sliding against different coating counterparts, which was TiN coating > against CrN coating
> against Cr coating > against DLC coating.
However, the wear losses of the coupled coating counterparts revealed little difference compared to the wear rates of
the ferrous-based coating. Though the wear law of ferrousbased coating was against TiN coating > against CrN coating
Table 3 | Contact area radiuses and maximum contact stresses of the
ferrous-based coating against different coating counterparts.
Coating
Counterpart
Cr
CrN
TiN
DLC
W W W. ST L E .O RG
Contact Area
Radius (mm)
Maximum Contact
Stress (GPa)
0.068
0.067
0.064
0.073
1.54
1.58
1.71
1.31
> against Cr coating > against DLC coating, the wear losses
of the corresponding coating counterparts were TiN > Cr >
CrN > DLC. This was attributed to the lower hardness of the
Cr coating compared to the CrN coating. The high mechanical properties of CrN fabricated by the PVD technique would
provide antiwear performance, though the friction coefcient
for the ferrous-based coating sliding against the CrN coating
was slightly higher than that for the ferrous-based coating
sliding against the Cr coating.
It is clear that the friction coefcient of the ferrous-based
coating sliding against TiN was much higher than that sliding
against other coatings. Both friction contact surfaces suffered
more severe wear than the other tribopairs. Though the friction
coefcient and wear rate of the ferrous-based coating coupled
with the Cr coating exhibited a slightly lower friction coefcient, the wear of the Cr coating was more severe than that
of the CrN coating. The friction coefcient and wear of both
friction contact surfaces for the ferrous-based coatingtoDLC
coating tribopair were much lower than those of other tribopairs. Accordingly, the ferrous-based coating to CrN coating or
DLC coating could exhibit good tribological performance in
engine oil. The best coating counterpart for the ferrous-based
coating in engine oil circumstance was the DLC coating.
CONCLUSION
A plasma-sprayed ferrous-based coating was fabricated by
using a ferrous-based powder with signicant Cr content.
The as-fabricated ferrous-based coating possessed high hardness due to the formation of a Cr7C3 phase dispersed inside
the coating matrix. When coupled with typical piston ring
coatings including Cr, CrN, TiN, and DLC, the ferrous-based
coating exhibited good tribological performance with differences in engine oil. The friction coefcients were low, which
could be attributed to the boundary lubricating effect of engine oil. The different friction coefcients and wear rates for
the ferrous-based coating sliding against these four coating
counterparts showed the same order, which was ferrous-based
coating against TiN coating > ferrous-based coating against
CrN coating > ferrous-based coating against Cr coating > ferrous-based coating against DLC coating. However, the wear
loss of the coupled coatings was TiN > Cr > Cr > DLC. The
tribological differences in the ferrous-based coating against
different coatings were closely related to the surface roughness, self-lubricating effects, and mechanical properties of the
coupled coatings. In contrast, the plasma-sprayed ferrousbased coating exhibited good tribological performance in
engine oil when coupled with CrN or DLC coating. The best
coating counterpart for the ferrous-based coating in an engine
is DLC the coating.
FUNDING
The authors gratefully acknowledge nancial support from the
National Natural Science Foundation of China (Grant Nos.
51202261 and 51475449) and the National Basic Research
Program of China (973 Program, Grant No. 2013CB632302).
SEPTEMBER 2016
55
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(27) Gangopadhyay, A., Sinha, K., Uy, D., Mcwatt, D. G., Zdrodowski, R. J., and Simko, S. J. (2010), Friction, Wear, and Surface
Film Formation Characteristics of Diamond-Like Carbon Thin
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(28) Vera, E. E., Vite, M., Lewis, R., Gallardo, E. A., and LagunaCamacho, J. R. (2011), A Study of the Wear Performance of
TiN, CrN and WC/C Coatings on Different Steel Substrates,
Wear, 271, pp 21162124.
(29) Eriksson, J. and Olsson, M. (2011), Tribological Testing of
Commercial CrN, (Ti,Al)N and CrC/C PVD CoatingsEvaluation of Galling and Wear Characteristics against Different High
Strength Steels, Surface and Coating Technology, 205, pp 4045
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(30) Xiao, Y., Shin, W., Luo, J., and Liao, Y. (2014), The Tribological
Performance of TiN, WC/C and DLC Coatings Measured by the
Four-Ball Test, Ceramics International, 40, pp 69196925.
(31) ZuKcker, G. M., Gross, T., and Santner, E. (1994), Inuence
of the Testing Parameters on the Tribological Behaviour of SelfMated PVD-Coatings, Wear, 17, pp 9510.
(32) Wang, Q., Zhou, F., Wang, X., Chen, K., Wang, M., Qian, T., and
Li, Y. (2011), Comparison of Tribological Properties of CrN,
TiCN and TiAlN Coatings Sliding against SiC Balls in Water,
Applied Surface Science, 257, pp 78137820.
W W W. ST L E .O RG
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CHEVRON ORONITE ANNOUNCES
NEW DISTRIBUTOR IN NIGERIA
Chevron Oronite, based in San Ramon,
Calif., has signed an agreement appointing ABD Energy Solutions Limited
as their distributor in Nigeria.
The agreement involves not only
the sale of OLOA additives and
PARATONE viscosity modiers but
also provides technical and laboratory
support to customers. ABD Energy Solutions operates a strategically located
warehouse in Lagos that will allow
storage of some Oronite products for
greater availability and exibility in
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ABD Energy Solutions Limiteds
vast experience in the rening and
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makes them a welcome addition to
the Oronite distributor network, says
Alain Robert, regional sales manager,
Europe-Middle East-Africa, Chevron
Oronite. Moreover, they have a very
focused and strategic approach thanks
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ANSIS FRAN SCHROTTER

RECEIVES ASTM INTERNATIONAL
2016 CAVANAUGH AWARD
Fran Schrotter, senior vice president
and chief operating ofcer for American National Standards Institute (ANSI) in
New York, has received the prestigious
ASTM International 2016 William T.
Cavanaugh Memorial Award.
The Cavanaugh Memorial Award
honors W.T. Cavanaugh, CEO of ASTM
58
SEPTEMBER 2016
from 1970-1985
who established
ASTM as the
world leader in
developing and
disseminating
voluntary consensus standards.
Schrotter is
Fran Schrotter
honored for her
sustained leadership in the U.S. and global standards
community, exemplifying a commitment to consensus, collaboration and
professionalism.
Nearly everyone in the global standards community has been positively
affected by Frans contributions, says
ASTM president James Thomas. Clearly her work has supported standards
that have improved the lives of millions
of people in both the U.S. and around
the world. She truly embodies the spirit
of the Cavanaugh Award.
Schrotter has been with ANSI since
1976, working with a variety of domestic and international committees and
organizations that develop standards
in dozens of industries. As senior vice
president, she is primarily responsible
for ANSIs activities supporting U.S.
participation in domestic and international standardization activities.
In addition, she has held numerous
leadership roles in other organizations.
With the Cavanaugh award, Schrotter
is named as an honorary member of
ASTM.
DES-CASE ACQUIRED BY
INDUSTRIAL GROWTH PARTNERS,
NAMED TENNESSEAN TOP
WORKPLACE
Industrial Growth Partners (IGP), a San
Francisco-based private equity rm, acquired the parent company of Des-Case
Corp., based in Goodlettsville, Tenn.,
for an undisclosed sum.
IGP is a specialist private investment partnership with $2.2 billion in
capital raised since inception that provides equity capital to industrial manufacturing companies. IGP concentrates
on leading, niche manufacturers of
engineered products used in critical
applications and partners with those

management teams to pursue strategic
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Des-Case brings a holistic perspective to the lubricant contamination
control market by not only providing
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understand the benets of contaminant-free lubricant but also providing
innovative solutions to protect the lubricant at every critical point in its lifecycle, says a representative from IGP.
As a market leader with a strong brand
name and long-standing customer relationships with some of the worlds
largest manufacturers, we are condent
in Des-Cases ability to continue to expand globally.
Founded in 1983 when it brought
the rst desiccant breather to market,
Des-Case now manufactures an array
of specialty ltration products that
improve process equipment reliability
and extend lubricant life for industrial
plants worldwide. The companys solutions result in lower operating costs,
environmental benets, fewer repairs
and improved plant operations.
I am honored and excited to be a
part of writing the next chapter in the
Des-Case growth story alongside our
valued customers, partners and investors, says Brian Gleason, president and
CEO at Des-Case Corp. IGP has over
two decades of experience investing
in the industrial sector with a proven
track record of building world-class
global businesses. We are looking forward to the partnership.
In more news for Des-Case Corp.,
the company was named a Tennessean
Top Workplace for the second year in
a row.
The annual nationwide selection
program, implemented by a group of
regional daily newspapers across the
country and WorkplaceDynamics, an
employee survey rm, named the most
desirable places to work in the U.S.
Des-Case was ranked 22nd in the Middle Tennessee small company category.
To be nominated, a company had
to have at least 35 employees in the
Middle Tennessee region and could
W W W. ST L E .O RG
be either public, private, nonprot

or government. During the assessment, employees were asked questions
about their job (their training, work/
life balance), their manager, their pay,
the direction in which the company is
heading, if the employee felt appreciated and their work meaningful and
engagement factors.
70 YEARS OF SCHAEFFLER
Herzogenaurach, Germany-based, The
Schaefer Group, one of the greatest
success stories in German industry after
1945, is celebrating its 70th anniversary.
Dr. Wilhelm Schaeffler and his
brother Dr.-Ing. E.h. Georg Schaefer
laid the foundation for todays company
when they founded Industrie GmbH in
Herzogenaurach in 1946. The companys rapid rise began in 1949 with the
invention of the INA needle roller cage.
Schaefer was soon producing cageguided needle roller bearings in large
quantities, particularly for the German
automobile industry. Today, the Schaefer Group is a globally active, integrated

automotive and industrial supplier with
around 84,000 employees worldwide.
It is often said that family-owned companies think in the long term, and this
is absolutely true of Schaefer. For us,
our roots and values are every bit as important as nancial success, says MariaElisabeth Schaefer Thumann.
The Schaeffler Groups history
began in the Upper Silesian town of
Katscher, where Dr. Wilhelm Schaefer took over a textile company that
later also manufactured metal products.
They initially produced wooden items
for day-to-day use, including ladders,
childrens scooters, belt buckles and
buttons, while convertible hand carts
which also became a best-sellerwere
manufactured in Schwarzenhammer.
Metal products such as thread-cutting
dies, universal joint bearings and needle roller bearings for use as spare parts
were soon added.
The companys internationalization

began in 1951 in the Saarland town of
Homburg, which at the time was still
part of Frances economic region. The
rst overseas plant, located in Llanelli, Great Britain, began production in
1957. Today Schaefer has approximately 170 locations in over 50 countries and a worldwide network that
currently comprises 74 manufacturing
locations, as well as research and development centers and sales companies.
Since the death of Dr. Georg Schaefer in 1996, his wife Maria-Elisabeth
Schaefer-Thumann and son Georg
F.W. Schaefer have been the companys
sole shareholders and have successfully
continued to lead the company together with the management.
See Schaefers lm titled 70 years
of Schaeferbecause yesterday we
were already thinking about tomorrow
at www.schaefer.com/Because-yesterday-we-were-already-thinking-abouttomorrow.
Making lithium
complex grease?
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W W W. ST L E .O RG
The Elco Corporation | 216-749-2605 | sales@elcocorp.com or www.elcocorp.com

SEPTEMBER 2016
59
ILA employees gather for a group photo in front of their new R&D Center in Wixom, Mich. With over 13,000 square feet of lab space for
product formulation and testing, the new tech center will concentrate on product development for specic customer applications.
SEA-LAND CHEMICAL WINS

NORTHEAST OHIO AREA 2016
TOP WORKPLACES AWARD
Sea-Land Chemical Co., based in Westlake, Ohio, has been awarded a 2016
Top Workplace honor by the Plain
Dealer.
The Top Workplaces lists are based
solely on the results of an employee feedback survey administered by
WorkplaceDynamics, LLC, a research
rm that specializes in organizational
health and workplace improvement.
Several aspects of workplace culture
were measured, including alignment,
execution and connection.
The Top Workplaces Award is not a
popularity contest, says Doug Claffey,
CEO of WorkplaceDynamics. Oftentimes, people assume its all about fancy
perks and benets. However, to be a
60
Top Workplace, organizations must

meet our strict standards for organizational health. Who better to ask about
work life than the employees, who live
in the culture every day? Time and
time again, our research has proven
that whats most important to them is a
strong belief in where the organization
is headed, how its going to get there
and the feeling that everyone is in it
together. Without this sense of connection, an organization doesnt have a
shot at being named a Top Workplace.
This is the second year in a row that
Sea-Land Chemical Co. has won the
Top Workplaces award.
This award is a testament to the
culture we have created at Sea-Land
Chemical Co., says STLE-member Joe
Clayton, president. We have worked
for many years to create an environ-
ment that fosters collaboration, encourages responsibility and supports

the longevity of our employees.
IDEMITSU LAUNCHES NEW NORTH

AMERICAN R&D FACILITY
Jeffersonville, Ind.-based, Idemitsu Lubricants America (ILA) announces the
opening of a new facility that will focus
on providing custom lubricant solutions to a variety of customers throughout North, Central and South America.
Located in Wixom, Mich., this modern R&D Center features state-of-theart equipment that allows for cuttingedge product development. With over
13,000 square feet of laboratory space
for product formulation and testing,
this new technology center will concentrate on product development for
specic customer applications. The
A meteor shower is usually the result of debris from a broken comet. They are the size of pebbles and no larger than a baseball.
Wixom facility is one of the companys

latest global centers dedicated to automotive lubricants and industrial uids.
Our new Wixom facility proudly
brings Idemitsus industry-leading
technology even closer to customers
and partners throughout the Americas, says STLE member Ryo Yamada,
vice president of research and development and director of R&D Center
at ILA. R&D work in the new facility
will focus on developing innovative,
leading-edge products and custom
formulations to serve existing close
partnerships with automotive OEMs
in North, South and Central America,
as well as the needs of general customers. It also will offer technical services
to a full range of businesses, including
automotive companies and industrial
manufacturers.
This is the only facility in North
America that combines such a unique
blend of Japanese and American technical knowledge and leadership, as well
as more than 100 years of insight, innovation and integrity, adds Yamada.
At Idemitsu, our focus is on creating groundbreaking, environmentally
friendly products. We strive to create
solutions for energy challenges that
support our global communities, reduce emissions and increase both manufacturing and vehicle performance.
ILA employees gather for a group
photo in front of their new R&D Center in Wixom, Mich. With over 13,000
square feet of lab space for product
formulation and testing, the new tech
center will concentrate on product development for specic customer applications.
ANGUS AMP MULTIFUNCTIONAL

ADDITIVE GRANTED VOC-EXEMPT
STATUS
Buffalo Grove, Ill.-based, ANGUS Chemical Co. announces that AMP, a multifunctional specialty chemical that
is widely used in paint formulations,
metalworking uids and personal care
products, is no longer classied as a
volatile organic compound (VOC) by
Canadas Department of the Environment (Environment Canada).
W W W. ST L E .O RG
Following on the U.S. Environmental Protection Agencys (EPA) exemption of AMP in 2014, Environment
Canada nalized an order to remove
AMP from the List of Toxic Substances
in Schedule 1 of the Canadian Environmental Protection Act, 1999, due to the
compounds negligible effect on the formation of ground-level ozone.
As global VOC regulations con-
tinue to proliferate, AMP has become

an even more powerful tool for environmentally conscious customers to
formulate more sustainable products,
says Mark Henning, president and chief
executive ofcer of ANGUS Chemical
Co. AMPs Canada VOC-exemption
marks a huge win not only for our
customers in Canada, who now have
broader formulating exibility, but also
Monson is now part of Azelis Americas

New company strengthens its commitment to specialty
JOLTPJHSZHUK[LJOUPJHSZLY]PJLVLYPUNHIYVHKLYUL[^VYR
of support and value to its U.S. and Canadian partners.
Monson Companies is now part of Azelis AmericasHNSVIHS[LHTVMS\IYPJHU[Z
HUKTL[HS^VYRPUNL_WLY[Z4VUZVU^PSSUV^ILHISL[VVLYP[ZJ\Z[VTLYZHU
L]LUIYVHKLYSPULVMWYLTP\TWYVK\J[ZZHSLZZ\WWVY[HUKZLY]PJLZ[OYV\NO
P[ZL_WHUKLKWVY[MVSPVVMZ\WWSPLYZ6\Y3\IYPJHU[Z 4L[HS^VYRPUN;LJOUPJHS
Center will continue to support our sales team, customers and suppliers with
\UTH[JOLKMVYT\SH[PVUHUK[LJOUPJHSHZZPZ[HUJL3L]LYHNL[OLM\SSYHUNLVM
[LJOUPJHSYLZV\YJLZZHSLZZ[HHUKX\HSP[`WYVK\J[ZVUS`4VUZVUKLSP]LYZI`
contacting customer sales and service at 1-800-235-0957, or via email to
csr@monsonco.com for your local Monson sales representative.
4VUZVU*VTWHUPLZ154 Pioneer DriveLeominster, MA 01453 1-800-235-0957
w^^TVUZVUJVJVTwww.azelisamericas.com
LUBRICANTS & METAL

WORKING FLUIDS
Creating value, growing together
SEPTEMBER 2016
61
for consumers who will benet from

the desirable features AMP imparts in
low- and zero-VOC paints, metalworking uids and personal care products.
AMP (2-amino-2-methyl-1-propanol) offers formulators comprehensive
benefits including low odor, effective pH control and a positive safety
and handling prole. The compound,
which is already being used as a key
ingredient in a majority of water-based
paints, now allows Canadian paint
companies to avoid reformulating
with less-favorable neutralizers, such
as caustic soda or ammonia.
Environmental impact has become
a signicant factor in the consumer
decision-making process, says STLEmember Mike Lewis, business vice
president, U.S. and Canada for ANGUS.
Its no longer enough for a product to
perform at a high level; it must provide
sustainability benets as well. AMPs
VOC-exemption satises the demand
of our increasingly eco-minded customers in Canada without sacricing
functionality.
ASTM MEMBERS
REINSTATE TEST METHOD
West Conshohocken, Pa.-based, ASTM
International members reinstated a key
test method that helps determine how
much water is in various petroleum
products (D6304, Standard Test Method for Determination of Water in Petroleum Products, Lubricating Oils, and
Additives by Coulometric Karl Fischer
Titration).
Knowing the water content in
these products helps manufacturers
and buyers predict their quality and
performance characteristics while also
helping prevent premature corrosion
and wear.
The group that reinstated the standard met in Bellevue, Wash., as part
of the biannual Committee Week for
ASTM Committee D02 on Petroleum
Products, Liquid Fuels, and Lubricants.
Future revisions of the standard will be
undertaken by Subcommittee D02.06
on Analysis of Liquid Fuels and Lubricants. Revisions could include clarifying the amount of primary standard
62
SEPTEMBER 2016
(i.e., water) needed, updating and

improving specications in the water
evaporator procedure and harmonizing
the standard with other widely used
Karl Fischer standards that determine
water in crude oil.
The need for the reinstatement of
this specication was due to recent
withdrawal of the standard in accordance with ASTM Internationals Regulations Governing ASTM Technical
Committees (section 10.6.3), which
require that standards be updated no
later than the 8th year since the last
approval date.
TIMKEN ACQUIRES LOVEJOY, INC.

North Canton, Ohio-based, The Timken Co., the world leader in tapered
roller bearings, announces that it has
acquired Lovejoy, Inc., a manufacturer
of premium industrial couplings and
universal joints, for approximately
$66 million. For the 12 months ending March 31, 2016, Lovejoy sales were
approximately $56 million.
The acquisition of Lovejoy is a
great strategic t, and were pleased to
add their strong brand to our growing
portfolio of industrial brands, says
Richard G. Kyle, Timken president
and chief executive ofcer. Lovejoy
features premium products used in
challenging applications across diverse
markets. While our two companies operate in many of the same markets and
channels in North America, the acquisition provides exciting growth opportunities.
Based in Downers Grove, Ill., with
additional locations in the U.S., Canada and Germany, Lovejoy is widely
recognized for its exible coupling design and as the creator of the jaw-style
coupling. Lovejoy also manufactures a
line of universal joints, hydraulics and
vibration dampening products.
Were pleased to become a part of
such a well-respected industrial leader
as Timken, says Mike Hennessy, chairman of the board of Lovejoy. Under
Timken ownership, Lovejoys technical
leadership and commitment to customers will carry forward seamlessly. Its
clearly a win-win for our customers
and our employees.

The Hennessy family has owned
and operated Lovejoy for four generations and as part of the transaction,
Hennessy will be retiring.
VANTAGE ACQUIRES MALLET

Chicago-based Vantage Specialty Chemicals, Inc., a leading provider of naturalbased specialty ingredients focused
on personal care, food, consumer and
industrial-end markets, has signed a
denitive agreement to acquire Mallet and Company, Inc. Vantage is currently owned by Vantage management
and a private equity fund managed by
The Jordan Company, L.P. Mallet is a
portfolio company of ICV Partners, a
private equity rm based in New York
and Atlanta.
Headquartered outside of Pittsburgh, Penn., Mallet is the market-leading North American provider of baking release agents, offering innovative
products and capabilities to the food
industry with a focus on R&D, technical service and custom formulation and
packaging capabilities. The company
provides high-quality, process-critical
ingredients that increase ingredient
quality and efcacy and lower costs by
reducing waste.
Richard McEvoy, Vantages chief executive ofcer, says, Mallet has built a
compelling, unique business model by
providing not only release agents and
specialty ingredients but also equipment solutions. Their customer focus,
innovation and technical support are
aligned with Vantages strategy. The
acquisition of Mallet provides an immediate expansion of our existing food
ingredients business. The combined
business will provide additional opportunities to take what the Mallet team
has accomplished to date and accelerate growth.
PROMOTIONS & TRANSITIONS

EVONIK APPOINTS GLOBAL
INDUSTRIAL LUBRICANTS
MARKETING MANAGER
Evoniks Oil Additives business line has
appointed Mukund Bhure to the role of
W W W. ST L E .O RG
global industrial
lubricants marketing manager.
In this role, he
will be responsible for leadership of the wind
turbine and general industrial
Mukund Bhure
gear oils business
globally, and will
relocate from his current location in
Mumbai, India, to Evoniks Horsham,
Pa., Technology Center in the U.S.
Bhure joined Evoniks Oil Additives
business line in April 2010 from Chevron Lubricants, where he was responsible for the sale of industrial lubricants
and Chevrons OEM business in India.
Since joining Evonik, notes Evoniks
Oil Additives vice president for strategic marketing Michael Zink, Mukund has successfully led the growth
of Evoniks oil additives business in
India, established a strong team and
developed an excellent reputation for

himself and Evonik with our customers
and OEMs.
Bhures recent focus has been on
developing business opportunities in
India for both Oil Additives DYNAVIS
and NUFLUX technology brands.
Recent successes have included the
signing of licensee contracts for DYNAVIS technology with two of Indias
largest companies in the lubricants industry.
Bhure is a science graduate with
a post-graduate degree in marketing
management from Pune University. He
brings to his new role more than 24
years of successful sales and marketing experience with lubricants as well
as specialty chemicals.
SONNEBORN PROMOTES
JON GIBERSON
Parsippany, N.J.-based, Sonneborn, LLC,
a global leader in the manufacture and
supply of high-quality white oils and
specialty hydrocarbons, announces the promotion

of Jon Giberson to
vice president and
general manager
Americas.
As vice president and general
Jon Giberson
manager-Americas, Giberson will
have full-organizational and nancial
responsibility for Sonneborn Americas
business including commercial, manufacturing and technology activities. In
this expanded role, Giberson will continue to report to Paul C. Raymond,
president and CEO.
Jon has distinguished himself as a
strong executive leader at Sonneborn.
I am excited to have Jon in this leadership role as we continue to look for opportunities to better align our team to
make us stronger and better positioned
for growth, says Raymond.
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info@petrolube.com
W W W. ST L E .O RG
www.petrolube.com
Lafayette, NJ 07848 973-579-3448
SEPTEMBER 2016
63
Giberson joined Sonneborn in 2005

as director of purchasing & logistics,
and most recently held the position of
commercial VP, North America, leading
up to his current promotion.
I am proud to have this opportunity in leading a growing, vibrant and
forward-thinking organization, says
Giberson of his new role.
Before joining Sonneborn, Giberson
spent more than 20 years in specialty
hydrocarbons, industrial lubricants
and plastics industries within Honeywell, Witco and Mobil Chemical.
He earned his bachelors of science in
chemical engineering with honors from
University of Rochester, and his masters of business administration from
St. Bonaventure University. Additional
post-graduate work was done at Harvard Business School and University of
Chicago Booth School of Business.
SEA-LAND CHEMICAL CO.

CONTINUES TO GROW
Westlake, Ohiobased, Sea-Land
Chemical Co. has
hired Kellie Hudson as an invoicing specialist.
In this new role,
she is responsible
for client billing
within the rms
Kellie Hudson
TLT
T R I B O LO G Y &
LU B R I C AT I O N
T E C H N O LO G Y
64
U.S. operations.
Hudsons hiring comes amid
several internal
moves by the specialty chemical
supplier. Christine Wood was
promoted from
Christine Wood
invoicing specialist to accounts receivable specialist, where she is
now responsible
for tracking, collections and payments processing.
Scot Wahl has
been named a
product marketing specialist. His
Scot Wahl
responsibilities
include researching and developing
new markets for Sea-Lands extensive
portfolio of products. Wahl joined SeaLand Chemical Co. in 2004 where he
served in an inside sales role for more
than a decade.
Buck Evans has been named a customer relations specialist. He now is
the primary contact for inside sales
and technical support. Evans joined
Sea-Land in 2004 where he worked as
an inside sales representative.
We are committed to hiring and de-
veloping talented
staff and promoting from within,
says Joe Clayton,
president of SeaLand Chemical
Co. This latest
change in responsibilities is a great
Buck Evans
example of how
we encourage
members of our team to grow and advance within our company.
NYCO HIRES LOWELL SMITH

Paris, France-based, NYCO America LLC
is pleased to announce that Lowell Smith
is joining its team in North America.
Lowell will participate in offering a
broad range of NYCO brand synthetic
formulated lubricants, mil-spec
greases and hydraulic uids for
aviation. NYCO
Americas business is driven by
NYCO proprietary advanced
technology, proLowell Smith
viding reliable
solutions and a
focused long-term commitment to
high-performance lubrication around
the globe.
Want to be recognized in TLT?

TLT is interested in hearing from our readers. Let us know whats happening in
your company. If you have news about a new employee or if someone in your
company has been recognized with an award or any other interesting items, let
us know. Please send us your news releases and photos for publication in Newsmakers to TLT Magazine, Attn: Rachel Fowler, 840 Busse Highway, Park Ridge, IL
60068, rfowler@stle.org.
The International Space Station has shielding to protect it from meteors up to an inch wide.
AltaLUB 5300 is always the answer.

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put AltaLUB 5300 to the test and find out how you
can do more with less.
A sample is an email away.
shana.mccabe@ingevity.com, Global Business Manager
IN MEMORIAM
DON WOODS
With great sadness TLT reports that
Don Woods passed away suddenly in
July. He was 59.
Woods co-founded and served as
chairman and chief information ofcer of POLARIS Laboratories since
1999. Under his constant leadership, the company grew into
one of the largest independent
global oil analysis laboratories.
The Pendleton native was a
Purdue University graduate,
Don Woods
where he held
a bachelors of science in computer
technology. That education helped
Woods become the pioneer of information technology systems development and integration specic to the
oil analysis industry. Woods broke
into the industry as information systems manager for Lubricon where he
worked for 18 years. In April 1999, he
co-founded POLARIS Laboratories,
which he guided for more than 17
years. In addition, Woods was twice
nominated for the Ernst & Young Entrepreneur of the Year Award.
Don was an inspirational leader
who was truly valued and cherished
not just as a company leader but also
as a friend and mentor by each and
every employee who ever worked at
POLARIS Laboratories, says Bryan
Debshaw, POLARIS Laboratories
chief executive ofcer. He not only
helped set the industry standard for
developing cutting-edge technology
solutions but also for providing the
best service possible to our customers, and thats what we will continue
to do in his memory.
At the onset of his career in
1980, Woods expertise in designing
laboratory information management
systems (LIMS) soon produced the
66
SEPTEMBER 2016
industrys rst software-based data

evaluation, agging and reporting
system. The LIMS concept also has
provided the foundation for an extremely successful one-laboratory,
multiple locations business model
POLARIS Laboratories has proven
to be extremely efcient. He also
oversaw the evolution of the companys technology efforts with the industrys rst full-service mobile app
for iPhone in 2015 and a complementary version for Android in 2016.
Woods is survived by his wife Jennifer and his two daughters, Alexandra and Samantha.
MYRON MCKENZIE
TLT is sad to report the passing of
Myron McKenzie, who passed away in
July at the age of 62.
McKenzie was the vice president
of engineering for American Roller
Bearing Co., located in Hickory, N.C.
He worked in the bearing industry
for more than 35 years. He was previously the chief engineer and would
manage engineers, designers and cad
operators. In that role he also would
analyze new potential products for
suitability and develop state-of-theart analytical tools.
Prior to joining American Roller
Bearing Co., McKenzie was a senior
analytical specialist for the Torrington Co., which was eventually
bought by The
Timken Co. He
developed the
analysis portion
of a computer
program called
Big Bertha that
modeled a system of bearings
to determine
Myron McKenzie
the bearing
loads, stress, heat generation, oil lm
thickness and life. He also was an expert in Weibull analysis.
At The Timken Co., McKenzie
was one of three people who developed algorithms that were incor-
porated into the bearing analysis

programs used by all product and
application engineers. He also was
one of three people that represented
the U.S. on an ISO committee that
developed the ISO 281 standard. This
standard shows how to calculate the
capacity and life of ball and roller
bearings. The top 20 bearing analysts
in the world were on this committee.
McKenzie previously served on
the Rolling Element Bearing and
Wind Energy Committees for STLE.
He received his bachelors of science
in mechanical engineering from
Rose-Hulman Institute of Technology and his masters of science in mechanical engineering from University
of Connecticut.
DONALD DONAHUE
Donald Donahue, of Rockford, Ill. (formerly of Belvidere, Ill.), passed away
in June. He was 77.
Donahue was born in 1938 in
Cullom, Ill. He graduated from Saint
Josephs College in Rensselaer, Ind., with
a bachelors of
science in accounting and
business management. He
worked in the
oil industry
Donald Donahue
since 1960,
holding many positions, most recently the owner of DRD Additives.
Donahue made many international
connections, including Thailand and
France.
Donahue was proud of his Irish
heritage and traveled to Ireland several times. He grew up on a farm, and
although he lived in the city he still
enjoyed tractors and gardening.
He is survived by his wife, siblings, two children, three stepchildren, six grandchildren, six
step-grandchildren, one great-granddaughter and six step-great-grandchildren.
W W W. ST L E .O RG
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SILVER-METALLIC MOLYKOTE BRAND ANTI-FRICTION COATING

Dow Corning Corp. launches a new silver-metallic color for a proven Molykote brand anti-friction coating (AFC) to enhance design options for reducing
friction, noise and wear on various automotive components. New silver-colored Molykote D-709 Anti-Friction Coating offers the same high-performance dry-lm lubrication advantages as glossy black Molykote D-708 Anti-Friction Coating, which is proven effective in such applications as brake
pad clips, springs and pins. With an appealing silvery metallic nish, Molykote D-709 Anti-Friction Coating can add aesthetically pleasing lubrication
for more-visible design components such as door sliding or locking mechanisms and seating system parts. Both Molykote D-708 Anti-Friction Coating
and Molykote D-709 Anti-Friction Coating can provide a low coefcient of friction on metal parts to reduce noise and wear between metal-to-metal and
metal-to-plastic surfaces. They can contribute to lightweighting for added efciency by eliminating the need for heavier greases and allowing the use
of more plastics. Each of these Molykote anti-friction coatings is formulated with polytetrauoroethylene (PTFE) solid lubricants in a solvent carrier and
resin binder system. Properly applied to pretreated parts
with various coating methods, these AFCs provide a clean,
dry, slippery lm as the lubricating solids ll in surface asperities and smooth roughness. Processing is cleaner with
less dust and potential contamination. Precise thicknesses
can be applied to meet application requirements. In typical automotive applications, Molykote D-708 Anti-Friction
Coating (glossy black) and Molykote D-709 Anti-Friction
Coating (silvery metallic) will not attract dust or dirt and
will remain effective when exposed to such contaminants.
They also will resist moisture and are not subject to water
washout. They can maintain durable, long-lasting lubricity
without aging, evaporation or oxidation. They can outperform conventional lubricants under various loads, at slow
speeds and over a much wider service-temperature range.
Dow Corning Corp.
Midland, Mich.
(989) 496-4400
www.dowcorning.com
68
Asteroids are small solar system bodies that orbit the sun. Made of rock and metal, they also can contain organic compounds.
SPECTROIL 100 SERIES OF ELEMENTAL SPECTROMETERS

Engineered to expedite machine condition monitoring and quality control evaluations, Spectro Scientic expands the SpectrOil 100 Series elemental spectrometers. They provide
quick, laboratory-precise measurement of elemental concentrations in a variety of uid
types. The ease of operation makes them ideal for use in laboratories, on-site inspection and
maintenance environments, where rapid test results create value. The SpectrOil 100 Series
eliminates the delay and expense of off-site laboratory analyses and minimal training is
needed to operate the system. The analysis process involves no sample preparation or use
of solvents or gases, reducing cost per sample, and the spectrometers 30-second analysis
time provides immediate, simultaneous multi-element results. The spectrometers consist
of two basic models: the SpectrOil 110, which provides a basic engine wear package, and
the SpectrOil 120, which includes standard and extended range packages with the following
options: wear metals, coolants, fuels and custom application packages. SpectrOil 100 Series
spectrometers detect and quantify the presence of elements that indicate machine wear or
uid contamination, while also monitoring depletion of additives that protect critical assets,
according to ASTM D6595 (oil).
Spectro Scientic
Chelmsford, Mass.
(978) 486-0123
www.spectrosci.com
Send us your new product news with color photos to: TLT Magazine, Attn: Rachel Fowler, 840 Busse Highway, Park Ridge, IL 60068, rfowler@stle.org
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W W W. ST L E .O RG
SEPTEMBER 2016
69
SOUNDING BOARD
Other than cost, what are the biggest obstacles to using

new additives in nished lubricant formulations?
Global approvals/EHSA issues.

(1.) Awareness about the additives.
(2.) Concern that the additives in oil
may negatively affect refrigerants.
(3.) Time and resources for testing.
(4.) The need and efforts to convince
a customer about the benets of the
new additive.
Compatibility with the rest of the

formula.
REACH and other worldwide

registration compliance.
Compatibility and performance.
Contamination.
Environmental approvals.
Approval from equipment OEM.
SEPTEMBER 2016
Getting them incorporated into our

systemit takes a lot of time, effort
and red tape.
Reliability of supply.
Availability.
70
Can Stock Photo Inc. / claudiodivizia
According to TLT readers, there are

quite a few, with global compliance,
compatibility, OEM requirements and
supply dependability topping the list.
Several respondents said cost regulatory issues were causing them to
purchase packages rather than developing their own from individual components. For other readers the issues
are more subtle. Finding something
new, novel and better than what we
already have is an issue, said one,
the majority of innovative products
that come through our door are
rehashed 30-plus-year-old technologies. When asked to name which
additive technologies must develop
the most to meet the demands of
future lubrication challenges, the
top-cited products were antiwear and
EP, friction modiers and antioxidants and corrosion inhibitors.
Lack of adequate support data such

as performance comparison with
other additives, base oil qualication
and compatibility data when two
formulations are topped up into
each other.
Health and safety. Collecting good,
reliable eld data on new products.
W W W. ST L E .O RG
Demonstration of no harm.
Egoproduct was not invented
here.
Changing spec sheets, SDS sheets,
computer blending formulas, QC
procedures, etc.
Customer approvals, legislative
approvals and governing body
approvals such as API, FM, etc.
Performance.
Able to communicate to the
customer so they understand the
need for change and the benets
of the change.
How satised are you

w th the
with
the additive
addit e choices
c oices
s
a aila e today
available
to y forr
formulating
t
nished
h
lub ant ?
lubricants?
90 00%
90-100%
20%
70-89%
46%
60-79%
2%
21%
50-69%
6%
Less than 50%
3%
Other
4%
Based on responses sent to 13,000 TLT readers.
Large additive packs.

The fear of change.
OEM requirements, licensing and

testing.
Culture change.
Unknown effects on hardware.
Testing new formulations.
Established track record.
Concerns about the unknown

chemistry/interactions/change
over time.
Unknown end-product improvement.
Lubricant qualication and additive
life. Qualifying lubricants for
refrigeration applications takes
years. Some refrigeration systems
also need to last a decade or more
without lubricant changes.
Associated approvals and lack of full
data sets behind many of them is a
real issue. The second biggest would
be regulatory concerns in the form
of country regulatory lists.
Modifying MIL standards or
accepting any changes in
formulation to existing products is
a very arduous and slow process.
Sustaining an organized effort
through a team effort.
Over the past decade, what are the two most signicant changes that have impacted the
way lubricants are formulated?
Regulatory restrictions and
competition.
Environmental issues, new vehicle

manufacturing technology.
In refrigeration and air-conditioning

industries, it was new ozone-friendly
refrigerants; their development
started per Montreal Protocol in
1987.
Developing engine oil specications

and the need to rationalize plant
inventory.
Group II base oils.
They need to be lower in viscosity

for the requisite fuel efciency needs
but robust at the same time to
ensure durability.
Base oils and green formulations.
W W W. ST L E .O RG
Development of new specs. Use of

distributors for additives.
Energy losses.
OEM trends and emissions.

The need for better environmental
performance and the need for energy
efciency.
Environmental impact on nished

product formulation due to use of
low SAP formulations, OEM designs
and performance levels.
Use of PAG uids as lubricants and

hydraulic uids.
Fuel economy, global usability.
Viscosities, environmental
regulations.
GHS! Types of metals being used.
The government requiring better
fuel mileage in all classes of vehicles
and moving toward lighter SAE
grades for gasoline and diesel
engines.
SEPTEMBER 2016
71
SOUNDING BOARD
Fully formulated packages. Product
information off the Internet.
When developing
p g a nished llubricant, is it preferred to:
Use a fully formulated additive packagee
51%
Base oil availability and environmental regulations.
S
Start
fr
from individual
i
idual components
pon s
38%
Performance standards and regulatory clearances.
Based on responses sent to 13,000 TLT readers.
Higher temps, loads, other OEM

demands, global registration
requirements.
Less component knowledge, higher

performance base oil pool.
Top treat an existing additive package
Base oil quality.

Cost and availability.
First for us formulations have gone
in the direction of buying packages
more than formulating from
individual additive components.
This is driven by the cost and
number of approval programs in the
industry today. Second would be the
base oil quality change to higher
quality base oils.
Formularies are complex;

environmental regulations are
more restrictive.
11%
Technical advancements.
Improvements in base stocks and
antioxidation additives that allow
higher temperature operations.
SCR/DPF usage. Thinner oil lms
(lower viscosity and higher
durability demands).
Need for improved efciency and

longer drain intervals from nished
oils.
Efciency and noise.
Price.
Synthetic base oil additivation for

special cases (EP, AW, oxidative
resistance, etc.).
Equipment-specic lubricants.
Lower viscosity lubricants, hybrid
electric vehicle lubricants.
Emission controls using better fuel
mileage as the catalyst. Micropitting
additives in EP gear oils.
GHS and the availability of
information on the Internet.
Wider selection of emulsiers and
base uids.
Synthetics.
Restricted use of proven chemistry.
(1.) Move to lower viscosities to
enhance fuel economy. (2.) Increase
of OEM specs based on expensive
proprietary tests that are not shared
with the industry. These stie
innovation because the underlying
science requirements cannot be used
to form the basis for improved
additives design, resulting in
empirical approaches that are very
inefcient.
72
Increased performance expectations

and regulatory complexity.
Biocide restrictions. Because I can
only use the less-effective biocides,
I have to engineer products using
bio-hard and bio-resistant chemicals,
which are all more expensive.
Changes that improved the thermal
oxidative properties of lubricants.
Improvements in degradation and
hydrolysis.
Regulation and availability of green
raw materials.
Lack of resources internally. Customers willing to try new products
without eld-proven experience.
Environmental impact.
Application demand, equipment
design.
Engine efciency, emissions.
(1.) People are going for cleaner

lubricants. (2.) The environmental
norms have become more stringent.
Synthetic formulations and molecular degradation.
Lower viscosity and emission.
Synthetics have increased operating
ranges and saved money. More
research has been done to the
application of lubricants and their
impact.
The two most signicant changes
that have had an impact on formulating a new product would be: (1.)
everyone being overly sensitive
about the NOACK volatility numbers. It was as if the only way for
one major company to beat anothers
product was to nd anything that
was better. Volatility was what they
found so it became a big competition. (2.) The TBN numbers for
extended change intervals. Too
much can actually be too much.
Some scientists suggest that asteroids could have brought the necessary chemicals to start life on Earth.
SOUNDING BOARD
HVI base stocks and lower grades for engine oils.
Looking for the

Ideal Candidate?
CHOOSE
(1.) Difculty in dening desirable behavior. (2.) Lower viscosity

engine oil development and use.
SYNTHETIC ESTERS
Chemistry development and major demand from customers for

the extension of useful life of the equipment.
SUPP
OR
ENVIRTS A CLEA
ONM
ENT
Group III base oils and GTL base oil availability.
As an additive supplier to the MWFs industry, I think the

availability of fewer registered biocides has had a signicant
impact on raw material selection.
Demulsability packages, antioxidants.
Base oil availability and chemical regulations by region.
What additive group must improve the most to meet

the demands of future lubrication challenges?
the
g
DLY
FRIEN
ESS
BUSIN
Antiwear and EP
35%
Friction modiers
29%
Antioxidants and corrosion inhibitors
24%
Detergents and dispersants

ispers ts
2%
T H E S M A RT C H O I C E .
www.lexolube.com
+1 215 271 0800
APPROVED BY LEXO. PAID FOR BY INOLEX, INC.
74
SEPTEMBER 2016
Can Stock Photo Inc. / Naypong
Based on responses
p
sent to 13,000
,
TLT readers.
Editors Note: Sounding Board is based on an email survey of 13,000 TLT readers. Views
expressed are those of the respondents and do not reect the opinions of the Society of
Tribologists and Lubrication Engineers. STLE does not vouch for the technical accuracy of
opinions expressed in Sounding Board, nor does inclusion of a comment represent an
endorsement of the technology by STLE.
W W W. ST L E .O RG
WERE NAVIGATING
THE TRENDS
SO YOU DONT
HAVE TO.
The demand for antioxidants in the automotive industry is increasing

each year as more stringent fuel eciency and emissions standards
drive the industry toward downsized turbo-charged engines.
Because of the higher operating temperatures and accelerated
oxidation in engine oil, antioxidants are needed more than ever.
At Chemtura, were committed to providing a continuous supply of
antioxidants to our customers by increasing capacity for Naugalube
alkylated diphenylamine (ADPA) liquid antioxidants at three of our
sites worldwide. And thats just the beginning of how well help you
navigate this trend.
Chemtura Petroleum Additives

Phone: +1.973.887.7410 ext. 1104
Email: wayne.sawyer@chemtura.com
www.chemtura.com/petaddsad
POWER
BUYERS
80%
TLT readers:
of
Authorize purchases
Evaluate products
Recommend vendors.
TLT ADVERTISERS INDEX

SEPTEMBER 2016 VOL. 72, NO. 9
Company
Page
Acme-Hardesty Co.
79
Additives International
24
Afton Chemical Corp.
IFC
BASF
41
Cannon Instrument Co.
33
Chemtura
75
Chevron Oronite Co., LLC
25
Daubert Chemical
44
Dover Chemical Corp.
39
Ergon, Inc.
57
Evonik Oil Additives
ExxonMobil Basestocks
F&L Asia Ltd.
85
Hangzhou Sungate
67
Huntsman Petrochemical Corp.
Ingevity
65
INOLEX, Inc.
74
J.A.M. Distributing Co.
19
King Industries, Inc.
MonsonAn Azelis Americas Company
61
Mnzing
31
Pelichem Associates
81
Petro-Lubricant Testing Laboratories
63
Pilot Chemical
OBC
Polnox Corp.
18
Shanghai Starry Chemical Co.
73
Soltex, Inc.
69
For information on how to customize

a multimedia marketing program that
ts your budget, contact:
STLE 2017 Call for Papers
77
STLE 2016 Tribology Frontiers Conference
35
The Dow Chemical Co.
51
National Sales Manager

Tracy Nicholas VanEe
(630) 922-3459
tnicholas@stle.org
The Elco Corp.
59
UL Information & Insights
IBC
United Color Manufacturing
53
Vanderbilt Chemicals, LLC
15
76
SEPTEMBER 2016
W W W. ST L E .O RG
CALL FOR PRESENTATIONS

72nd STLE Annual Meeting & Exhibition
May 21-25, 2017
Hyatt Regency Atlanta
Atlanta, Georgia (USA)
STLEs Annual Meeting & Exhibition is the industrys most respected venue
for technical information, professional development and international
networking opportunities. Each year STLEs conference showcases some
500 technical presentations, application-based case studies, best practice
reports and discussion panels on technical or market trends.
Education courses support professional development and prepare qualied
individuals for STLEs three certication programs: Certied Lubrication
Specialist, Oil Monitoring Analyst (I&II) and Certied Metalworking Fluids
Specialist. Our annual trade show and popular Commercial Marketing
Forum spotlight the latest products and services of interest to lubrication
professionals. STLEs conference is a truly international event, with some
1,600 professionals from around the world attending.
2017 presentations are being sought in the following areas:
Biotribology
Condition Monitoring
Engine & Drive Train
Environmentally Friendly Fluids
Fluid Film Bearings
Gears
Grease
Lubrication Fundamentals
Materials Tribology (includes
Ceramics and Composites)
Metalworking Fluids
Nanotribology
Nonferrous Metals
Power Generation
Rolling Element Bearings
Seals
Surface Engineering
Synthetic and Hydraulic Lubricants
Tribotesting
Wear
Wind Turbine Tribology
Abstract Submission
If you are interested in presenting at STLEs 2017 Annual Meeting & Exhibition, submit a 100-150-word abstract at
www.stle.org. Abstracts are due Oct. 1, 2016. Notication of acceptance will be sent in December 2016. While you do
not need to prepare a full manuscript to be included on the meeting technical program, you are invited and encouraged
to submit a manuscript for review and possible publication in STLEs peer-reviewed journal, Tribology Transactions.
For more information, please contact:
Merle Hedland mhedland@stle.org 630-428-2133
Follow us on
#STLE2017
Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068, info@stle.org, www.stle.org.
RESOURCES
TECHNICAL BOOKS
STATISTICAL TESTING STRATEGIES IN THE HEALTH SCIENCES
Authors: Albert Vexler, Alan D. Hutson and Xiwei Chen
Publisher: CRC Press
Statistical Testing Strategies in the Health Sciences provides a compendium of statistical approaches for decision making, ranging from
graphical methods and classical procedures
through computationally intensive bootstrap
strategies to advanced empirical likelihood
techniques. It bridges the gap between theoretical statistical methods and practical procedures applied to the planning and analysis of
health-related experiments. The book is organized primarily based on the type of questions
to be answered by inference procedures or according to the general type of mathematical derivation. It establishes the
theoretical framework for each method with a substantial amount of chapter notes included for additional reference. It then focuses on the practical
application for each concept, providing real-world examples that can be
easily implemented using corresponding statistical software code in R and
SAS. The book also explains the basic elements and methods for constructing correct and powerful statistical decision-making processes to be adapted for complex statistical applications.
With techniques spanning robust statistical methods to more computationally intensive approaches, this book shows how to apply correct and
efcient testing mechanisms to various problems encountered in medical
and epidemiological studies, including clinical trials. Available at www.
crcpress.com. List Price: $119.95 (USD).
RESEARCH METHODOLOGY IN CHEMICAL SCIENCES:

EXPERIMENTAL AND THEORETICAL APPROACH
Editors: Tanmoy Chakraborty and Lalita Ledwani
Publisher: CRC Press
Research Methodology in Chemical Sciences
provides an eclectic survey of contemporary
problems in experimental, theoretical and applied chemistry. This book covers recent
trends in research with the different domain
of the chemical sciences. The chapters, written
by knowledgeable researchers, provide different insights to the modern-day research in the
domain of spectroscopy, plasma modication
and theoretical and computational analysis of
chemical problems. It covers descriptions of
experimental techniques, discussions on theoretical modeling and much more. Available at
www.crcpress.com. List Price: $179.95 (USD).
78
STLE LOCAL SECTION

MEETING CALENDAR
Events listed here are local section
programs. For further details and a
full listing of other upcoming section
events in your area, visit www.stle.org.
Meeting announcements can be sent to
TLT Magazine, Attn: Rachel Fowler,
rfowler@stle.org.
SEPTEMBER 2016
STLE Northern California Section:
Topic and Speaker TBD, Sept. 28.
Time and location TBD. Contact:
stle.norcal@gmail.com.
STLE CERTIFICATION EXAMS

STLE is offering numerous certication exams in September. Here is the
information on each exam:
Sept. 15 from 9 a.m.-noon at ALS
Tribology, 935 Sunshine Rd., Kansas City, Kans.
Sept. 16 from 9 a.m.-noon at WearCheck Canada Inc., 1175 Appleby
Line, Building C8, Burlington, Ontario, Canada.
Sept. 23 from 8:30 a.m.-11:30 a.m.
at Homewood Suites by Hilton
Houston-Kingwood Parc-Airport
Area, 23320 US-59, Kingwood,
Texas.
For the online registration form,
go to www.stle.org; click on the professional development tab at the top.
Then go to certication, then registration. Online registration closes two
weeks prior to the exam date. Onsite
registration may be available on a rst
come, rst serve basis. For more information and for other methods of registering, you may contact STLE headquarters by emailing certication@stle.
org or call (847) 825-5536.
THE NORTH AMERICAN INDUSTRIAL

LUBRICANTS CONGRESS
ICIS and ELGI announce that the inaugural North American Industrial Lubri-
Asteroids are similar to comets but do not have a visible coma. They also are known as planetoids or minor planets.
cants Congress will be taking place in

Chicago, Sept. 13-14, 2016. Covering
both technical and commercial topics,
the event will tackle some of the biggest challenges impacting the demand,
formulation and performance of the industrial lubricants sector today.
New topics for 2016 include:
Base stock market drivers
Dening the characteristics of the
additives marketplace
PAPERS INVITED FOR ASTM

SYMPOSIUM ON TRIBOMETRY
AND TRIBOCHEMISTRY
Papers are now able to be submitted
for the ASTM Symposium on the Tribometry and Tribochemistry. The event is
June 28-29, 2017, at the Sheraton Boston Hotel in Boston.
The symposium is sponsored by
ASTM Committee D02 on Petroleum
Products, Liquid Fuels, and Lubricants. Papers are invited on a variety
of topics, including but not limited to:
Managing regulatory complexities

Evaluating the use of biocides and
chlorine in metalworking uids
Performance optimization through
innovative formulation
Challenges for water-based and
high-temperature operations.
For more information and to register, visit www.elgi.org/joomla152/index.
php?option=com_content&view=article&i
d=179&Itemid=143.
Tribometry for tribochemistry

Surface chemistry and mechanisms
in tribological systems
Use and interpretation of surface
chemistry analysis
Analysis of friction and its signal at
the molecular level
Analysis of tribochemical processes
during industrial equipment use
Friction-induced tribochemical pro-
What do Acme-Hardesty and Italy-based

Temix Oleo SRL have in common? It started
with a shared passion for environmental
responsibility and led to us distributing
the companys specialty esters and
oleochemicals for the rst time in the
United States.
WERE ADDING
TO OUR MIX
cess in metallic and non-metallic

systems
Friction-induced phase transformations and their role in wear
Wear-resistant material development and testing
Friction and wear-process modeling.
Interested authors must submit a
250-300 word preliminary abstract
online no later than Jan. 7, 2017. Visit
www.astm.org/D02CFP for abstract submittal, additional paper topics and any
further information.
Additional technical information
is available from the guest editor
STLE-member Dr. Mathias Woydt,
BAM Federal Institute for Materials
Research and Testing, Div. Tribology and Wear Protection, Germany,
mathias.woydt@bam.de, and STLE Life
Member Dr. George E. Totten, FASM
Department of Mechanical and Materials Engineering, Portland, GETotten@gmail.com.
This partnership allows us to oer sustainably

sourced products and even tailor-made
options to the lubricant and personal care
markets under the Temest and Acitem
brands. The agreement not only expands
options for our customers, but it also further
supports the sustainable production and
sourcing of high-quality products around
the world.
Its only Bio.Logical. to contact us: (800) 223-7054 acme-hardesty.com
W W W. ST L E .O RG
SEPTEMBER 2016
79
BOOK REVIEW
Dr. Robert M. Gresham / Contributing Editor
Tribosystem Analysis:
A Practical Approach to the
Diagnosis of Wear Problems
Peter J. Blau
Published by CRC Press, May 2016, 192 pages
List Price: $129.95 (USD)
DR. PETER BLAU HAS DONE IT AGAIN WITH
ANOTHER IMPORTANT BOOK for those of
us who work in the broad world of tribology, lubrication engineering and lubrication maintenance. His new book,
Tribosystem Analysis: A Practical Approach to the Diagnosis of Wear Problems, is a short methodical description
of the process for properly diagnosing
wear problems, just as the title implies.
It is appropriate for literally everyone
in our eld from senior undergraduates, graduate students, researchers
and practitioners from the lubricant
producers through to end-users responsible for plant operations. With
this well-written book Peter takes the
sometimes seemly, hopelessly complex
world of wear and sorts it into a very
logical pattern that canat least conceptuallybe readily understood by
almost anyone.
There is a huge gap between the researchers/academicians working on the
nanoscale and engineers working in
the real world, just as there is a problem bridging the nano/macro scale gap.
Nano-scale testing and modeling has
not been translated effectively to the
macro scale. Tribologists tend to study
simple systems such as a single additive
in a solvent, but the actual systems are
much more complexsuch as engine
oils with 15-20 componentswhich
can all interact chemically and physically and change over time and under
a wide range of operating conditions.
For researchers to bridge this gap, they
need to understand the macro world
well enough to add context and texture
to their nano-scale research. This book
will help.
80
For Peters target audience, those of

us who work in the day-to-day practical world, this book provides direct
guidance in how to logically get the
needed answers to the days
vexing problem. This is a
rather short book, under 200
pages, which makes it especially useful as a practical
reference as it is easy to nd
needed information. It also is
well indexed.
The book begins with a
short chapter titled What
is a Tribosystem, which serves to get
the reader thinking about and using
common language to describe our mechanical world, our tribosystem. The
second chapter, How Wear Problems
Reveal Themselves, begins with a description of both direct and indirect
indications of wear and a compilation
of wear-detection methods from the
simple visual to more sophisticated
analytical tools. This leads to identifying the dominant types of wear acting
on the specic system.
The next chapter provides a hierarchical system of wear categories describing the different kinds of surface
damage and wear. It also provides a
common language for identifying or
characterizing these different wear
modes. This is, as you might guess,
the longest chapter in the book but an
important one. The tools for imaging
and characterizing worn surfaces are
covered in the following chapter, again
from simple visual techniques to the
more sophisticated.
Dr. Blau then pulls together the information gained through identica-
tion and characterization of observed

wear patterns covered in all the previous chapters by introducing a tribosystem analysis (TSA) form, which is akin
to root cause analysis by systematically
dening the characteristics of specic
wear and friction problems in a system, which, in turn, can facilitate their
diagnosis and suggest potential solutions. As you might expect, the nal
chapter deals with the steps needed in
wear problem solving. Beginning with
a long list of options for addressing
wear problemsstarting with doing
nothingthe author leads us to think
about the specic purpose for
which we might prescribe a
given tribotest and the kind of
information we might expect
to get as it would pertain to
a specic problem. This helps
to eliminate the all-too-natural human tendency to run
every test you can and hope
something good comes from
it. Combining the information from
the TSAwhich reveals what we know
as well as what we dont know about
our specic wear problem with what
we know or can learn from various lubricant tests, materials tests and nontribology testswe can begin to see
which of our laboratory tests begin to
reveal information consistent with our
real-world problem. From this nowrelevant information, we can begin to
formulate solutions to our problem.
Finally, Peter nishes with a couple of
case histories to show how the process
might work in a specic example.
This book belongs on your bookshelf and in STLEs still-developing
Body of Knowledge, which lists key
references, education courses, Webinars, etc.
Give it some consideration if you are
at all concerned about friction and wear.
Bob Gresham is STLEs director

of professional development.
rgresham@stle.org.
Asteroids vary greatly in size; some feature diameters as small as 10 m (33 feet) while others stretch out over hundreds of kilometers.
LUBRICANT INDUSTRY
CAREER OPPORTUNITIES
Pelichem has 39 years of recruitment experience, and is dedicated to serving clients globally in lubricant and additive
industries. The U.S. economy continues its steady growth while averaging 230,000 private sector job gains monthly in 2015
and 172,000 private sector job gains monthly for the first six months of 2016. Listed below are some current career
opportunities with client companies.
*DIRECTOR RESEARCH & DEVELOPMENT*
*FIELD REPRESENTATIVE / TERRITORY
(Mid-Atlantic Region)
MANAGER* (Canada)
Large international additive supplier is searching for a proven

technical leader with strong business acumen, strategic
thinking skills, and international project management
experience to direct a team of managers and professionals in
development of new products and capabilities to meet needs
of customers and OEM's. Will lead efforts to define and
implement R&D strategy for the lubricant and fuel additives
business. Will work closely with global business managers
and regional marketing managers to define a strategic
technology plan that supports and achieves business goals.
Small agricultural / industrial lubricants division of a global

energy company is looking to hire a relationship builder with
account management experience to manage a vast dealer
network throughout Canada. Will be responsible for OEM
lubricant training for service technicians, parts managers,
and sales personnel. French language skills are preferred.
This company is the sole OEM approved lubricant supplier
for first fill and service fill for heavy equipment with a longestablished worldwide customer. This is not a sales role.
*SPECIALTY PRODUCTS SALES ENGINEER*
(Midwest Region)
(Midwest Region)
Global distributor of fuels, lubricants, and base oils with a
solid industry reputation for over 75 years needs a sales
professional to manage a large region from the Midwest down
to Atlanta. This home-based position will cover IL/IN/MI/OH/
WI/MN/MO/TN/KY/GA. Will be responsible for business
development and profitability growth by utilizing a consultative
approach to selling high-performance synthetic base stocks to
lubricant blenders and compounders. Successful track record
is required in sales of base oils, lubricants, additives, or
related specialty chemicals.
*MARKET MANAGER - WIRE-DRAWING*
(Location Flexible)
International supplier of specialty metalworking lubricants is
searching for a marketing professional to support a staff of 10
sales engineers for its ferrous wire-drawing product line. Will
analyze sales data, develop sales strategies, make product
recommendations, and conduct training for sales reps,
distributors, and end users.
*REGIONAL SALES MANAGER*
(MO/KS/TN/OK Region)
International manufacturer needs a proven sales leader to
manage 2-3 territory representatives in sales of lubricants for
specialty metalworking and maintenance applications. Will
analyze regional sales data, track activity toward sales goals,
develop strategies to increase sales, and develop / manage
customer database.
*SENIOR GREASE CHEMIST*
Mid-sized private label grease manufacturer that has

quadrupled in size over the past 10 years needs a grease
chemist to lead development and commercialization of new
technology, products and processes. Will develop the
formulary, manufacturing instructions, and quality control
specifications, as well as make product recommendations
and troubleshoot product applications. This company offers
a line of calcium sulfonate grease precursors as well as
finished greases.
*TERRITORY SALES & ACCOUNT MANAGERS*
(Midwest & Southeast Regions)
Many high priority opportunities exist for sales professionals
to sell products such as cutting / grinding fluids, metal
forming
lubricants,
wire-drawing
compounds,
rust
preventives, hydraulic fluids, gear oils, metal cleaners, metal
pre-paint treatments, and paint spray booth chemicals.
Please call or send resume at your earliest convenience if
you are considering a new position. Your response will be
handled promptly and with the utmost confidentiality.
Ken Pelczarski
Pelichem Associates
928 Warren Avenue
Downers Grove, IL 60515
630-960-1940 (office)
630-207-5676 (cell)
630-960-1942 (fax)
pelichem@aol.com
www.pelichemsearch.com
CAREER COACH
Ken Pelczarski
Should you
accept
that job offer?
Can Stock Photo Inc. / AndreyPopov
Review these
13 questions
when deciding
on a job
proposal.
82
SEPTEMBER 2016
HOW DO YOU DECIDE WHETHER OR NOT TO ACCEPT A JOB OFFER for an

outstanding opportunity when you are happy with your current employer? What about when you are unemployed, under-employed or
unhappy with your employer? Should you accept a job offer that is
not ideal but is better than your current job? What about a job offer
that puts you back to work, but you wonder if better job offers will
come along?
Being presented a job offer places you at a pivotal point in your
career. Your decision can have profound ramications. If a new opportunity is carefully evaluated and determined to be a good step for
your career, it can put you on the right path for advancement. On
the other hand, you may be eager to nd a new position, accept a job
offer without careful evaluation and nd yourself wishing you had
stayed in your previous job situation. Although decisions on job offers can be difcult, asking the following 13 questions will increase
your chances of following the best career path.
W W W. ST L E .O RG
What is the level of responsibility

and challenge? How does the level of responsibility compare with
your current job? If one of your main
goals is to take on more responsibility,
determine if you will have more authority, independence, new challenges
and higher level projects in the new
job. If you are unemployed, do not automatically lower your sights. You still
want to be sure (1.) you are utilizing
your skill set, (2.) you are holding signicant responsibility, (3.) the position
will benet your career and (4.) you
foresee a good chance of staying with
the company for at least a few years.
Will you experience personal and

professional growth? Does the
new employer offer better
prospects for growth than your current
employer as it relates to your career
goals? It would be great if the plan is to
groom you for a promotion in the rst
one to two years. This is not usually the
case, however, and you will need to play
the percentages for future growth based
on several factors. Closely evaluate (1.)
internal promotion policy, (2.) where
individuals have moved from this type
of role, (3.) feasibility of the growth
path the employer is describing and (4.)
how fast the company is growingas it
grows, you likely will grow. Regarding
personal growth, does the employer encourage and support new learning, including participation in STLE education
programs and activities?
Will you have a high level of daily

job satisfaction? This can be
difcult to predict, but there
are questions to ask and observations
to make that will help determine your
probable level of satisfaction. When
you interviewed, did you observe high
morale, teamwork, open communications, friendly and positive interactions
and an environment conducive to your
work style that would result in maximum productivity? Does this position
have the purpose and meaning you are
searching for at this point in your career? Speak to as many employees as
possible, including non-management,
both during the interview process and

through your own connections to determine what a typical day is like. Ultimately ask yourself if this is the kind of
position for which you would truly
enjoy getting up in the morning.
can afford to have a short-term job on

your resume. If the company has a low
turnover rate and is known to treat employees well, your job security will lie
mainly in your ability to perform your
duties successfully.
What is the corporate culture?

This point should not be overlooked even if your skill set is
an excellent t for the job. Many talented individuals have parted ways with
employers during the rst year of employment strictly because of lack of cultural t. Increasing the odds of longterm employment begins with an honest
exchange in the interview process regarding (1.) your management style,
(2.) the kind of work environment in
which you thrive, (3.) the companys top
management style, (4.) your potential
superiors management style and (5.) the
employers work environment. Will
managers be encouraging and nurturing
or will they be pressuring and intimidating? Look closely at the companys level
of integrity, micromanagement, bottomline emphasis, customer focus and
transparency/open communications.
Is the company competitive in its

eld and moving in a positive direction? How is the company
situated in the marketplace? How is it
ranked among competition? Look at
the companys history of growth and
protability over the past 5-10 years.
Learn what strengths give the company
its competitive edge. What is the business plan for the next 3-5 years and
beyond that will ensure its continued
Does the new employer

offer better prospects for
growth than your current
employer as it relates to
your career goals?
growth? Work through your connections to gain a consensus of opinion on

the employers reputation since its image in the industry is a big factor in
determining stability and growth for
the coming years.
What is the level of job security

with this employer? No position
is 100% secure, although you
will certainly want to evaluate the level
of employee turnover to help determine relative security. If turnover rate
is greater than industry average, try to
uncover the reasons. The position may
be with (1.) a new venture, (2.) a startup, (3.) a turnaround situation or (4.)
another scenario of elevated risk. You
may still want to consider this opportunity if there are potentially high rewards to go along with greater risk,
especially if you have not made many
job changes in recent years, and you
Is there a good chance you will

stay with this employer for at
least 3-5 years? It is an obvious
goal to not have too many jobs of 1-2
years duration on your resume. Picture
yourself in the new job a couple of years
from now and evaluate if you would still
be challenged and satised if you remain
in the same role as when you joined the
company. If you tell yourself you would
be anxious to leave the company under
these circumstances, it may be better to
reject this job offer.
If you leave this employer within

a few years, will this position
have beneted your overall career? When accepting a new position,
your main goal is usually to have a
long-term future with that employer.
However, it is a good idea to have a fallback plan. Evaluate how this job will
benet your career in case you leave
this employer in the short term after
not accomplishing your goals or mov-
It is believed by many scientists and researchers that an asteroid impact caused the extinction of the dinosaurs around 65 million years ago.
83
ing up as expected. Perhaps this job

will provide you with leadership experience, round out your background
with new products or markets or give
you the chance to succeed in a difcult
situation. Anyway, the question to ask
is if you have put yourself in a better
position to achieve your primary career
goals if you accept this job offer and
then decide to leave this employer 2-3
years from now.
Is the new position as good an

opportunity as you would expect
to nd? Whether or not to accept a job offer is often a difcult decision because the opportunity may only
be marginally better than your current
situation. If you are happily employed,
you can afford to wait for something
more attractive. However, it may be a
tough decision if you are unemployed,
dissatised with your current employer
or if you are offered the rst position
for which you interview while wondering if this is the best opportunity you
will nd. The question to ask yourself
is if you are likely to nd a signicantly better opportunity in the short term.
The key to answering this question is
to examine the job market closely
through social media, job boards and
trusted colleagues to determine the
types of opportunities typically available for your background.
10
Is the employer offering a

fair and competitive salary?
Most professionals focus
on working for a company that will
treat them fairly on compensation from
the job offer stage through years of employment. The concept of fairness is
often as important as the exact salary
gure being offered. You will need to
determine if you are being offered competitive market value for the position
and for your skills. If you are currently
earning in the 90th percentile among
peers, you may want to consider a job
offer in the range of what you are currently earning as long as you believe
the company is attempting to be fair
and the opportunity is exactly what
you are looking for. Alternatively, you
84
SEPTEMBER 2016
may want to turn down a job offer of a

10% salary increase if you are currently
underpaid in the 10th percentile among
peers, and the offer will not bring you
near the 50th percentile. Realistic bonus potential also should be gured
into the equation.
11
What are the company benets

and perks? Although some
benets can be negotiated,
critical items such as health insurance
and 401K plans are typically written in
stone. Conduct a straightforward evaluation to determine if you are losing
anything signicant in benets or paying out more for these benets when
compared to your current job. If benets are comparable, they are not a big
Keep your focus on

the big picture and
look at what is most
important to you.
factor in the decision to accept a job

offer. If benets fall short, be specic
with the employer about your evaluation and they will often attempt to
compensate for the difference in some
form. Perks frequently are little extras
that are not a big factor, although a car
or stock options are valued perks that
can make a difference in your view of a
job offer. A car can easily provide value
of $10,000 a year or more.
12
What is the position location?

Unfortunately many great
opportunities require a
long commute or involve relocation,
including to undesirable or high costof-living areas. You and your family
need to decide how attractive an opportunity has to be in order to consider
relocation. Evaluate how the employer
will be supporting your relocation nancially as well with contacts and services necessary for a smooth transition.
In order to accept a job offer requiring

relocation, the opportunity usually
needs to be one of the very best you can
nd in the industry, especially if you
are selling a home and moving a family.
13
What is your gut feeling? After acquiring extensive information and completing
due diligence on the job offer, it still
might not be a clear-cut decision. There
is nothing wrong with relying on a gut
feeling since your feelings are based on
a lot of information. You may want to
play it safe, turn down the job offer, stay
with your current job and wait for something better to come along. On the other hand, you may want to accept the job
offer and look at the position as a fresh
new challenge and opportunity, especially if you have been job searching for
a while and if the opportunity satises
one or more of your primary goals.
There is no scientic formula for
evaluating a job offer. Although seemingly small details need to be covered
in the decision-making process, keep
your focus on the big picture and look
at what is most important to you for
your future career path and goals for
advancement.
The previous list of questions
should provide you with a handy reference guide to use when reviewing a job
offer. If you are currently employed,
these questions will help you determine if there is a signicant reason to
make a job change and if you would be
accomplishing your main goals by accepting the job offer. If you are unemployed or underemployed, this guide
will help you determine if the opportunity is about as good as you will be able
to nd in the marketplace.
Ken Pelczarski is owner and

founder of Pelichem Associates,
a Chicago-based search rm
established in 1985 and
specializing in the lubricants
industry. You can reach Ken at
(630) 960-1940 or at
pelichem@aol.com.
W W W. ST L E .O RG
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ON CONDITION MONITORING
Jack Poley
$PNQMFYJUZJO*4'"
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1BSU997***
Mining for dollars

Part IVmaking it easier
on the intelligent agent.
IF YOUVE BEEN FOLLOWING THE THREE PREVIOUS COLUMNS, here

are some takeaways:
Swallow the database pill.
If you are beginning an ISFA program for the rst time (at
your current company), this is your rst and best chance
to get the database properly sanitized and prepped to make
your program the best it can be. If youre going to use an
intelligent agent (IA) in the process, its essential.
Corollary: If youve been into your program for a number
of months or years, you can still improve things going
forward.
Be a part of the solutionparticipate in all respects.
As Ive admonished before, ISFA programs do not run
themselves. Neither is it your testers responsibility to
make it run for you. The tester (lab) is responsible for furnishing accurate data and, if also supplying commentary, a
highly competent, appropriate advisory. Nevertheless the
86
Can Stock Photo Inc. / Wingedbull
tester is leading you to the water. You have to decide to

drink it.
You are likelydespite good intentionsnot supplying
useful, accurate feedback to the evaluator, so that he or she
can reinforce whats right and x whats wrong with the
commentary supplied in specic instances. This is gold,
otherwise known as money on the table. Pick it up. Communicate with the evaluator. Again, if an IA is in use, this
is where the added benets begin.
Read the previous two bullets regularly. Apply them for best
results.
Lets say you have good intentions and understand the
necessity of cleaning up your database to set the table for
maximum uptime (ROI). Then lets discuss the solution aspect
more thoroughly. It really is the last rivet in maximizing ROI
from your program.
Ive been at oil analysis for more than 50 years. Everyone
seems to know what oil analysis is all about, once mentioned,
but I wonder if its really understood, in terms of priorities.
There have been many ideas suggested as ways to avoid the unlikely but potentially devastating impact of an asteroid collision with
Many rst-time ISFA users are attracted to the notion of

safely extended lube and lter changes. Good idea, but that
would be reason No. 2 to investigate the lube. In recent times,
more ISFA users have come to understand that it is the machine, not the lube, which needs to be protected. Accordingly
the major metalsFe, Al, Cu, Pb + Si (dirt indicator)are the
most important indicators of wear and frequent cause (e.g.,
dirt). When liquid-cooled reciprocating engines, some reciprocating compressors and automatic transmissions are being
monitored, coolant becomes another factor that frequently
causes major wear problems, and there are telltale metals,
particularly potassium (K)* from many coolant additive packages, that indicate coolant seepage at sensitive levels well in
time to avert a catastrophe. Further with diesels, fuel dilution
is yet another contaminant, indicative of pump, fuel line or
injector issues. All these types of problems leave clues in the
lube that are much more important as signals (root cause)
for machinery maintenance, as opposed to simply triggering
changing the lube to remove the contaminants. Theyll continue to return until the root cause is removed. If the cycle is
not broken, short-term failure is a likely result.
Revisiting an earlier anecdote, I was interviewed and misquoted in Popular Science magazine in the 1960s as indicating
that oil analysis was like blood testing, when in fact it was the
interviewers own analogy gleaned from our conversation. My
contribution, not printed, was to state that, on the surface,
medicinal blood analysis represented a parallel but also that
the state of oil analysis wasnt nearly sophisticated enough to
warrant direct comparison. It still isnt, but it can exist in the
same conversation these days, perhaps.
The only reason I want to include oil analysis in the same
conversation as a medical blood test is to point out the major
difference between the two sciences. In the medical setting,
the doctor is the focal point of the diagnosis. His opinion is
essential. In the oil analysis setting the report is the focal point
and the commentary (diagnosis) is thrown in, inclusive with
the test. To my knowledge, an ISFA laboratorysupplying a
comment inclusive with test datahas never charged a fee
for that opinion. While the fee is built-in, the tests determine
the service price. Often report recipients have no idea who
evaluated the test data and provided an opinion. When one
thinks about it, thats rather amazing, because the evaluation
is the ultimate deliverable of ISFA, isnt it? The test data and
any available information about the machines operating conditions are stepping stones to reaching a conclusion.
Secondly, irrespective of the quality or accuracy of maintenance advisories, it is often the case that no feedback is
offered from the maintenance team as to the efcacy of the
advisories rendered. This is partly due to inherent devaluation of the commentary, based on the culture in which ISFA
has been steeped, in that most evaluation is not paid activity
from the users viewpoint. As a result, valuable information
never makes it to the computerized maintenance management
system so that it can be used to vet both the comment and
the maintenance effort. As such, the ISFA programs value is
never called into question because its never been questioned.

Prior to computerization of the ISFA processsample
log-in, testing, evaluation and reportingthere was no easy
means to track feedback. Now theres no excuse not to, yet
feedback remains an elusive piece of vital information. Actually,
its neglected. Companies willing to track this information have
signicantly larger savings and uptime. Theyll know where
soft spots (opportunity xes) reside in their operations.
In 1981 I used a simple spreadsheet technique to establish
and verify that a large trucking company had high instances of fuel leaks in the case of one diesel engine MFR/model
and seemingly excessive coolant leaks with a different MFR/
model. I based this strictly on what the test data seemed to
indicatesample by sample, engine model by engine model.
My lab had an IA that I had designed, and we were able to sift
through and cull out problem types based on the IAs evaluations, as there was no feedback with which to correlate. It
was found that about half of the reports with these two types
of trauma were acted upon and the correlation was virtually 100%. What is sad is that half of the problems werent
investigated, and numbers of failures did, in fact, occur upon
further investigation, likely from inattention to the indicated
problem (fuel or coolant).
In the case of the frequent fuel leaks, the MFR was spurred
into some R&D and was able to pinpoint the problem and
correct it for that model going forward. Both MFR and the
user beneted. Seeing oil analysis exact change in a manufacturing process is one of the most exciting technical events
Id ever experienced in my career.
The very best improvement an IA can bring to the ISFA
party is a vetting process thats thorough and doesnt let problem
test results get through the cracks. But it still requires that the
user (1.) acts on advisories in timely fashion then (2.) reports
ndings with sufcient accuracy so that the IA can validate
and correct itself, with judicious domain expertise in the mix
for nal vetting. Then the advisory will take its proper place
as the deliverable it should always be.
Ultimately, given accurate feedback, IAs will be able to
make diagnostic and prognostic statements with a condence
level stated in percentages. When this routinely happens we
can talk about blood testing and machinery uids analysis in
the same paragraph.
*K is particularly dependable for detecting coolant leaks at onset because, unlike sodium (Na) and boron (B), e.g., K rarely has an alternate chemistry that
might possibly be in play. Na and B are frequently found in various lube additive
chemistries. That is, theyre not conned at all to coolants. Its not always a slamdunk to bang on these metals in the name of coolant.
Jack Poley is managing partner of Condition Monitoring

International (CMI), Miami, consultants in uid analysis.
You can reach him at jpoley@conditionmonitoringintl.com.
For more information about CMI, visit
www.conditionmonitoringintl.com.
Earth. They include using nuclear explosions to break the asteroid into smaller pieces or other weapons to deect it off course.
87
WORLDWIDE
R. David Whitby
Testing for biodegradability

Measurements show different aspects and vary
depending on the time of year.
Can Stock Photo Inc. / PinkBadger
BIODEGRADATION IS THE DECOMAgency published guidelines on

POSITION OF MATERIALS BY BIOwhich tests should be used in speLOGICAL SYSTEMS, usually bacteria
cic circumstances and for specic
types of substances. (See http://
and fungi. Primary biodegradation is
echa.europa.eu/practical-guides.)
conversion into new products that
Unfortunately all the tests tend
(usually) do not have the same chemto give variable results, depending
ical properties as the material. Ultion the time of the year and the type
mate biodegradation is complete
and condition of the sewage sludge
conversion into carbon dioxide, water,
or soil used to inoculate the test
inorganic compounds and new biosample. This is because the concenmass. Without biodegradation, the
tration and health of the bacteria
worlds landmasses would be covered
and fungi in the inoculum varies
hundreds of meters deep in dead
Most materials are inherently biodegradable, in that they
will decay over some period of time.
depending on whether the season is
animals and plants.
wet or dry, how the sewage treatAerobic biodegradation occurs
ment works is being operated or
in the presence of oxygen (e.g., the
where the soil samples were taken from. The
decay of dead trees). Anaerobic biodegrada OECD 301 E: Modied OECD Screening
inoculum also need to be kept alive using cultion occurs in the absence of oxygen (e.g., in
OECD 301 F: Manometric Respirometry
ture media. These have a tendency to favor
the sludge at the bottom of a pond).
OECD
310:
CO
in
Sealed
Vessels
2
some species of bacteria and fungi over othReadily and inherently biodegradable prod(Headspace
Test).
ers. The variation in results from the same
ucts are classied according to the percentage
test method done in different laboratories or
Another test, widely used in the oil indusloss of organic carbon, the amount of carbon
at different times of the year in the same
try is the CEC-L-33-A-93 test, which was origidioxide produced and/or the oxygen required
laboratory can be as much as 10%.
nally developed to assess the biodegradabilto achieve biodegradation. Most materials are
Laboratories could try to use a standard
inherently biodegradable, in that they will deity of two-stroke oils accidentally spilled on
inoculum, specic to each test method, but
cay over some period of time. Dead trees can
lakes but is now used to assess any oils acthis would still need to be cultured even if it
take years to decay. Readily biodegradable
cidentally spilled, whether on water or on soil.
was freeze dried. Also many thousands of
materials will decay quite quickly, over days or
These tests are intended to simulate biopackets of freeze-dried standard inocula
weeks. (Some materials are very hard to dedegradation in a specic environment using
would need to be prepared in a central laboragrade and tend to bioaccumulate; this is much
indigenous biomass such as soil, sediment,
tory to be shipped to test laboratories around
worse for the environment.)
activated sewage sludge or sludge water and
the world. This monumental and expensive
The Organization for Economic Cooperaa typical temperature that represents the
task would need to be repeated and recertition and Development (OECD) Guidelines for
particular environment. A low concentration
ed every few years, with few obvious benethe Testing of Chemicals list seven different
of test substance is used. Temperatures are
ts for the biodegradability tests.
tests for determining the readily biodegradusually 20 C (68 F) or 25 C (77 F) and samples
I think we will have to learn to live with
ability of chemical compounds:
are shaken, stirred or air blown for either 14,
the range and variability of biodegradability
21 or 28 days. Measurements are made of eitests.
OECD 301 A: DOC (Dissolved Organic
ther CO2 produced, O2 consumed or the Total
Carbon) Die-Away (AFNOR Test)
Organic Carbon that remains.
The different tests are used to measure dif OECD 301 B: CO2 (Carbon Dioxide)
David Whitby is chief executive
ferent
aspects of biodegradability. Some are
of Pathmaster Marketing Ltd. in
Evolution (Modied Sturm Test)
suitable for water-soluble materials, others for
Surrey, England. You can contact
OECD 301 C: Modied MITI
water-insoluble materials and others for volahim at pathmaster.marketing@
tile compounds. The European Chemicals
yahoo.co.uk.
OECD 301 D: Closed Bottle
88
SEPTEMBER 2016
W W W. ST L E .O RG
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SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS

PUBLICATION | SEPTEMBER 2016

Digital TLT: Sponsored this month by Acme-Hardesty at www.stle.org.

RUST, DUST, DEBRIS - WHEN LUBRICANT FILM FAILS,

TLT / SEPTEMBER 2016 / VOLUME 72 / NO. 9

PEER-REVIEWED PAPER (EDITORS CHOICE)

But maximizing their

A lot of things can happen

By Dr. Neil Canter

By Dr. Nancy McGuire

Heavy-duty diesel lubricants:

By Jeanna Van Rensselar

Be careful what you ask for

By Dr. Robert M. Gresham

What are the biggest obstacles

SENIOR FEATURE WRITER

Rheology at the dinner table

Dr. Anoop Kumar

From the Editor

Did you forget something?

This Months Factoids:

Can Stock Photo Inc. / sdecoret

Complexity in ISFA (in-service

Dr. Robert Jackson

Testing for biodegradability

Front cover image Can Stock Photo Inc. / logoboom

Dr. Martin Greaves

Dr. Mary Moon

Dr. Zulqar Khan

Dr. Mehdi Shaei

Dr. Kook-Wha Koh

TRIBOLOGY AND LUBRICATION TECHNOLOGY (USPS 865740)

2015 Exxon Mobil Corporation. All rights reserved.

STLE stands up for STEM

astronaut ate lunch with us. She explained a

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     

FROM THE EDITOR

Rheology at the dinner table

Can Stock Photo Inc. / OxfordSquare

One must simply cause

Ketchups origins stem from a seasoned

are largely shear thickening (like Oobleck) or

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NA-LUBE KR Alkylated Naphthalene

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before you formulate

Did you forget something?

Can Stock Photo Inc. / jorgophotography

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high. According to the report, Participants

Comets are made of ice, dust and small rocky particles.

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Can Stock Photo Inc. / pmm

Key additives enable

TRIBOLOGY & LUBRICATION TECHNOLOGY Sep 2016

TRIBOLOGY & LUBRICATION TECHNOLOGY Sep 2016