packfan
07-15-2004, 11:17 PM
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<TD>By Kit Sullivan, The Director of Operations & Training for a 55-unit chain of quick-lubes and full-service automotive repair centers. He is also a consultant for the sales and technical side of the quick-lube/ car wash industry and has about 20 years experience in the automotive lubrication and repair fields, and holds a 'Master Tech' certification form 'A.S.E.'</TD></TR>
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<TD>All you ever wanted to know about oil for your BOSS 302 (and your daily driver).</TD></TR>
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<TD>Multi-Viscosity is the way to go. There are two types of lubrication that motor oil gives to your engine. The first type is called a 'Hydro-Static Boundary Layer'. That simply means the viscosity of the oil, which is defined as resistance to flow, is what is causing the oil to cling to the inside surfaces of your engine while the engine is turned off and the oil pump is not operating. When your engine is first started, this 'Static' layer of protection will give the engine adequate lubrication for a few minutes (5 or so) until the oil pump has the ability to create enough oil pressure to get the heated oil moving up into the upper parts of your motor.
At this point, the second type of lubrication takes over. The oil pump is forcing the moving oil in between the engine's internal components, creating what is called a 'Hydro-Dynamic Boundary Layer'. That simply means oil is moving around by way of the oil pump. With a single-grade oil, the heat from operation thins the oil that is clinging to the upper parts of the engine quickly, much more quickly than the oil in the pan. This reduces its viscosity, or ability to flow and causes the engine to lose its 'Hydro-Static Boundary Layer' of lubrication. Unfortunately, the relatively thick single-grade 30-weight has not warmed up enough in the pan to be easily pumped up to the upper-engine before the 'Static' layer is depleted. So what you have is an engine that has lost its 'static' lubrication, but is not receiving any adequate 'dynamic' lubrication yet. This creates and abundance of wear and tear. This is why most engines from the 50's and 60's would be all used up at around 50,000-75,000 miles. That, and the high sulfur and phosphorous trace elements in the oil. Multi-viscosity oil nearly perfectly solves this problem. By starting out at a relatively thin weight, such as 5 or 10, the oil will be very easily and quickly pumped up to the critical parts of the engine, creating the 'dynamic' layer of protection long before the 'static' layer of protection is gone. Through the use of man-made additives called 'Viscosity Index Improvers' (long chain coil polymers, which are temperature-reactive), the oil will increase its viscosity as it heats up to its full operating temperature. Operating temperature for motor oil is 150 degrees. This 'overlap' of boundary layers of protection is what has enabled engines to go for 250,000-400,000 miles on a regular basis, along with much better refined oil. Basically, it has taken almost all of the wear and tear out of the warm-up phase of engine operation, which is where 75% of all internal engine wear comes from. All is not perfect, however: The V.I. Improvers are man-made additives and are VERY susceptible to the mechanical and very destructive 'shearing' action of the engine. This 'shearing' action actually tears apart the additive package, including the V.I. Improvers after a certain amount of time. Driving habits, engine type and condition make an enormous difference in how long the additive package will function adequately, but 3 months-3,000 miles is a good rule of thumb
<T>
<TR>
<TD vAlign=top width="1%"></TD>
<TD vAlign=top width=24></TD>
<TD vAlign=top>
<DIV align=left> </DIV>
<DIV align=left>
<TABLE width=600>
<T>
<TR>
<TD>By Kit Sullivan, The Director of Operations & Training for a 55-unit chain of quick-lubes and full-service automotive repair centers. He is also a consultant for the sales and technical side of the quick-lube/ car wash industry and has about 20 years experience in the automotive lubrication and repair fields, and holds a 'Master Tech' certification form 'A.S.E.'</TD></TR>
<TR>
<TD>All you ever wanted to know about oil for your BOSS 302 (and your daily driver).</TD></TR>
<TR>
<TD>Multi-Viscosity is the way to go. There are two types of lubrication that motor oil gives to your engine. The first type is called a 'Hydro-Static Boundary Layer'. That simply means the viscosity of the oil, which is defined as resistance to flow, is what is causing the oil to cling to the inside surfaces of your engine while the engine is turned off and the oil pump is not operating. When your engine is first started, this 'Static' layer of protection will give the engine adequate lubrication for a few minutes (5 or so) until the oil pump has the ability to create enough oil pressure to get the heated oil moving up into the upper parts of your motor.
At this point, the second type of lubrication takes over. The oil pump is forcing the moving oil in between the engine's internal components, creating what is called a 'Hydro-Dynamic Boundary Layer'. That simply means oil is moving around by way of the oil pump. With a single-grade oil, the heat from operation thins the oil that is clinging to the upper parts of the engine quickly, much more quickly than the oil in the pan. This reduces its viscosity, or ability to flow and causes the engine to lose its 'Hydro-Static Boundary Layer' of lubrication. Unfortunately, the relatively thick single-grade 30-weight has not warmed up enough in the pan to be easily pumped up to the upper-engine before the 'Static' layer is depleted. So what you have is an engine that has lost its 'static' lubrication, but is not receiving any adequate 'dynamic' lubrication yet. This creates and abundance of wear and tear. This is why most engines from the 50's and 60's would be all used up at around 50,000-75,000 miles. That, and the high sulfur and phosphorous trace elements in the oil. Multi-viscosity oil nearly perfectly solves this problem. By starting out at a relatively thin weight, such as 5 or 10, the oil will be very easily and quickly pumped up to the critical parts of the engine, creating the 'dynamic' layer of protection long before the 'static' layer of protection is gone. Through the use of man-made additives called 'Viscosity Index Improvers' (long chain coil polymers, which are temperature-reactive), the oil will increase its viscosity as it heats up to its full operating temperature. Operating temperature for motor oil is 150 degrees. This 'overlap' of boundary layers of protection is what has enabled engines to go for 250,000-400,000 miles on a regular basis, along with much better refined oil. Basically, it has taken almost all of the wear and tear out of the warm-up phase of engine operation, which is where 75% of all internal engine wear comes from. All is not perfect, however: The V.I. Improvers are man-made additives and are VERY susceptible to the mechanical and very destructive 'shearing' action of the engine. This 'shearing' action actually tears apart the additive package, including the V.I. Improvers after a certain amount of time. Driving habits, engine type and condition make an enormous difference in how long the additive package will function adequately, but 3 months-3,000 miles is a good rule of thumb