Lubezine Magazine April 2014 04.05.2014 - Lubes Africa...February-April 2014 |LUBEZINE MAGAZINE 1 VOL.9 • FEBRUARY-APRIL 2014 Designing motorcycle oils to meet OEMs and end user

1 February-April 2014 | LUBEZINE MAGAZINE

VOL .9 • FEBRUARY-APRIL 2014

W W W . L U B E S A F R I C A . C O M

Designing motorcycle oils to meet OEMs and end user needs P.10Developpingg eff ective pplant lubrication pproggramme P.24

PLUS: HYRAX OIL ENTERS UGANDAN MARKET P.4

MAIN FEATURE

Africa’s geothermal energy fuels new lubes demand

2 LUBEZINE MAGAZINE | February-April 2014

Inside Front Cover

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CONTENTSN E W S • I N D U S T R Y U P D AT E • N E W P R O D U C T S • T E C H N O LO GY • C O M M E N TA R Y

FEBRUARY—APRIL 2014


VOL 9

12 | TECHNOLOGY FEATURE

The contribution of oxidation in

lubricant ageing

14 | IN OTHER WORLDS

Lubrizol Launches Resource Website

on GF-6 Specifications

Shell relaunches car service reminder

app

20 | TECHNOLOGY FEATURE

HOW TO READ A CAN OF OIL

23 | GLOBAL MARKET FEATURE

Global lubricant additive use to hit

4.5 million tons in 2017

25 | LAST WORD

LUPAN leads vanguard to reform

Nigeria’s lube market

INSIDE REGULARS

24 DEVELOPING AN EFFECTIVE PLANT LUBRICATION PROGRAM

GEOTHERMAL DEVELOPMENT IN AFRICA PROMISING NEW MARKET BOOM FOR LUBRICANTS

17 | COVER FEATURE

Designing motorcycle oils to meet OEMs and end user needs

TECHNOLOGY FEATURE

10

2 | Editor’s Desk4-6 | The Market Report Tata Motors, Total Lubrifiants sign Africa aftermarket service deal Hyrax, Habib launch new lubricant into the EA market Fuchs Lubricants South Africa set to increase blending capacity Egypt’s GB Auto to diversify into lubricants market Caulo Services acquires 70 per cent stake in Orbichem Petrochemicals Chevron appoints Umongo Petroleum regional oil distributor 7 | Lubes Diary8 | Frequently Asked

Questions26 | My take on the Kenyan

lubricants industry


EDITORIAL

W elcome to Lubezine Volume 9. As Africa’s leading lubricants magazine, we gladly continue to keep you, our reader, abreast with what is happening in the continent and in the world of lubricants, with important insights and analyses through

our wide array of professional contributors and writers.In this edition, we focus on the recent developments in the

energy sector that have, in one way or another, impacted on the lubricants industry. Rapid industrial development and population increase in Africa have scaled up energy demands, prompting further development and exploitation of energy alternatives.

Among the energy options gaining renewed regional attention is geothermal power, whose development is gathering unprec-edented pace across the continent, opening up greater lubrication solutions frontiers and marketing opportunities for both local and global players. It is in light of this that we have devoted our coverage to geothermal energy development and its implications to lubricants industry here in Africa.

In our wide market report, we have highlighted recent regional developments and expanded our scope to also highlight global happenings in the lubricants market that have a bearing on the region. Among these are signifi cant launches, besides fresh distributorship agreements and partnerships.

Further, our technical contributors share such technical lubri-cants perspectives as the role oxidation plays in lubricant ageing and degradation. For a long time, motor cycle oil has been greatly misunderstood, something that does not bode well for such a rapidly growing market as Africa’s. Our article by Infenium’s Ryan Welton sheds light on this subject, giving insightful information particularly on motorcycle oil formulation requirements.

In a bid to understand the lubricants industry from a profes-sional’s angle, we have profi led Mr. Billy Muger, who has been working in the industry since the year 2000. We have published his views on the future of the lubricants industry.

We extend our gratitude to all our loyal advertisers, professional contributors and our 3000-plus strong readership outreach, who continue to make Lubezine the unrivalled premier source of information in the region. .Welcome

Africa’s ever-rising energy demand means growth for lubricants market

EDITOR’SDESKVOL 9 • FEBRUARY-APRIL 2014

Tata Motors, Total Lubrifiants sign deal Turn to P.4

Publisher:Lubes Africa Ltd

Editor: Nyakundi H Nyagaka

Design & Layout: Andrew Muchira

Contributors: Samuel Macharia

James Wakiru

Joseph Ndung’u

Ryan Welton

Crispin Mbogo

J S Evans

Olaolu Olusina

Hesbon Nyakundi

Photography: Bettercom Media services

Lubezine library

Art Direction: Zeus Media Ltd

[email protected]

Advertising & Subscription:

[email protected]

www.lubesafrica.com

Subscriptions: Lubezine is free to qualified subscribers who are involved in the lubricants industry as manufacturer’s end-users, marketers and suppliers to the oil industry. Lubezine is a quarterly publication of Lubes Africa Ltd. All rights reserved. No part of this publication may be produced or transmitted in any form including photocopy or any storage and retrieval system without prior written permission from the publishers.


VOL .9 • FEBRUARY-APRIL 2014


Designing motorcycle oils to meet OEMs and end user needs P.10Developing effective plant lubrication programme P.24

PLUS: HYRAX OIL ENTERS UGANDAN MARKET P.4

MAIN FEATURE

Africa’s geothermal energy fuels new lubes demand

Rapid industrial development and population increase in Africa have scaled up energy demands, prompting further development and exploitation of energy alternatives.

Joseph Ndung’uOUR COVER IMAGE:Olkaria Geothermal plant Kenya.


LUBEZINE?

lubricants capitallubricants p

WHO IS READING

If you wish to communicate to any of the above groups about your products, Lubezine offers the most direct link

The readership includes:Lubezine is a free magazine to qualified subscribers

To advertise, contact Lubezine sales team at:

Focusing on Africa’s lubrication needs

Issue 002October-Decemberwww.lubesafrica.com

Aviation Lubricants

Gulf Energy Launches Lubricants

BEARING FAILURE and lubrication

Focusing on Africa’s lubrication needs

Issue 002October-Decemberwww.lubesafrica.com

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Inside Kenya’s lubricants capital

The basics of oil additives P.16

Inssiide Kennyya’sya’sKirinyaga

RoadPLUS: THE MARKET REPORT P.4

NOT FOR SALE

W W W E A F R I C A C O M

FOCUS ONF

A guide to buying lubricants P.10NEW LOOK!


A new lubricant brand has been introduced into the Uganda market

through a partnership between Uganda-based Habib Oil and Hyrax Oil which is based in Malaysia. The lubricant, branded Hyrax Oil is already in circulation in Uganda after Hyrax also named Habib Oil as its distributor in the East Africa market, according to a report by the Uganda-based Africa Business Week.

Hyrax Oil provides lubrica-tion solutions, ranging from marine, industrial, transformer, automotive greases, specialty lubricants as well as coolants. The company has been operat-ing for the past 23 years and the joint venture deal was only recently sealed with Habib Oil Limited as the Hyrax Oil agent for the East African market.

Over the years, Hyrax Oil has earned international accredita-

THEMARKETREPORTNEWS • BRIEFING • NEW PRODUCTS • TECHNOLOGY

PRODUCT LAUNCH

Hyrax, Habib launch new lubricant into the EA market

Frequently Asked Questions See also P.8

tion from such groups as the American Petroleum Institute (API), Doble, European’s Auto-mobiles Association (ACEA) and MTU Friedrichshafen Gmbh.

In his speech during the launch, Hajji Habib Kagimu, Chairman Habib Oil noted, “Hyrax Oil will not rip your machines. It will not cost you an arm and leg.” He added that the oil’s effi ciency requires that while average taxi changes engine oil every seven days,Hyrax, will need change oil 20 days or more.

With 25 years of research backing Hyrax Oil, Dato Hazimah assured: “This is the beginning of history. Habib Oil is an established player on the Ugandan market and their standards met our specifi ca-tions.”

“The product will be available to consumers within a maximum of seven days from

SERV ICE PAC T

India’s Tata Motors has struck a deal with Total Lubrifi ants, a leading global integrated oil and gas fi rm for aftermarket service of commercial vehicles in parts of Africa, reports the Economic Times.

Under the partnership, Total Lubrifi ants will supply its branded lubri-cants and special products across the Tata Motors sales and service points in African markets other than South Africa.

Total Lubrifi ants is the market leader in Africa, where it operates in 43 countries.

“Through our partnership with Total Lubrifi ants, we will provide our customers with superior quality lubri-cants, developed specially for Tata Motors commercial vehicles, enhancing the performance of our engines, gearboxes and drivelines,” said Sanjeev Garg, Tata Motors, global head for Customer Care (Commer-cial Vehicles),

With this partnership, Total Lubrifi ants will also jointly support the modernization of Tata Motors workshops across Africa. .

Tata Motors, Total Lubrifiants sign Africa aftermarket service deal

the launch,” states Godfrey Mugabi the head of strategy and planning at Habib/Hyrax Oil partnership.

He added: “We will have a show room along Luzira road and partnerships with selected stations in Kampala like City Oil then expand to other parts of the country. Compared to other products, Hyrax oil also has high quality.”

“Since we only deal in lubricants, the expertise we put in is higher than that of other oil companies. Considering that this product is recognized worldwide is enough to ensure it is of very high quality,” he explained.

Hyrax Oil joins a competitive sector with already established players Total, Shell, Gapco, Mogas, Petro, City Oil and Kobil among others all vying for attention from motorists among other consumers. .


Today’s low viscosity oils, designed to deliver improved fuel economy may not

off er suff icient protection to motorcycle gears and may cause gear failure.

Turn to P.11

DIVERS IF I CAT ION

Egypt’s GB Auto is set to diversify into the lubricant market after it struck a distributorship deal with Russia’s Gazprom Neft, which is the oil-focused subsidiary of Gazprom. The move has been attributed to a downturn in the company’s revenue turnover in 2013 income

Egypt’s GB Auto to diversify into lubricants marketthat fell by 73 per cent in the second quarter of 2013, according to previous report.

According to media reports, the local car market is expected to shrink further in coming years and the auto assembler’s decision was prompted by its

keenness on expanding its business portfolio in a bid to stabilize revenue inflows. The company has, consequently, earmarked the lubricant market as a prime pros-pect. Egypt’s lubricant market holds attractive economic potential, which is estimated to

hold between 400,000-450,000 tonnes of mechanical oil with an average annual growth rate of 4-5 percent, according to an Africa Ventures news report.

GB is the sole dealer of Hyundai and Mazda sedans in the country and it will leverage its

extensive distribution networks to grow its lubricant distribution venture. Another report has also hinted that GB Auto plans to roll out Gazpromneft-branded products through its own distribution network as well as third-party distributors. .

I n a move aimed at improving its capac-ity, South Africa-based

lubricants manufacturer Fuchs Lubricants, a subsidiary of Germany-based Fuchs Petrolub, is installing three 30t blend vessels at its plant in Isando,

Johannesburg. In an earlier interview with

Engineering News, Fuchs Lubri-cants industrial sales manager, Andrew Cowling, said the installation of the blend vessels started in November 2013 and will be completed in February,

BUSINESS EXPANS ION

adding that the vessels will help Fuchs Lubricants double its manufacturing capabilities to enable the company to cater for its expected growth, particularly in terms of original-equipment manufacturers.

“The blend vessels will also help Fuchs Lubricants to better service for its customers by improving the company’s fl exibility as it will be able to increase, not only the speed at which it manufactures oil but also the amount by up to an additional 90 t per day,” Cowling said.

Base oils are pumped into blend vessels, after which addi-tives are combined and mixed with the base oils according to a specifi c formula and at a certain temperature to manufacture the desired oil type. After being in the blend vessels for a day, the fi nished product is pumped into drums for storage or into tankers for distribution.

Fuch’s blend vessels will be used to produce hydraulic, gear, engine and Group III engine oils, he added, noting that these synthetic-type engine oils are becoming increasingly popular with customers.The company

currently has several different-sized blending vessels, ranging from 2 t to 18 t.

Cowling also said that Fuchs Lubricants is planning to install an additional grease plant to manufacture calcium sul- phonate grease to enable the company to sell the grease, which is used in new products and technologies such as dra-gline excavators used in mining applications. Fuchs Lubricants currently has a lithium-based grease plant and several other grease pots at its Isando plant.

Further, the company is expanding its Isando-based plant, having bought a third property, which is located next to the company’s existing two buildings.

The new premises have an existing structure that will be renovated to increase offi ce space and a canteen will also be constructed. The company expects the renovations to be completed by the end of the year.

The fi rst expansion project entailed improving offi ce space and the construction of warehousing, both of which were completed in 2011. .

Fuchs Lubricants South Africa set to increase blending capacity

Cape Town

South Africa

Bloemfontein

Pretoria


Calulo Services (Pty) Ltd, a subsidiary of Calulo Investments , has

acquired a considerable stake in Orbichem Petrochemicals (Pty) Ltd following a success-ful transaction that fi nalized the transfer of the latter’s 70 percent of ordinary shares. In a Press Release dated 18th March 2014, Orbichem Petrochemicals announced the completion of the transaction with Calulo Services, saying it was ‘excited to have joined a dynamic and focused group and looked for-ward to unlocking signifi cant opportunities in the local as well as sub-Saharan markets, as a result of this new partnership with Calulo.’

‘Over the past 12 years since inception, Orbichem has grown to the point where it has become necessary to introduce a partner for the next phase

of Orbichem’s growth, ‘Mr Cliff Classen (pictured), MD of Orbichem said in the press statement.

Based in Cape Town, South Africa, Orbichem is an estab-lished regional distributor and

marketer of petrochemical products, specialising in base oils, white oils and speciality products, with access to impec-cable global sources of supply and logistics infrastructure.

Orbichem has made a signifi -cant contribution to the growth and understanding of the African petrochemical market, with an outstanding record of delivering a high standard of

customer service. The company also enjoys a high profi le in the global market and has chaired various international base oil conferences in South Africa.

“Orbichem fi ts perfectly into the Calulo Services group and we look forward to ensuring that inter-group synergies accelerate growth and improve effi ciencies across the board,” said Mr Bryn Ressell, MD of Calulo Services.

Calulo Investments, based in Johannesburg, South Africa, and founded in 1999 by Mkhuseli Faku, is a black owned investment group with signifi cant invest-ments predominantly in the petrochemical sector. Calulo Services, its subsidiary, provides a comprehensive range of logistical and related services across the oil and petrochemi-cals value chains. .

Chevron – South Africa has selected Umongo Petroleum Additives, a South Africa-based petroleum distribution company to be its author-ized distributor of Chevron premium base oils within South Africa and Sub-Sahara Africa region.

Umongo is an aff iliate of Chevron Products Company, and according to an OEM/Lube News report, the new distributor will off er Chevron Group II products – 100R, 220R and 600R.

Umongo promises prospec-

tive customers a wide range of services in the region, which include local storage, logistics and support from its experi-enced technical staff .

It became an additives distributor and later added Group I and Group III base oils to their product off ering, and has grown to be among the largest independent distribu-tors of additives (Oronite, Evonik and BASF) and base oils in the region.

“We are very excited to represent Chevron Group II base oils. They are a

critical link to the future for our customers,” said Boston Moon-samy, the CEO of Umongo. “More than half of the demand in our market is in engine oil applications”, he added.

“Tightening specifications for heavy duty lubricants will require base oils that are very low in sulphur and have suff icient viscosity to protect engines in grueling operating environments. Chevron Group II base oils are the optimal choice,” said Mahmoud Homayoun, Chairman of Umongo.

“Umongo’s breadth of service combined with its technical experience and commitment to operational excellence make them ideal partners for us to support the needs of regional lubricant marketers,” said Cary Knuth, general manager, Chevron Global Base Oils.

Last October BASF appointed Umongo Petroleum as its new distributor in South Africa and Sub-Sahara for its lubricant oil additives, base stocks and components for metalworking fluids. .

ACQUIS I T ION

THEMARKETREPORTNEWS • BRIEFING • NEW PRODUCTS • TECHNOLOGY

Caulo Services acquires 70 per cent stake in Orbichem Petrochemicals

Chevron appoints Umongo Petroleum regional oil distributor

Orbichem fits perfectly into the Calulo Services group and we look forward to ensuring that inter-group synergies accelerate growth


Event: The ICIS Turkish Base Oils & Lubricants ConferenceDate: 21-22 May 2014 Venue: Istanbul, TurkeyContact: [email protected]: www.icisconference.com/ turkishbaseoils

Event: CIS Fuels and Lubricants 2014Date: 27-29 May 2014 Venue: Hotel Intercontinental, Moscow, RussiaContact: [email protected]: www.cisfuelslubes.com

Event: NORDTRIB 2014, 16th Nordic Symposium on TribologyDate: 10-13 June, 2014Venue: Radisson Blu Scandinavia Hotel, Aarhaus, DenmarkContact: [email protected]: nordtrib.dti.dk

Event: 9th International Symposium on Fuels and LubricantsDate: 15-17 June 2014Venue: Hotel Vivanta by Taj Surajkund, New DelhiContact: [email protected] Website: www.isflindia.org

Event: Base Oil & Lubes Middle EastDate: 16-17 June, 2014Venue: InterContinental Dubai Festival City, Dubai, U.A.E.Contact: [email protected] Website: www.cconnection.org

Event: African Conference on Tribology ACT-2014Date: 27-30 June, 2014Venue: National School of Applied Science, Marrakesh, MoroccoContact: [email protected] Website: act2014.sciencesconf.org

Event: ICIS India Base Oils & Lubricants ConferenceDate: 28-30 June, 2014 Venue: Grand Hyatt, Mumbai, IndiaContact: [email protected] Website: www.icisconference.com/indianbaseoils

Event :3rd ICIS African Base Oils & Lubricants ConferenceDate: November 2014Venue: Cape Town, South AfricaContact: [email protected]

Environmental management is co-ordinated by the National Environmental

Management Environment (NEMA) in Kenya.

THE LUBES DIARY

CAPE TOWN, SOUTH AFRICA — Venue of 3rd ICIS African Base Oils & Lubricants Conference


We encourage technical questions from our readers. Lubezine’s team of lubricants specialist will be on hand to answer your queries. E-mail: [email protected]

Some OEMs permit extended drain intervals when high quality, high performance synthentic oils are used

FAQSShell relaunches car service reminder app

See also P.14

Does the black colour of the lubricant indicate its poor condition especially in diesel engines?

Not necessarily. In some cases, the

black colour may mean high oxidation

especially if this occurs soon after charg-

ing the system with new oil. Cleaning

the motor’s internal parts is one of the

lubricant‘s important functions. In the

combustion process of the engine, soot

and other impurities are generated that

the lubricant may pick up, so it neces-

sarily turns black. With good dispersant

additives, the soot and other particles are

held in suspension to avoid coagulation

to form bigger molecules which may

block the oil galleries thereby causing oil

starvation and consequent break down.

Can synthetic oils be used for longer periods, or will they prolong the engine’s life?

There are many factors that one needs

to consider when using a lubricant for

longer periods. The fi ltration system

when only a normal oil drain interval is

observed the oil will give excellent protec-

tion to the engine and thus contribute to

extended engine life.

Can an engine oil aff ect fuel economy?The broad answer is yes.

Generally, oils of lower

viscosity will help to improve

fuel economy because the moving parts

in an engine will not have to overcome

the internal resistance of thicker oil. This

would mean that more energy will be used

to drive the wheels or, alternatively, less

fuel would be required to get to your desti-

nation. The counter of this is that, though

a low viscous oil will offer less resistance

to movement of the engine parts, you need

to have an oil that will be thick enough or

have the additives to prevent the moving

metal surfaces from touching when the oil

gets hot. .

for the oil and air need to be precise, the

environmental conditions where the

engine is operating in should favor the use

of oil for longer periods, and also the OEM

recommendations on such. It is always

best to follow the vehicle manufacturer’s

(the OEM’s) recommendation for oil drain

periods. Some OEMs do permit extended

drain intervals when high quality, high

performance synthetic oils are used. This is

often done in combination with extended

vehicle and engine service intervals, as it is

in the OEM’s interest to ensure the engine

and the oil will require servicing after

longer and longer intervals.

However, because most oil marketers

ensure that their expensive, synthetic oils

are also the best in terms of performance,

Black coloured oil does not necessarily indicate poor oil condition.

Frequently Asked

Questions


PROTECTINGAND CONNECTING

www.multisolgroup.comEmail [email protected]

Tel +230 468 1709 / 1723

Contact Rakesh Roopnarain

Address Multisol Mauritius Ltd, The Catalyst Building, Ebene, Mauritius

From speciality chemicals to high performance lubricants, Multisol is a global leader in the formulation and distribution of high value hydrocarbon additives and base oils.

From supply chain planning and procurement

to warehousing and logistics, customers throughout

Africa rely upon us to deliver a complete service

including latest technology products, optimising

formulations that enhance performance and

provide the innovative solutions for

a successful future.


I f you were to write a list of recession-proof industries,

you might not put the motorcycle industry at the top. But it appears that even in tough economic times, the registration of new motorcycles continues to increase – although regional variations are emerging.

In the North Ameri-can and European markets, where some 50 million motorcy-cles cruise the roads, sales of new machines fell sharply in the eco-nomic downturn – and in Europe sales are still in decline.

However, in North America where sales are currently relatively flat, many expect the market to experience some growth in the next few years. North America remains a predominantly lei-sure-user market, and

big, traditional names like Harley Davidson continue to lead the way.

Until recently, Europe had been seen as a leisure market for the motorcycle indus-try, but over the last few years a commuter market has started to emerge. The desire for a journey to work that costs less in fuel and is less affected by congestion has increased the popularity of smaller ~150cc machines.

Upward Trajectory While new motorcycles registrations across Europe fell from 2.7 to 1.5 million in 2012, which has in turn increased the average age of the continent’s motorcycles end user

ADDIT IVE TECHNOLOGY

F E A T U R ET E C H N O L O G Y

numbers continue to grow for the service fi ll market. In the markets of Asia Pacifi c, Latin America (LA) and Africa where two wheelers are primarily used as an everyday mode of transport, user growth has been on a steady upward trajectory.

These diverging growth and usage require-ments really split the market in two. In Asia, LA and Africa end users are demanding low-running costs and improved fuel economy to save money, and OEMs are driving fuel economy improvements to capture sales.

In the US and Europe motorcycle users are now expecting their lubricants to help keep their machines reliably on the road for longer. These expectations are refl ected in lubricant marketing, which would previously have been around power and performance but has shifted to messages around protection and fuel economy.

This split is further refl ected in the global

motorcycle lubricant market, which is becoming more complex as OEMs and users look for very specific performance attributes, which appear to go beyond the specifi cations.

Lubricant suppliers must ensure their products not only deliver against these diverse requirements, but also maintain a high level of durability across the three critical areas of hardware: the gearbox, the clutch and the engine.

Complex PictureAdded to these geographic differences is a second layer of complexity, which comes from the fact that the motorcycle market is split into various hardware segments, each with its own set of lubrication requirements. The sports sector is typically seen as an ageing bike population.

Machines are purchased as a long term,

By Ryan WeltonRyan Welton joined Infineum in 2007. Initially working in the REACH team of product stewardship he has held several positions and is now the Regional Market Manager for Africa, Europe and the Middle East on Small Engine, Gas Engine, Railroad and Transmission Lubricants. This article first appeared on www.InfineumInsight.com

Designing motorcycle oils to meet OEMs and end user needs


How to read a can of oil See also

P.20luxury item rather than as a day-to-day tool for commuting. Many of these bikes have just a single oil drain each year, with the bike remaining unused for long periods. Riders treasure their bikes and expect the lubricant to offer a high level of hardware durability.

The transportation sector, which covers the majority of bikes purchased in Asia, is focused on low ownership costs and reliability. Oil drain intervals tend to be between 3000-5000 kilometres, and lubricants are expected to deliver both fuel economy and durability to help reduce running costs while increasing length of ownership.

The scooter sector is a fast growth market with a changing demographic, with many new owners being young professionals and women. Although drain intervals and lubri-cant demands are similar to the transporta-tion sector, fewer riders carry out their own maintenance. Typically used for commuting, journeys are relatively short, and the scooter starts and stops regularly.

This means the lubricant must be able to deliver sufficient protection and fuel economy at lower operating temperatures. Passenger car oils cannot do the job.

In recent years, passenger car motor oils (PCMO) have moved to lower viscosity grades for fuel economy performance. And the levels of zinc, phosphorous and other extreme pres-sure additives have also been reduced, owing to the potential harmful effects they may have on after treatment hardware.

While these changes have helped in the automotive sector, PCMO can no longer pro-vide balanced protection to the engine, gears and clutch of four-stroke motorcycles.

Confusion for End UsersWhile a number of oils. including both passenger car and motorcycle oils claim JASO (Japanese Standards Organisation) perfor-mance, they may not meet the real needs of the modern motorcycle. JASO provides a universal motorcycle industry oil specifi ca-tion that sets acceptable limits for parameters including phosphorous, sulphated ash and oil volatility. Oil manufacturers need to meet these specifi cations in order to achieve JASO certifi cation.

Unfortunately, in order to meet these specifi cations, some oil manufacturers will take an existing oil formulation and modify it just enough to qualify for certification - allowing them to minimise overall business complexity.

In some cases the oil may not provide opti-mum performance for the three key hardware areas of a motorcycle over the typical 4,500 km oil drain interval.

PCMO Protection In a recent Infi neum programme in Bangkok, busy motorcycle taxi and courier riders were used to help simulate real world operating conditions in an extreme environment. The higher iron-wear trends observed in the test results clearly demonstrated that passenger car oils were unable to provide adequate protection to the engines.

Many oils are not designed to offer gear protection, simply because the engines and gearboxes in cars use their own specifi c oils. Today’s low viscosity oils, designed to deliver improved fuel economy, may not offer suffi -cient protection to motorcycle gears, and may even have the potential to cause gear failure.

Phosphorus is known to form a protective fi lm between metal parts, which can provide some protection against wear and gear pit-ting. But, if the oil fi lm becomes very thin, rais-ing lubricant phosphorus limits alone cannot guarantee suffi cient protection. In addition, we know that the future tightening of emis-sions regulations is likely to force a reduction in phosphorus due to its impact on the cata-lyst. OEMs have provided oil quality limits, such as HTHS (>2.9 mPa.s) and phosphorus (0.08-0.12 ppm) to offer minimum protection. But to ensure hardware protection they are keen to have a gear pitting test – although this still appears to be some way off.

PCMO Inadequate Clutch ProtectionTo meet the JASO specification, oils must deliver clutch friction to 1,000 cycles (or gear changes), a stretch for many PCMOs, but a

minimum requirement that many oils can meet. However, we estimate that this equates to only around 670 kms, whereas most aver-age oil drains are about 4,500 kms.

From our experiments we conclude that the JASO T903 friction test, when running 1000 cycles, only provides minimum stand-ards for motorcycle clutch friction durabil-ity performance but does not provide an adequate assessment of clutch durability or ‘clutch feel’ over the typical drain intervals for motorcycle oils. It is clear that some products offer the minimum specifi cation requirement but over the typical drain interval provide poorer clutch performance and could have a negative effect for the rider.

These issues have driven the need for tailored motorcycle oils that are specifi cally designed to address both end user and motor-cycle hardware needs. Motorcycle oils must be carefully balanced to provide optimum performance in all three areas of a motorcycle: clutch, gearbox and engine – even beyond the current motorcycle oil specifi cations.

Infineum ResponseThis changing and complex market, combined with the increasing inappropri-ateness of PCMO for motorcycle lubrication, spurred Infi neum to apply its technical exper-tise to the development of additive technol-ogy specifically for motorcycle lubricants. The result of this effort is the launch in 2014 of the fi rst SAE 5W-30 product in the market that is more in line with end user expectations and that can deliver ultimate motorcycle protection equivalent to or better than higher viscosity grades.

In prototype testing, this new product has already demonstrated outstanding perfor-mance in three key areas:• Outperforms leading (SAE 10W-40) prod-

ucts in an extended Sequence IVA wear test

• Delivers excellent clutch friction results – far more than the JASO requirement

• Provides high end gear pitting resistance in line with bench mark products but at lower viscosity

In support of this technical effort, Infi neum has launched a web-based small engine resource centre for technical data, specifi ca-tions, and product information and industry trends. We are confi dent that the information resource centre will refl ect our commitment to small engines technology, and particularly to the ultimate motorcycle. .

Motorcycle oils mustbe carefully balanced to provide optimumperformance in all three areas of a motorcycle: clutch, gearbox and engine


Oxidation ProcessThe process of oxidation is divided into: Free Radical Formation and Growth of radicals.

Free Radical formationA free radical is an atom or molecule with unpaired electrons. Free radicals are atoms or groups of atoms with an odd (unpaired) number of electrons and can be formed when oxygen interacts with certain molecules. Once formed these highly reactive radicals can start a chain reaction. Formation of free radicals can be initiated by different factors or other initiators like:• Contaminants that have oxygen: This

can include water or air in the lubricant which avail the needed oxygen


LUBRICANT DEGRADATION

The contribution of oxidation in lubricant ageing

• Wear metals• Extreme temperatures that can be started

by lubricant coming into contact with metals surfaces that are hot.

The free radicals react with the lubricant to form alkyl radicals and hydroperoxi-radicals also known as peroxides.

Growth of radicalsThe process of multiplication and regenera-tion of the radicals involve the reaction of the peroxides with the lubricant (mainly the base oil or additives) to regenerate the peroxides. In this process, also alcohol and water is produced. This process is catalysed by having high temperatures and wear metals. This ensures the process continues

to regenerate the peroxides as reaction provides raw materials for the process.

With this process, the reaction will cause the lubricant to generate sludges, gums and acids.

The increase in oxidation state of an atom through a chemical reaction is known as an oxidation, while the decrease in oxidation state is known as reduction. Oxidation reac-tions involve the transfer of electrons, a net gain in electrons being a reduction and a net loss of electrons being an oxidation. For pure elements, the oxidation state is zero.

Oxidation ProblemOxidation is the most predominant reaction of a lubricant in service. It is responsible

Besides the power that drives machinery in plants, or the fuel that powers the various available automobile engine designs and models, lubricants play a crucial role in ensuring both effi ciency

and durability. Unlike fuels, which require to be refi lled, lubricants need to be changed within recommended change intervals.

But why do we change a lubricant? This is a vital question for any one who uses any lubricant directly or indirectly. Many reasons can be raised as to why one requires changing a lubricant, but they all can be summed up in two reasons: the lubricant ages and get used up with additives getting depleted over

time; the lubricant gets contaminated.The lubricant aging process is more or less mainly attributed to

chemical changes, which involve oxygen normally called oxidation. Oxidation does not necessarily mean a chemical reaction that involves oxygen; it means any reaction that involves a transfer of electrons. Oxidation process majorly accounts for the reason why a lubricant ages.

James has been working in the lubricants industry in the areas of sales, marketing and technical support.

By James Wakiru


for numerous lubricant problems which include:• Increase of viscosity of the lubricant• Introduction of varnish on the equip-

ment• Formation of sludge in the system• Formation of sediments• Depletion of additives in the lubricant• Breakdown of the base oil• Plugging of the oil fi lters• Increasing of the total acid number(TAN)• Increase of foaming in the lubricant in

service.• Increase in rust formation and corrosion.

Therefore, understanding and control-ling oxidation is a priority of the lubricant chemist. .

Nigerian lubes market standards

See also

P.28

Diff erent ways or methods can be used to eliminate or control the rate of oxidation in lubricants.

Temperature Heat is often accelerates the oxidation process because temperature has two eff ects on any reaction. The first eff ect involves activation energy. If the system contains enough energy to push the reaction over the threshold, the reaction will continue while if the energy is not enough, nothing will happen.

The second eff ect is related to the speed of the reaction. The rate of Oxidation will approximately double for every 10°C increase in temperature above 60oC as indicated as the Arrhenius rate rule. This will mean that the lubricant life will be reduced by 50% or one-half for every 10°C increase in temperature. Hence one of the vital ways to reduce the rate of oxidation is controlling of the lubricant temperature.

Use of AntioxidantsAntioxidants or oxidation inhibitors are used to break into the growth and regeneration of the free radicals that are stable, thus halting the cycle. The diff erent types of oxidation inhibitors used in lubricants can be classified as UV Absorbers, Peroxide degenerators and electron donors or acceptors that break the chain.

Using a good base oilSlowing the lubricant aging process or oxidation is largely dependent upon the quality of the lubricant raw materials selected, beginning with the base oil which is the largest lubricant raw material. Use of Hydro-treated base oils in some

cases will also reduce the rate of oxidation as it has very low contaminant when produced.

Use of Synthetic lubricantsSome synthetics, such as polyalphaolefins (PAO), have inherently better oxidation stability than mineral oils. This improved oxidation stability enables the lubricant to operate at slightly higher operating temperature than the mineral lubricant.

Use of detergentsDetergents are used to clean up the by product of oxidized oil which occurs when antioxidants can’t neutralize the acids eff ectively by creating a chemical reaction with sludge, and varnish precursors so to neutralize them and keep them soluble.

Detection and Filtration of wear metalsEarly detection of wear metals is very important to be able to reduce the propagation of the oxidation process free radicals. This detection can be done using the used oil analysis. After detection the wear metals should be filtered in most cases for large volume systems use of external filtration system can be adopted. In other systems, the filtration system should be in good condition to be able to trap the wear metals.

Dealing with contaminantsAny contaminant that contain oxygen or introduces oxygen should be dealt with at earliest opportunity. This includes air and water. This will drastically reduce the rate of oxidation of any lubricant. .

Controlling Oxidation


I N O T H E R W O R L D SB Y S A M M A C H A R I A

T he Lubrizol Corporation has

announced the creation of GF-6.com,

a new dedicated website for Original

Equipment Manufacturers (OEMs), lubri-

cant manufacturers and other automotive

industry professionals who want insight

into the proposed GF-6 passenger car

engine oil specifi cation.

The proposed International Lubricants

Standardization and Approval Commit-

tee (ILSAC), GF-6 is expected to raise the

performance bar for initial fuel economy,

fuel economy retention and overall engine

protection.

“Lubrizol developed this communica-

tion channel to be the one stop website

containing news, opinion, trends, challeng-

es and lubricant additive expertise focused

on the proposed GF-6 specifi cation,” said

Dr. Mark Rees, Lubrizol’s Global Business

Manager – passenger, car engine and oil

additives.

“Just like GF-5.com, we anticipate the

site will become the go-to place for a broad

range of industry stakeholders involved

in helping to develop and shape the future

passenger car marketplace.”

Globally, OEMs are developing new

technologies to meet governmental regula-

Lubrizol launches resource website on GF-6 specifications

INFORMATION SOURCE

Shell has re-launched its motor service and check-up applica-tion that will now be used by auto owners to remember key vehicle service dates.

The app, known as Shell miGarage and released alongside an upgrade, will allow car owners to store important dates for services and check-ups as it will be able to send users push service notifications. A newly integrated functionality within

the app will also allow users to store multiple dates regarding their vehicles and meanwhile continue to feature functionali-ties from the previous version, which allows users to match the correct lubricant with their car, bike or industrial machinery.

Other features of the app include ability to turn a phone with a flash into an LED torch as well as an option with which to explore social and photo content, including latest Shell

news and promotion updates.Andrew Hepher, Shell Inter-

national Petroleum’s General Manager, Marketing Consumer Brands and Product stated: “We know that juggling mainte-nance dates across multiple vehicles can be a challenge for many of our customers, which is why we have created the Shell miGarage functionality.’

‘As part of our ongoing commitment within the mobile space, the app aims to remove

a level of complexity from the end users’ daily lives, allowing them to focus on other tasks,’ he said, adding that alongside the existing Lubematch features, Shell miGarage is a step towards being able to manage all motor vehicle needs from one central point.

The app, developed internally by Shell, will initially launch in UK, Russia, Brazil and India on iOS and Android formats. .

tions, calling for a signifi cant improvement

in fuel effi ciency and lower greenhouse

gas emissions. These new technologies are

set to impose much greater demands on

lubricants as engine oils are expected to

deliver higher fuel economy levels, while

adequately protecting engines and remain-

ing compatible with emissions systems.

The proposed GF-6 specifi cation

addresses these needs, and GF-6.com is a

centralized location for industry stakehold-

ers to fi nd information regarding engine

technologies, engine test development,

global impacts and overall specifi cation

development. “Fuel economy standards

drive the OEMs to develop new engine

technologies which impact the engine oil,”

said Rees, adding that the challenge for the

industry will be to balance all performance

parameters into engine oil that enables

the use of new engine technologies while

delivering a higher level of fuel economy.

‘It’s about successfully delivering this

effi ciency without compromising the

fundamental protective properties of the

lubricant’, he said. .

Shell relaunches car service reminder app



F E A T U R EC O V E R

Olkaria Geothermal Power Plant, Kenya.


Rapid geothermal energy development promises fresh opportunities as the equipment

require specialized lubrication solutions

PLANT LUBRICAT ION

Geothermal development in Africa promising new market boom for lubricants

The growing number of geothermal energy development projects in Africa is introducing new market opportunities for lubricant marketers

and manufacturers, with the need to satisfy the increasing thirst for specially-formulated lubricants for use in the maintenance of geothermal equipment and machinery also arising. This rapid development has been occa-sioned, partly, by the region’s unprecedented economic growth and industrial development in recent years as African economies grow fast,

putting a strain on current energy supplies, with power demands rising in tandem with both industrial and population growths.

In spite of political instability in a few countries here, the pre-vailing political stability in most countries in the region can also be credited for inspiring the infl ux of foreign investors to Africa, keen to invest in various economic sectors in the continent, among them geothermal energy development.

Surging energy needsIt is projected that Africa is set to experience the world’s fastest regional energy demand growth, driven by urbanization, rising populations, and a steady GDP growth, calling for the expansion of power generation initiatives in the continent to maximize energy outputs so as to satisfy the emerging needs.

But given hydropower’s ever-dwindling sufficiency and rising unreliability, most economies are increasingly finding no other

By Hesborn Nyakundi


recourse than exploring alternative energy solutions to supplement hydro-electricity to meet the surging energy needs. Diesel, a popular alternative to hydro-electricity, is also proving expensive, besides the pollution it causes to the environment.

Consequently, geothermal, a hitherto underexploited power source, whose devel-opment is taking off in Kenya and elsewhere in Africa, is set to take over as one of the most reliable green energy alternatives to supple-ment on-grid power.

Besides its unmatched reliability, geother-mal power is harmless to the environment, why it is also receiving backing from global environmental conservation agencies as a better alternative to nuclear energy.

According to the Geothermal Energy Asso-ciation projections, Kenya is set to become a global leader in geothermal energy pro-duction, particularly on account of the fact that the country distinguishes itself with the Olkaria Geothermal plants, the largest geothermal projects in Africa, a distinction likely to be taken over by Ethiopia.

Power potentialIn 2013, the Government of Ethiopia signed a 25-year agreement with Reykjavick Geother-mal, paving the way for the development of what could be Africa’s largest geothermal project in Addis Ababa, set to generate up to 1000 MW capacity in what will provide more power for the country’s industrial and economic development prospects.

It is a trend sweeping across Africa, with several geothermal projects under imple-mentation in other parts of the continent, and Kenya in the vanguard, providing consultancy services on geothermal power development to such countries with geo-thermal power potential as Sudan, Rwanda, Uganda and Tanzania.

In addition, underway geothermal projects in Ghana, Djibouti and Nigeria point to the potential and rising interest in geothermal power development opportunities, which are also interlinked to the emerging gas and oil discoveries.

According to the World Bank, East Africa’s Rift Valley geothermal capacity alone could power 150 Million homes.

In February 2014, the Kenya Electricity Generating Company (KenGen) said it had successfully drilled at Olkaria in Kenya’s Rift Valley one of the biggest geothermal wells in the world, in what is set to triple the

company’s output by three times to 5000 Megawatts. In Tanzania, the Mauritian, Geothermal Power Limited, established by leading German geothermal consultants together with Mauritius, Australian and Singapore partners, currently holds six prospecting licences through its subsidiary, Geothermal Power (Tanzania) Limited, and is actively inspecting potential in neighbour-ing countries.

For lubricant marketers and manufac-turers in Africa, the growth of geothermal energy use promises new opportunities as geothermal plant equipment and machinery require specially formulated lubricants and lubrication solutions that can ensure plant machinery effi ciency in the extremely high temperature and pressure environments.

The lubrication of geothermal plants is a unique process in comparison to other industrial plants as it consists of a system with some distinctive characteristics which makes it very different.

The fi rst is that geothermal plants are very expansive and occupy large areas. The equip-ment used in the plant is very expensive and hence proper maintenance and lubrication is vital to ensure the expensive assets achieve the expected life cycle time.

Further, given that the production of power is characterized by meeting the power demand on a continuous basis and consider-ing the volume in use, any contaminant or lubricant-related problem would lead to high losses.

The volume of lubricants used in the systems is also huge, especially for turbine systems which consume huge volumes of lubricants depending on the size and capac-ity of the plants.

In addition, most power plants have supply contracts with the local energy supply utili-

ties, which have hefty penalties when a plant does not meet the required supply threshold capacity in MWh to the grid. The spares and labor cost is also quite expensive, making any downtime very costly.

Finally, lubrication systems utilized in such power plants are large and expensive. Critical equipment in the system requires very accurate and precise lubrication sys-tems.

Typical power plant lubricant requirementsFor geothermal plants, lubricants can be clas-sifi ed into two broad categories. First there is the transformer oil with insulating prop-erties. Second there is a range of lubricants suitable for the lubrication of the machinery generating the energy such as turbines oils

Transformer oils Transformer oil is a highly-refi ned mineral oil that is stable at high temperatures and has excellent electrical insulating properties.

It is used in oil-fi lled transformers, some types of high voltage capacitors, fl uorescent lamp ballasts, and some types of high voltage switches and circuit breakers. Its functions are to insulate, suppress corona and arcing, and to serve as a coolant.

Turbine Oils Turbine lubricants should have good thermal and oxidation resistance at moderate and high oil temperatures typical in gas or steam turbine.

Turbine lubricants should control the rust and corrosion that could destroy precision surfaces, resist foaming and air entrainment, which could impair lubrication and lead to equipment breakdown, and have high viscosity indexes that allow more uniform lubricating performance over a wide range of ambient and operating temperatures. They should also be easily fi lterable without addi-tive depletion.

Turbine lubricants should be versatile, able to provide both lubricating and hydraulic functions for various turbine systems, gen-erator, gear unit and other auxiliary compo-nents. Some critical properties that require to be monitored for the turbine oils are:• Total acid number increase would indicate

oxidation increase.• Water content: Any level over 0.2% would

increase rate of oxidation and increase formation of sludge’s.

F E A T U R EC O V E R

According to the World Bank, East Africa’s Rift Valley geothermal capacity alone could power 150 Million homes.


Global additive use to hit 4.5 Million tons by 2017 P.23

See story

• Cleanliness: it is necessary to fi nd source of particulates, e.g. make up oils, dust or ash entering system, wear, etc.

The most common viscosities used in turbines are the ISO viscosity grades 32, 46, and 68.

Hydraulic Oils The primary purpose of hydraulic fl uid is to transmit power. To accomplish this effec-tively, the fl uid must be incompressible and flow readily through the system. The fluid must also have suffi cient viscosity to seal and lubricate the components of the hydraulic system. Hydraulic oil has many of the same requirements as lubricating oil used in the unit bearings, and, in many cases, the same oil can be used.

Greases Grease for the slow moving, highly loaded, bronze bushings such as those found on wicket gates, radial gates, and butterfl y valves should be adhesive, water resistant, able to withstand high bearing pressures, and of a consistency that can be pumped at the lowest temperature encountered. Usually, grease with extreme pressure or an anti-wear capability is specifi ed. Because the grease is lubricating a bronze bearing, it should not be corrosive to copper.

Gear Oil Gears vary greatly in design and in their requirements for lubrication. Factors such as speed, load, and temperature, must be consid-ered when choosing gear oil. Enclosed gears

usually use a mineral oil with rust, oxidation, and foam inhibitors and, where loads are severe, extreme pressure additives.

Worm gears don’t generally require Extreme pressure additives but lubrication can be improved by lubricity additives.

For open gears, a highly adhesive lubricant is required. It must be able to resist being thrown off by centrifugal force or being scraped off by the action of the gear teeth. Most open gear lubricants are heavy oils, many times asphalt based, or soft greases.

Depending on the service conditions, oxi-dation inhibitors or extreme pressure addi-tives may be added. Because these lubricants are very adhesive, they also attract dust and dirt. These contaminants can act as abrasives if the gears are not periodically cleaned. .

Africa’s estimated geothermal potential along the Great Rift Valley.SOURCE: Geothermal Power (T) Limited

FACTBOX: GEOTHERMAL ENERGY



OIL STANDARDS

HOW TO READ A CAN OF OIL

By J S Evans, B.Sc.

When purchas-ing a can, d r u m o r

tankerful of oil, it is important to realise that a number of international classi-fi cation systems are

used to describe the product and its uses. The classifi cations, which include ISO, SAE, API, CCMC, SABS, JAMA and ISLS, are each followed by a series of numbers and letters detailing either the viscosity of the oil or its performance properties. This article will look at the viscosity clas-sifi cations of lubricating oils.

ViscosityThe most important property of an oil is its viscosity. This is defi ned as the oil’s resistance to fl ow at a specifi ed tempera-ture under the force of gravity. It is a measure of the oil’s ‘thickness’; ‘thick’ oil has a high viscosity while ‘thin’ oil has a low viscosity. A fl uid’s resistance to fl ow is known as kinematic viscosity and this is the measurement that is of greatest concern to industries which use lubricants. Kinematic viscosity is measured in centistokes (cSt) and one centistoke equals one millimetre squared per second.

Kinematic Viscosity = 1 Centistoke (cSt) = 1 mm2/s

It is important to note that as temper-ature increases, viscosity decreases, so one must always state the temperature at which viscosity is measured, other-wise the reading will be meaningless.

Two industry standards are used when


measuring kinematic viscosity, namely 400C and 1000C. The type of oil under considera-tion and its properties determine which tem-perature is employed. Industrial lubricants are classifi ed at 40 degrees and automotive lubricants are classifi ed at 100 degrees. In terms of used oil analysis engines and com-pressors have the viscosity measured at both temperatures whilst all other components usually have their viscosity only measured at 40 degrees, based on a typical operating temperature of the component. If the viscos-ity index (which will be explained later) is to be calculated then the viscosity at both temperatures needs to be measured.

Kinematic viscosity is not the only viscos-ity measurement that can be made; there is also dynamic viscosity (sometimes called absolute viscosity) which is a measurement of a fl uid’s resistance to shear at a specifi ed temperature. Dynamic viscosity is meas-ured in centipoise and one centipoise equals one millipascal second.

Dynamic viscosity = 1 centipoise (cP) = 1 mPa.S

The two viscosities are related by the fl uid’s density. Although centistoke units will be used throughout this article, differ-ent units may be used in other parts of the world e.g. Engler Degrees (Europe), Redwood Seconds (UK), and Saybdt Universal Seconds (USA). The different systems are convertible but only for measurements made at the same temperature.

The ISO VG systemThe International Standards Organisation, Viscosity Grade (ISO VG) is a grading system that is generally used to describe industrial oils i.e. oils used in stationary plant (pumps, turbines, gearboxes, compressors etc.). The numbers associated with the ISO VG are shown in table 1.

These numbers refer to the kinematic vis-cosity of the oil in centistokes at 400C. This means that an ISO 320 oil has a kinematic viscosity of 320 cSt at 400C. The beauty of this system is that the name of the oil states its viscosity. For example, Caltex Meropa 460 is an industrial gear oil with a viscosity of 460 cSt at 40 degrees.

Generally, the lower viscosity oils are hydraulic fluids and the higher viscosity

oils are gear fl uids. There is no exact cut-off point where gear oils become hydraulic oils, but ISO 150 is a good approximation. Some ISO 68 oils can be used in high speed, low load gearboxes and some ISO 320 oils can be used in compressors with very high discharge temperatures.

When measuring the viscosity of an ISO oil, do not expect an ISO 100 to have a viscos-ity of exactly 100 centistokes. According to the ISO, 10% leeway is allowed either way, so any industrial oil with a viscosity between 90 and 110 cSt would be considered an ISO 100, and even the same brand and grade might vary slightly from batch to batch.

There are some intermediate grades that are occasionally found which are not ISO approved. These oils have viscosities of 37, 56 and 77 cSt but are not offi cial ISO viscos-ity grades.

Although this numbering system may appear arbitrary, each subsequent grade is approximately a 50% increase on the previ-ous grade. This gives a wide enough range of products to meet industry’s needs without fl ooding the market with a different grade for each centistoke increase in viscosity.

The SAE systemThe Society of Automotive Engineers (SAE) is a viscosity grading system for oils used in the automotive industry. To avoid confu-sion it is divided into two subclasses, one

for gear oils and one for engine oils. A high number (greater than 70) means that the oil is designed for a gear type component while lower numbers correspond to oil which is used in the engine. The numbers associated with the SAE system are shown on table 2:

Unlike the ISO system, the SAE system does not give the viscosity of the oil in centistokes at 400C, although the higher the number, the higher the viscosity. The equivalents of the ISO and SAE viscosity grades are shown in chart 1 on page 22.

The SAE grades are more carefully quan-tifi ed than the ISO oils; both dynamic and kinematic viscosities are used, as well as both 400C and 1000C temperatures.

Grades with the letter ‘W’ are used at lower ambient temperatures and are classified according to a maximum low temperature dynamic viscosity and a maxi-mum borderline pumping temperature as well as a minimum kinematic viscosity at 1000C. The dynamic viscosity measurement correlates with engine speeds during low temperature cranking while the borderline pumping temperature measures the oil’s ability to fl ow to the engine oil pump and provide adequate oil pressure during start up. Grades without the ‘W’ are used in higher operating temperature conditions and are based solely on their viscosities at 1000C.

From chart 1, it can be seen that the SAE

SAE is a viscosity grading system for oils used in the automotive industry while ISO VG is a grading system

that is generally used to describe industrial oils.

ISO VISCOSITY GRADES( ISO VG)2 22 220

3 32 320

5 46 460

7 68 680

10 100 1000

15 150 1500

Engine Oils Gear Oils0W 25W 75W 90

5W 20 80W 140

10W 30 85W 250

15W 40

20W 50

60

TABLE 2: SAE VISCOSITY GRADES

TABLE 1: ISO VISCOSITY GRADES (ISO VG)



gear and engine numbers cover the same range of viscosities; for example, an SAE 30 engine oil has approximately the same vis-cosity as a SAE 85W gear oil. This is because the formulation of engine oils is very differ-ent to that of gear oils in the automotive industry. An engine oil is far more stressed than a gear oil because it must cope with combustion by-products and blow-by gases which severely degrade the oil. As a result engine oils contain a much wider variety of additives than gear oils. Although not ideal, an engine oil will function in a gearbox while a gear oil will destroy an engine.

Monogrades and multigradesEngine (and gear type) oils come in a variety of grades as the table 2 shows such as SAE 30 or SAE 80W. These are known as monograde oils, but multigrade oils are also available with SAE gradings like 15W40 or 80W90 etc.

All multigrade oils have the viscosity properties of a low temperature ‘W’ oil and a high temperature oil without the ‘W’ suffi x.

An SAE 30 and an SAE 15W40 both have roughly the same viscosity (kinematic) at 400C; they both approximate an ISO 100 oil. What then is the difference between a monograde and a multigrade oil in viscosity terms?

Remember that if temperature is increased, viscosity will decrease. The vis-cosity is high at low temperatures and low at high temperatures. However, not all oils behave in the same manner. Some oils ‘thin’ out less than others when the temperature is increased. This is the difference between a monograde and a multigrade oil.

On a very cold winter morning the tem-perature could be -50C but when the engine reaches full operating temperature it might be 1000C. Ideally, what is required is a fairly low viscosity oil which will flow readily at low temperatures without thinning out too much when operating temperature is reached. Multigrade oils are formulated to do this.

A typical monograde oil such as SAE 40 would thin out as temperature increases while as a multigrade oil such as 20W50 would thin out less with increase in tem-perature .

This introduces the concept of the Viscos-ity Index (VI) which is a measure of an oil’s ‘multigradedness’.

The higher the VI, the more ‘multigraded’ the oil. In the above example, SAE 40 (mono-

grade) has a low VI while SAE 20W50 has a high VI.

The advantage of using a multigrade oil is that it has greater viscosity stability over a wider range of temperatures. The oil behaves like an SAE 20W when it is cold and an SAE 50 when it is hot. The ‘W’ in all the SAE grades actually denotes ‘winter’.

Monogrades versus multigradesIf a multigrade oil’s viscosity stability with varying temperature is so useful, what is the point of having monograde oils? The

reason is that a number of the additives used to enhance the VI of an oil are unstable in a working environment. The biggest problem is that they tend to shear, that is, physically degrade. If a multigrade oil is subject to high shearing stress e.g. in a powershift transmis-sion, the additive which imparts the high VI will start to break up, resulting in a sharp and permanent drop in viscosity. This could be detrimental to the component, causing the oil to lose its load bearing characteristic and, under these circumstances, a monograde oil might be the safer choice. .

Comparative Viscosity Classifications

Chart 1


ILSAC’s GF-5 and GF-6, which should increase the consumption of additives such as antioxi-dants and friction modifi ers. .

She said the continuous trend towards lower viscosity PCMO grades will increase the use of friction modifiers and that the extension of drain intervals for PCMO will result in an increase in dispersant and antioxidant treat rates. Also, with usage of fl exible fuel vehicles that use ethanol, an increase is expected for rust and corrosion inhibitors, as well as increase in emulsion retention. Regarding metalworking fl uids, she said the trend towards greater use of paraffi nic basestock, especially Group II and Group III, is likely to result in some changes in additive use.

With hydraulic fluids, there is a trend towards low-zinc and ashless fluids. Share of Zinc-free hydraulic fluids is expected to grow in the next 5 years, up from 7 per cent of the total market in 2012 to 12 per cent of the market in 2017.

Rising demand for fire-resistant fluids is driving the usage of corrosion inhibitors, VIIs, and emulsifi ers for ester based fl uids, Ghosh said. .

The global consumption of fi nished lubri-cants is estimated to grow annually at 1.7 per cent as the global lubricant additive

consumption is expected to grow at 2.2 per cent annually from 4 million metric tons in 2012 to 4.5 million tons by 2017, according to the Parsippany-based Kline & Co. report.

The report, presented in a webinar on the study, “Global Lubricant Additives: Market Analysis and Opportunities,” put the global consumption of fi nished lubricants in 2012 at 39 million tones, valuing 2012’s global lubri-cant additive consumption of 4 million tons at $13.3 billion.

‘By lubricant category, additive consump-tion in 2012 of heavy-duty motor oil accounted for 33 percent of global demand and passenger car motor oil accounted for 27 per cent’, the report says, adding that additives used in other automotive oils accounted for 7 per cent.

Additives in metalworking fl uids accounted for 14 per cent while industrial engine oils accounted for 13 per cent and general indus-trial oils accounted for 4 per cent as other types accounted for the remaining 2 per cent.

The findings, presented by Upshi Ghosh, Project Manager for Kline’s Energy Practice, also suggests that PCMO and HDMO addi-tives account for 60 per cent of global additive demand due to more additization in HDMO and PCMO products, as compared to industrial products.

‘The ACEA 2012 European Oil Sequence is tuned towards providing some degree of biodiesel compatibility. The increasing pen-etration of biodiesel led to increased use of antioxidants to handle sludge, acids and oil thickening issues,” she said.

‘ Growing use of biofuel in North America means this same need is on the wish-list for the PC-11 heavy-duty engine oil upgrade, due in 2016 for North American trucks’, she added.

Dispersants VII, and detergents are the top three function classes, accounting for 70 per cent of total consumption in 2012, with dis-persants accounting for 25 percent, viscosity index improvers, 24 percent, and detergents with 21 percent, followed by antiwear agents at 7 percent; antioxidants, 5 percent; corrosion

Dispersants VII and detergents are the top three function classes, accounting for 70 per cent of total consumption in 2012

Global lubricant additive use to hit 4.5 million tons in 2017

DEMAND

inhibitors and friction modifi ers, each 4 per-cent; and emulsifi ers at 3 percent.

Ghosh also noted that the shift from monogrades to higher-performance oils and multigrades will lead to an increase in the consumption of additives such as dispersants, antioxidants, and viscosity modifi ers.

In reference to extended drain intervals, she noted that to make engine oils more durable, an up-treat of antioxidants and dispersants will be required.

On PCMO, Ghosh said the trends affecting the formulation of PCMO and demand for additives in this product category include the introduction of new specifications such as

F E A T U R EG L O B A L M A R K E T

2012 Additives Usage By Lubricants Category

Heavy-duty motor oil

Passenger car motor oil

Other automotive oils

Metalworking fluids

Industrial engine oils

General industrial oils

Others

27%

33%13%

14%

7%

4%2%


F E A T U R EM A I N T E N A N C E

THE 5 STEP PROGRAMUsing the right lubrication techniques will greatly improve machine availability, reli-ability and service intervals. However, this requires a systematic approach in order to be achieved and sustained. It is fi ve -step processes that involves;

Step 1. Plant needs evaluationThis is a 1 - 2 day long plant visit to evaluate the current status of the plant and where the plant is in regard to lubrication. The plant lubrication program strengths, weakness and improvement areas are identifi ed at this stage.

Step 2. Detailed Lubrication AuditThis step may be a week long process depend-ing on the size of the plant and which involves going round the plant and identifying all lubrication points, systems, methods, lubri-

Developing an effective plant lubrication program

LUBRICAT ION PROGRAMME

The benefi ts of an effective lubrication program are ever and so increasingly overlooked in the industrial world yet it provides the greatest ROI if properly implemented. From reduced unplanned downtime to increased production

with minimal repair costs, an effective lubrication program may just be what you need at your plant to stay ahead of your competition.

It is important to note that 55 per cent of all bearing and rotating equipment failures are lubrication related – poor lubrication and contamination. This is quite signifi cant knowledge when you consider the fact that lubricants only cost between 1 – 3 per cent of the total maintenance budget.

So what are these lubrication related issues that contribute to the failure of bearings? The fi rst is improper lubrication, which is often a result of either too little or too much lubrication. Secondly,

lubrication contamination or cross contamination with incompatible lubricants can also cause failure .In addition, lubricant degradation can account for bearing failure. It can also be a result of using the wrong type of lubricant

President - Droplex Industrial Systems Ltd.Mr. Mbogo has over 17 years industrial engineering experience both locally in the oil industry and with General Electric in USA. He is an expert in Automated Lubrication Systems.

By Crispin Mbogo


It is important to note that 55 percent of all bearing and rotating equipment failures are lubricant-related- poor lubrication and contamination.

cants and lubrication processes carried out at the plant.

Step 3. Improvement ProposalBased on the identified shortfalls or weak-nesses in the existing or the non-existence of the lubrication program at the plant, a proposal is made for evaluation by the plant management and stake holders.

Step 4. Design and implementationCost is what comes to mind for a lot of stake holders when implementation is mentioned. However, a lot of the improvements are more of an attitude and behavioral change towards lubrication at the plant and less of expenses which are generally within acceptable ranges. Training is key at this stage as it forms the basis of the program. Where capital expendi-ture to install automated lubrication systems is required, a budget is then set aside.

Step 5. OptimizationThis is a continuous phase whereby there is a need to keep in contact with the Lubrica-tion Systems experts for optimization of the program.

THE KEY ELEMENTS OF THE PROGRAMIrrespective of who does the lubrication program development at your plant, it should address the following areas;

i) Logistics and supply chain of the lubricantsYour supplier needs to be able to support your plant in other ways more than just dropping off the lubricants. Do they have the right lubricants? Is your supplier in a position to get you the right lubricants within a reasonable period after ordering. Your supplier should also be able to keep stock so as to reduce your stocking levels at your plant.

ii) Storage and handlingYou need to ensure that the storage and handling of lubricants is according to the regulatory safety standards and require-ments. Lubricants are required to be stored in special designated areas and safe from fi re hazards. The handling of lubricants should be such that there is little or no chance of contamination/cross contamination from other products. Lubricants are also affected by exposure to sunlight and moisture and this should minimized.

iii) Selection and application methodsEffective lubrication can only be achieved if the right lubrication method is employed. Using manual lubrication to lubricate an equipment that requires greasing every few hours, where you have hundreds of grease nipples or an environment where bearings are exposed to too much dust or water is practically impossible irrespective of how cheap labour is. Soon bearings start coming apart or seizing. This is where an automated lubrication system is required.

iv) Lubricant analysisIt is essential to have your oils in gear drives and hydraulic equipment analyzed to ensure that you do not have a potential catastrophic failure awaiting. Existing internal wear of equipment can only be established through oil analysis. These results can then be used to plan for servicing or changeout of an equip-ment thereby avoiding unplanned down-times which are very costly. The decision to extend the oil change duration or the need to only fi lter the oil is also made at this point.

v) Contamination control measuresContamination of lubricants is a common problem in the industry and yet it is one of the leading causes of bearing failures even with proper lubrication of the equipment. Dirt, water and metals when ingested in the equipment become the source of wear even with presence of the lubricant. Cross contami-nation on the other hand affects the proper-ties of the oil or grease therefore making the lubricant ineffective. Clean lube room, proper dispensing equipment, colour coding are all methods employed to keep contamination at a minimum.

vi) Lubrication task planning and schedulingThis is essential in ensuring that lubrication is done as and when required. Use of a main-tenance program or software that assigns and produces schedules on a daily basis is a great method of ensuring that tasks are done.

vii) Waste lubricant handlingProper handling of the waste lubricants is essential in the development of an effec-tive lubrication program. Environmental concerns come to mind at this stage where legal issues can arise should improper handling of especially oils occur. One has to ensure that the waste lubricant is kept safe and/or removed from site by responsible parties to eliminate or minimize risks associ-ated with disposal of lubricants. There are companies that purchase waste oils for use in their furnaces. Waste removal fi rms have to be vetted to eliminate practices where waste oils find themselves back into the market or dumped on the ground or rivers causing environmental catastrophes.

viii) Training The act of lubricating and adding/changing oil is just the tip of the iceberg in extending the life to your equipment. Advancing the lubrication knowledge and expertise of your reliability team leads to improved profi tabil-ity and helps to achieve the organizational goals. It is crucial for every organization to ensure that their employees have the neces-sary knowledge and skills to perform their daily job tasks effectively. It is a fact that a well-designed lubrication program with skilled lubrication technicians quickly and substantially reduces downtime and operat-ing costs. With the average plant loosing approximately 20-30% of the entire mainte-nance budget simply due to poor lubrication practices, it is vital that in-house lubrication practices become optimized. This starts with training of all the concerned personnel.

In Conclusion, lubrication still and will always be one of the most if not the most essential component in the operation of a cost effective, effi cient and reliable manufacturing plant. It is a high time that those who are tasked with the responsibility of keeping the plant running profi tably focus on the development and continual improvement of their plant lubrication program.

Proper Lubrication is not costly. It is cost effective. .


Lubezine: When did you start your career in lubricants?Billy: I joined the lubricants industry in the year 2000 and have remained actively involved to date.

What inspired you to take up a career in lubricants?Well, it all started when I joined Kenya Shell as an intern. In the course of my internship stint at the organization, I became part of a project

focused on used oil management. That experi-ence sparked my interest in lubricants. So that was the beginning of my ongoing involvement in lubricants.

What companies have you worked for previously and in what positions?My first professional job in lubricants was with Total Kenya, where I was a Lubes Sales Engineer. Afterwards, I joined Chevron Kenya

to be a Lubes Business Consultant. Then I moved to Synergy Lubricant Solutions as a Lubes Consultant, after which I proceeded to Hass Petroleum in Uganda.

What have been your most memorable career highlights?The most memorable experience so far regards my period at Chevron. My job involved pro-moting lubes business through innovative marketing activities. At the organization, I took pleasure in participating in such excit-ing sales promotional activities as consumer SMS messaging and scratch-and-win sales promotions.

What is the most diffi cult chal-lenge you have faced in the course of your career?Handling customer liability claims made to my employer can at times be one of the most demanding challenges of my work. Some-times a client comes with a complaint about the failure of a costly industrial machinery bearing, for example. Running a thorough

SALES PROCESS

In the year 2000, a student joined a lubricants marketing organization in what was expected to be an ordinary internship spell. However, as fate would have it, that would be BILLY MUGER’S fi rst step into the numerous professional opportunities available in the lubricants industry. He developed an enduring interest in lubricants and has never looked back ever since. In the

course of his career,spanning over ten years now, Billy has worked with various organizations within the industry and in various positions. For this issue, Lubezine magazine team spoke with him to get his perspectives on the industry based on his professional experiences. Here are highlights of that interview:

QUESTIONS10 FOR LUBRICANTS PROFESSIONALS

My take on the Kenyan lubricants industry


investigation procedure to establish actual cause of failure requires a lot of effort as you need to carefully inspect the entire lubrication system of the machinery to accurately estab-lish the cause of the problem.

From your experience, what comments can you make on the lubricants industry in Kenya?Well, my general observation is that the market has a lot of competition.This is partly due to unrestricted market access and the absence of very strong regulation. Further, I have observed that the Kenyan market is characterized by very distinct market seg-ments with unique needs that call for service customization. On the other hand, market growth is relatively slow and is largely driven by the automotive sector. However, I am seeing a notable improvement in market knowledge regarding basic lubricant quality and performance awareness among end users.

Are there suffi cient training opportunities for aspiring lubricants professionals in the country?In my view, we do not have suffi cient train-ing opportunities within our institutions of learning at present. Training in lubricants technology and solutions has largely been left to multinational oil companies, most of which have unfortunately gradually exited the market for one reason or another. Another concern in training is that there is a dearth of appropriate facilities at most colleges offering this training, resulting in knowledge that is too basic in comparison to the world standards.

One of the most problematic challenges in the African lubri-cants market is the proliferation of counterfeit lubricants. What measures, in your view, can be taken to seal the illegality off?This is a major problem in the industry. Even with its many costly implications, the vice continues to thrive mainly due to the fact that the damaging impact of using a low quality lubricant may not always result in an instant machinery breakdown.

Unlike poor quality fuels which can cause immediate plant breakdowns, the impact of using adulterated lubricants can be so gradual that an end user may not notice the eventual breakdown is a result of the continued use of such a product.

I also think that lot of the so-called black-market lubricants dealers are still in business and control a considerable economic stake due to covert and unholy collusions with some corrupt law enforcement authorities that are charged with the responsibility of containing counterfeits.

Although it is difficult to eradicate the malpractice totally, remedies such as better legislation, effective counterfeit law enforce-ment and sustained consumer awareness and publicity campaigns within the affected market segments can be of great help.

What advice would you give aspiring lubricants profession-als out there?My advice to them is that technical experi-

ence and training are important to differ-entiate in the highly competitive market place.

They should also know that the lubri-cants business is very dynamic and with that there are numerous opportunities for career growth. There is a wide range of seg-ments to explore and grow as a lubricants professional.

What has changed in the lubri-cants industry over the years?In comparison to previous years, there is a marked and unprecedented increase in the numberof lubricants marketers.

The dealers offer a wide range of lubri-cants brands, resulting in intense competi-tion within the market. .


W O R DL A S T

of business and put all our investments at risk, throwing thousands of Nigerians out of jobs.

”In 2014, we plan to take our campaign to the Parliamentary Committee on Trade and believe that they will consider our case,” the LUPAN Executive Secretary explained.

He added that LUPAN is also worried about the internal adulteration of products belonging its members, saying a Task Force had already been set in place to address this, including measures to tackle the menace already being perpetrated.

Observers of the development are unani-mous in their belief that LUPAN has made an ambitious move with the proposed policy framework, which sets 2015 as target, seeking to stimulate growth in the lubricant sub sector by enhancing value addition and self-addition in the country.

The proposed policy, a copy of which was obtained by Lubezine in Lagos, “is aimed at taking advantage of the availability of bitumi-nous tar sand deposit in the country, which can yield heavy crude oil for the production of base oil, which is the main raw material for lubricant production.”

It also seeks to achieve, among other objec-tives, the establishment of functional heavy crude oil refineries dedicated for base oil production in the country; increase capacity utilisation in the lube sub-sector from 40 per cent to 60 per cent by 2015.

Others include increasing investment fl ow into the sub sector, from N300billion to N500 billion in 2015; increasing the contribution of the sub-sector to national GDP; export of locally produced lubricants to the ECOWAS sub-region and thus earn foreign exchange for the nation; and establish standards in the industry by 2015.

With the huge potential in the economy of a country expected to overtake South Africa as the biggest economy in the continent, we can only hope that the Nigerian Government would fast track the consideration of the proposal to come up with a legal framework that will be binding to all stakeholders for the growth of not only the lube sub-sector but also the country’s economy as a whole. .

W orried by the infl ux of substandard and adulterated lubricants stream-ing into the Nigerian market, the

Lubricants Producers Association of Nigeria (LUPAN) is in the vanguard to sanitise the market.

LUPAN, currently made up of 24 indigenous lube companies, is working in concert with the Major Oil Marketers Association of Nigeria (MOMAN), also known as the ‘Big 8’, to achieve this goal. Ten other new lube plants are also expected to join LUPAN soon.

‘LUPAN is a pressure group working with other stakeholders such as the Standards Organisation of Nigeria (SON), Directorate of Petroleum Resources (DPR) of the Nigerian National Petroleum Corporation (NNPC) and the Consumer Protection Council (CPC)’, LUPAN Executive Secretary, Emeka Obidike (pictured), told Lubezine in Lagos, Nigeria’s commercial capital.

‘We also have a good working relationship with the MOMAN, made up of the oil majors, in an effort to sanitise the industry. We have been discussing the major challenges facing the industry with the government and we are happy to report that the government is now listening to us,” he added.

With an investment of over N680 billion in an industry employing about 300,000 workers, the indigenous lube manufacturers have the capacity to produce about 960 metric tonnes per year but are currently producing 582 metric tonnes annually in a market considered as the largest in West Africa.

Moreover, because of the importance of the lube industry to the Nigerian economy, the association is currently working with the Nigerian Government and other stakeholders to fashion a policy framework for the lube sub-sector development in the country.

On his part, Obidike said the proposed policy framework tagged, Backward Integra-tion Policy (BIP) for the lubricant sub-sector and drafted last October, is currently being considered by the government.

He also listed the infl ux of fake lubes into the

LUPAN leads vanguard to reform Nigeria’s lube market

MARKET REFORMS

country as a major concern for LUPAN; high tariff on base oil which stands at 10 per cent as well as internal adulteration of products belonging to LUPAN members. All of these, Obidike disclosed, are encapsulated in the proposed mitigation policy document.

‘In the document, we raised three issues that are germane to the survival of the industry.

‘These include the infl ux of fake lubes into the country. Nigeria has become a dumping ground for all sorts of lubes, especially from the Middle East. We have identifi ed over 60 brands of fake lubes in the market and we are worried by this development that is killing the local industry.

‘We are also bothered at the high tariff on base oil that stands at 10 per cent. We are call-ing for a reduction of tariff on base oil that is the raw materials for lubes to fi ve per cent and an increase in duties for imported lubricants to 25 per cent to protect local producers. We also want the importation of base oil restricted to only registered lubricants producers.

‘ A situation where importers of finished lubricants pay the same 10 per cent duty as we pay on base oil is not healthy as it can put us out

By Olaolu Olusina, Lagos


PERFORMANCE

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