lubricants Valvoline Restore Protect eval

[customboss]

 

[customboss]

Pile in folks 

[customboss]

 

Edited March 5 by customboss

[customboss]

In a Toyota van : 

 

 

 

[Grumpy Bear]

Comments on the first video about the patent. 

 

We now have numbers for the feature of solvency that add weight to several statements I've made over the years. They are in the patent. 

 

1.) Solvency can be measured by Aniline point. 

2.) That number indicates the ability of the fully formulated oils ability to clean and prevent deposits.

3.) The base oil components mentioned are indeed those used to do the things I said they did. 

 

But what was new? (I never had numbers like this and to me this is HUGE)

 

1.) Aniline point below 55 is destructive to seals and corrosive.

2.) Aniline point above 90 is ineffective. (My guess is most shelf oils will be above 90 degrees). 

3.) Aniline point below 90 will PREVENT deposits (as long as the OCI is short enough to prevent oversaturation) 

4.) Sweet spot for cleaning is 60-65 degrees. 

 

What else?

 

1.) This combination of Polyol/AN/PAO has a very high PDSC Oxidation value. Over 100 minutes. ASTM D6186-19

Industry standard is 40 minutes. (If I heard/read correctly)

2.) Because of #1 the fluid last longer and deposits less by multiples. 

3.) Note paragraph 27. Not highlighted and not part of his discussion but rather a nut a blind squirrel found. I'd seen an SAE paper on this decades ago that I have not be able to find since. 

 

 

Why does this matter? Planar Shear. The mechanism used to lower the traction coefficient. Lubricity. How these two components 'play' with each other. The polar component attaches to the metal and the non polar component then 'slides' or shears past it. No internal fluid friction is involved. So not a property of viscosity. "Drag" is reduced with no sacrifice in viscosity. Remember, you already get a lower tractive force by swapping the Group III for the PAO. Adding the polyol "in the correct proportion' further reduces that drag. 

 

4.) POE is not always required on the basis of thermal stability but it's contribution to solvency and improvement in tractive force is pure gravy. 

 

5.) The POE's used ARE HYDROLITICLY STABLE. 

 

Enough for this post. 

[Grumpy Bear]

2 hours ago, customboss said:

In a Toyota van : 

 

 

 

 

There is a shield under the fill cap of Dizzy that I thought was painted/coated a shinny black for the longest time that was actually polished steel once submitted to the power of a low Aniline point. As I used both R&P and HPL EC-40 during the process I have no way to know which or if both contributed but the mechanism of solvency was indeed the cause. 

[Grumpy Bear]

5 hours ago, customboss said:

Pile in folks 

 

Present!  

[Grumpy Bear]

When I see a company like Valvoline take on such a project investing in a patent and following through I see a glimmer of the past. Someone doing honest research. If I dwell on that a bit I start thinking about things like...:

 

What would the perfect lubricant look like? Then I realize that the question is lacking a point of reference because someone's idea of that will be is pinned to cost; another's to the environment; another to Regulation. Then I muse a bit and wonder why the first consideration isn't the machine? As soon as anything but the machine becomes the reference, compromises are going to be made and the jockeying for market share screams so loud the needs of the machine are drown out. 

 

Where an upstart like AMSOIL or TORCO starts is never where it finishes. It starts with the machine and ends with margins. Not picking on just these two but I can't name all of them. 

 

Valvoline is a strange player in this niche field me thinks. A welcome one but strange none-the-less.  

[customboss]

5 hours ago, Grumpy Bear said:

Comments on the first video about the patent. 

 

We now have numbers for the feature of solvency that add weight to several statements I've made over the years. They are in the patent. 

 

1.) Solvency can be measured by Aniline point. 

2.) That number indicates the ability of the fully formulated oils ability to clean and prevent deposits.

3.) The base oil components mentioned are indeed those used to do the things I said they did. 

 

But what was new? (I never had numbers like this and to me this is HUGE)

 

1.) Aniline point below 55 is destructive to seals and corrosive.

2.) Aniline point above 90 is ineffective. (My guess is most shelf oils will be above 90 degrees). 

3.) Aniline point below 90 will PREVENT deposits (as long as the OCI is short enough to prevent oversaturation) 

4.) Sweet spot for cleaning is 60-65 degrees. 

 

What else?

 

1.) This combination of Polyol/AN/PAO has a very high PDSC Oxidation value. Over 100 minutes. ASTM D6186-19

Industry standard is 40 minutes. (If I heard/read correctly)

2.) Because of #1 the fluid last longer and deposits less by multiples. 

3.) Note paragraph 27. Not highlighted and not part of his discussion but rather a nut a blind squirrel found. I'd seen an SAE paper on this decades ago that I have not be able to find since. 

 

 

Why does this matter? Planar Shear. The mechanism used to lower the traction coefficient. Lubricity. How these two components 'play' with each other. The polar component attaches to the metal and the non polar component then 'slides' or shears past it. No internal fluid friction is involved. So not a property of viscosity. "Drag" is reduced with no sacrifice in viscosity. Remember, you already get a lower tractive force by swapping the Group III for the PAO. Adding the polyol "in the correct proportion' further reduces that drag. 

 

4.) POE is not always required on the basis of thermal stability but it's contribution to solvency and improvement in tractive force is pure gravy. 

 

5.) The POE's used ARE HYDROLITICLY STABLE. 

 

Enough for this post. 

Remember GRP V includes a lot of diverse products and Valvoline if I am right found  a unique but affordable one.  Knowing their R&D folks in India is probably " going back to the future" so to speak. 

[customboss]

8 hours ago, customboss said:

 

PS will be meeting if he takes my call with  Lake Speed Jr to see what he can assist us with on making this group and GM-TRUCKS awesome alternative.   Trying to run down my dear friend Bob Winters too.  

[Grumpy Bear]

3 hours ago, customboss said:

PS will be meeting if he takes my call with  Lake Speed Jr to see what he can assist us with on making this group and GM-TRUCKS awesome alternative.   Trying to run down my dear friend Bob Winters too.  

 

Hopefully he won't read the Kermit the Frog references. 

[Black02Silverado]

What Mr. Speed is doing puts most questions in the answer column for most.  Terry, you should have done this a long time ago.  I know hind site is always 20/20 but your knowledge and professionalism would have made an awesome YouTube channel. I know some of his dyno tests are now what the common individual drives, as in the types of engines he test on. Using a regular daily driver engine would have more credit to the tests. 

[customboss]

10 hours ago, Grumpy Bear said:

 

Hopefully he won't read the Kermit the Frog references. 

He was brutalized at Mellon racing I’m sure. His Dad wasn’t easy on him either. He’s a good dude. 

[customboss]

3 hours ago, Black02Silverado said:

What Mr. Speed is doing puts most questions in the answer column for most.  Terry, you should have done this a long time ago.  I know hind site is always 20/20 but your knowledge and professionalism would have made an awesome YouTube channel. I know some of his dyno tests are now what the common individual drives, as in the types of engines he test on. Using a regular daily driver engine would have more credit to the tests. 

45 years ago maybe. BITOG WAS MY LAST HURRAH 

[VicFirth]

I still have no clue what VRP is using.  I'm still using Amsoil SS 5w30, which has great solvency but I'm highly considering VRP, Red Line Euro 5w30, HPL Euro 5w30 or one of the Mobil 1 Euro oil.