by Robert Sanborn on June 19th, 2009
In the past tests for North American engine oils took years of technical work to get approved. Such tests make up the motor oil warranty sequence that everyone has to pass to get their motor oil warranty certified.
The new test is muddled with politics as the format changed to pay-to-play. In other words if you dished out $300,000 each you could set the standard for the new test. Ten companies, almost all representing major oil companies took part. They include Chevron, Exxon/Mobil, Shell, Afton Chemical the old Ethyl Corp., Infineum, who is Exxon/Mobils additive division, Chevron Oronite, who is obviously Chevron’s additive division, Lubrizol a well known additive company and R.T. Vanderbilt a supplier of friction modifiers. Sounds like a loaded deck, and gives these companies that joined the effort for a new VID test certainly a head start to market their products, when the next engine oil category and 2011 model year cars are introduced.
The committee voiced concern with accepting the Sequence VID as “fit for purpose” at this time. In the test’s current state, said Tom Olszewski technical advisor at Exxon /Mobil, “from analysis of the data to date, fuel economy improvement of the aged test oil is primarily a function of engine age and only weakly responds to viscosity or formulation efforts. “In addition, an engine-age correction factor is new territory for a fuel economy test, and we’re concerned that the data generated thus far does not fully ensure that this method of adjusting results is appropriate.
So ten companies paid over $3,000,000 dollars to participate in the fuel economy test as pressures on engine oils to contribute to fuel economy are not new, but they’ve never been more intense. The major oil companies are pushing out the independent producers as smaller companies like Amsoil, Royal Purple, Red Line etc. could never sell enough oil fast enough to get their money back so they will have to buy the additive packages from the oil companies. The oil companies have created their own cartel that resembles the middle-east oil barons.
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by Robert Sanborn on June 17th, 2009
SFR Corporation, a registered trademark in the U.S. and many countries internationally, are seeking manufacturers representatives. SFR, after 25 years in business, is changing its marketing channel and seeking manufacturers representatives. Several states are open and this is a unique opportunity, as SFR is a well established company with many distributors already in place. SFR, and its product line is one of the most intensely tested of any in the industry. Its packaging and support materials are second to none.
With excellent profit margins and a full line of products, SFR can provide an opportunity to add a line to your existing products.
For more information contact:
Robert H. Sanborn, President
P.O. Box 457
Whitehall, MT 59759
sfrcorp@sfrcorp.com
800-735-6438.
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by Robert Sanborn on June 15th, 2009
As fuel prices begin to skyrocket again, future plans for the purchase of an automobile should not rule out considering a diesel car. In the past, the purchase of a diesel car has been shunned in the U.S. This is due to the noise and filling up at the messy diesel pumps. But all that is about to change.
70% of All New Cars are Diesels
In Europe almost 70% of all new car registrations are diesels! Because of the high price of fuel and the new high-pressure quiet diesels Europeans are buying in record numbers.
You achieve high-pressure diesel injection when you inject diesel fuel under a very high pressure in the cylinders of an internal combustion engine.
High-pressure injection yields smaller drops of fuel, which have relatively more surface exposed to the air surrounding them. Thus, the oxidation (the burning process) of the diesel is performed faster and better. This means that you get more energy out of your fuel, and exhaust particles are smaller.
The overall result are engines that generally run better, and yield more torque and power. As a bonus, they are far more efficient, lowering fuel use and thus improving mileage. That is, because the fuel is burnt more thoroughly, you get more energy out of it.
New Diesel Cars are as Quiet as Gasoline Cars
Normally diesel engines like this would produce way too much noise to be usable in passenger cars. But the injection system has a clever way to deal with it. In gasoline engines, the ignition of the fuel is done by an electrically generated spark. Not so in diesel engines, where the burning process starts automatically due to high temperature and pressure in the cylinder. The motor management decides exactly when the fuel enters the cylinder. And by gradually injecting fuel (not everything at once), the burning process can be extended over a slightly longer period. This process reduces noise that the combustion produces, and lowers the exerted force on the components of the engine, thereby improving durability.
Much Better Mileage than Gasoline Cars
With smaller fuel nozzles and diesel cars getting over 50 miles per gallon one can see why this is so popular. It’s only a matter of time before the U.S. market begins to explode in this area.
SFR manufactures D-Sol Diesel Fuel Conditioners to keep injectors clean, fuel from gelling in the winter-time and improving mileage. Lubricity additives are critical says Caterpillar and Cummins due to the new low sulfur fuel. Low sulfur diesel fuel is actually very similar to jet fuel.
If you are thinking about a car consider a diesel as they are coming to a dealer new you soon with projections of an increase in sales of 15-20% each year.
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by Robert Sanborn on June 10th, 2009
SFR, a registered trademark in the U.S. and internationally since 1987, has a video available on line. SFR has utilized the Timken Friction Machine for many years because of its reliability in determining extreme friction. Backed up by more serious bench tests namely the Step Up Wear Test, ASTM D-2783 Extreme Pressure Test, and Falex Pin and Vee Test. SFR is probably the most tested product for aftermarket fortifiers.
SFR has completed the Nissan KA24E Wear Test, which is the standard for motor oil warranty testing. This test alone costs over $100,000 per run. SFR ran against the leading brand Pennzoil with a 17% overall reduction in wear and as much as 90% on exhaust lobes. In addition, SFR has run the L-38 Corrosion Test, which is the warranty standard for motor oils. SFR had a whopping 37% reduction in corrosive wear compared to Citgo.
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by Robert Sanborn on April 27th, 2009
Motor Oil Companies Don’t Create the Standard
Motor Oils are big, big business. The major oil companies have revenues, when added together, of well over 1 Trillion dollars annually. With such staggering power one would think that they make the specifications for motor oil, but they do not. Motor Oil warranty specifications are created by the International Lubricant Standardization and Approval Committee (ILSAC), which are headed up currently by Bob Olree, who works for General Motors Corporation. Makes sense when you think about it that the car manufacturers, who engineer how long their cars will last, dictate the standards. Read the rest of this article »
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by Robert Sanborn on April 23rd, 2009
In researching the two products we found that the Lucas Oil Treatment, which is more popular than SFR’s Engine Treatment, is not as effective when it comes reducing friction. On an American Society of Testing Materials (ASTM) D-2783 4 Ball Test, the Lucas had a weld point of only 125 kilograms, which is just over the test being run with no lubricant. The ProTecta Engine Treatment, went the maximum amount tested of 880 kilograms with much less wear. The ProTecta Engine Treatment by SFR is synthetic, whereas the Lucas is petroleum. Studies have found that synthetics will last longer and outperform petroleum oils. So if you want to reduce wear in your engine, select SFR’s ProTecta Engine Treatment for the maximum bang for your buck.
ASTM D-2783 4 Ball Test
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by Robert Sanborn on April 21st, 2009
Now even NASCAR is getting on the additive bandwagon, as performance seekers are blowing the doors off of regular motor oil. In an article appearing in the Wall Street Journal some 10 million dollars has been spent on perfecting motor oil through additives. The Joe Gibbs racing team has squeezed out some 10 extra horsepower. This confirms what SFR found out when it went on the Canadian Truth or Dare Show and got an amazing 12 horsepower increase with its proprietary synthetic additive system on a new Ford 150. We are not talking about an older car we are talking actual dyno tests on a brand new vehicle. Read the rest of this article »
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by Robert Sanborn on April 17th, 2009
In response to a document put on the web regarding why oil additives are bad and can cause damage to your car, it’s actually the opposite as oil additives are the lifeblood of all motor oil. Additives thus play an extremely important role in reducing wear in an engine and so if you want to extend the life of your vehicle you need to consider the use of additives.
API’s GF-5 Increases Friction Modifiers (an additive)
Initially the document refers to friction modifiers and states “Don’t use them in your engine!” In researching this claim, I found that the opposite is true, so much so, that the new GF-5 warranty specification for motor oil calls for the increase in use of friction modifiers. In an article appearing in “Lubes n’ Greases” about the new GF-5 motor oil warranty specification, Alex Boffa, global Passenger Car Motor Oil (PCMO) coordinator at Chevron states “Maybe it will mean an overall increase in the overall additive package, and particularly in the dispersant/detergent additives. He want on to say “We may see increased levels of friction modifiers , too.” Read the rest of this article »
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by Robert Sanborn on April 16th, 2009
So many articles are written regarding how aftermarket additives do not work; buyer beware, fine chemical balance, waste of money and they just do not work. Most of the time these comments come from marketers of motor oils. Their customers ask them if an aftermarket additive will benefit their vehicle. The marketer, who sells motor oil, doesn’t want the customer to think his oil is inferior so tells the customer do not use. It becomes such a hassle explaining many have invested a great deal of time on blogs and other web activities telling the public to beware of additives. They often cite FTC rulings back in the late 90’s when some limited aftermarket additive marketing companies made claims that couldn’t be supported. Read the rest of this article »
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by Robert Sanborn on March 27th, 2009
Countless articles have been written about additives and how they do not work, but the major oil companies continue to prove their effectiveness constantly. Every time a new motor oil warranty specification is created it increases the additives and addresses the problems that the last specification didn’t take care of.
GF-4 Needs Improvement With More Additives
GF-5 the latest motor oil warranty specification that intends to come to market in 2010, is loaded with additional additives. The additive suppliers have found that the current GF-4 specification doesn’t fully address the following problem areas: greater sludge protection, which means more detergent/dispersants; more engine durability then what the current additives provide, which includes more anti-wear agents; rust protection, which means more TBN or similar additives to reduce corrosive wear due to high heat in modern engines; turbo chargers are still failing thus additional extreme pressure agents are needed to address this problem that has been going on for many years, and finally additional fuel economy, which equates to more friction modifiers. This adds up to a healthy increase in the use of additives. So much for all the people that write don’t use additives as it will cause upheaval to the fine chemical balance. With all of increase in additives this would certainly upset the balance as they call it. Read the rest of this article »
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