What Tools Can Be Used to Monitor Additive Depletion?

There are some basic analytical tools that can be used to measure the quantity of additives in oils. The spectroscopy methods are the FTIR (Fourier Transform Infrared) and ICP (Inductively Coupled Plasma). Another method is the RULER® test exclusively designed for antioxidants.

With FTIR and ICP methods, users obtain quantitative values for the elements present in the tested oil sample. These are usually reported in ppm and trended over time. Figure 2 shows an extract from a Turbine Sample report from Eurofins lab, where the levels of additives (and contaminants) are shown. When trending this, analysts should pay attention to the rate at which these additives decrease and whether an increase or decrease is noticed.

What Tools Can Be Used to Monitor Additive Depletion

Figure 2: Sample of Eurofins Turbine Oil Analysis Report showing the levels of additives

Another tool that can be used is the RULER® (Remaining Useful Life Evaluation Routine) test, which specifically quantifies the levels of antioxidants remaining in the oil. It trends the values, compares them against the baseline for that oil, and then determines the change as a percentage.

If the RULER value falls below 25%, the antioxidant levels have reached a critical level, and one may consider replacing the oil.

Figure 3 shows a RULER graph, which identifies the presence of different types of antioxidants (Amines) and antiwear additives (ZDDP), as well as oxidation products (Fluitec, 2022).

This is a comprehensive readout of the quantities of these additive types at the time of sampling. It is easy to get a quick snapshot of its trend over time and determine whether it is declining rapidly or reaching critical levels.

Figure 3: RULER Graph showing the presence of antioxidants

The key to using these analytical tools is to provide insight into what is happening inside the equipment, allowing us to determine whether any preventive action is needed.

By monitoring the quantities of these additives over time, we can easily establish whether oxidation is occurring, which can lead to varnish and overheating of the asset. We can also determine whether significant wear is occurring as the antiwear additives are depleted (confirmed by the presence of wear metals in the oil analysis). When monitoring your asset’s health, trending specific additive levels can also be very useful.

References

Eurofins. (2025, September 06). Annual Turbine Analysis. Retrieved from Eurofins Testoil: https://testoil.com/services/turbine-oil-analysis/annual-turbine-analysis/

Fluitec. (2022, September 29). Why is LSV Used for RULER Analysis? Retrieved from Fluitec: https://www.fluitec.com/2022/09/29/why-is-lsv-used-for-ruler-analysis/

Find out more in the full article, "Lubricant Additive Depletion as an Early Asset Health Signal" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

How Can Additives Deplete?

Additives can be depleted through different mechanisms. Some of these include:

Regular consumption through normal functioning of the lubricant
Antioxidant depletion during oxidation
Antiwear depletion due to high wear on the inside of the equipment
Additive depletion via a contaminant to produce a bleaching effect

As mentioned earlier, additives are sacrificial in nature. It is very normal to see additives deplete over time; if they are not depleting and increasing, this may be a cause for concern. This can mean that someone is topping up the oil frequently or perhaps topping up with an incorrect lubricant.

Since there are numerous oils on the market, the best way to monitor the depletion of your additives is to compare them against a new sample of that oil and use that as your baseline. Your lab will help you confirm when the additive limits are approaching the danger zones.

During oxidation, a free radical is formed under conditions such as heat, wear, metal catalysts, oxygen, or water. These free radicals are unstable, and antioxidants usually neutralize them.

In the process, antioxidant levels decrease. However, if the conditions still permit oxidation, more free radicals will be formed. This means that more antioxidants will be depleted as they neutralize the free radicals until they diminish and can no longer protect the base oil. This is when the free radicals begin to attack the base oil, and varnish can form.

Once the antioxidants are gone, the oil stops defending – and starts degrading.

If there are causes of high wear, such as the incorrect viscosity of the lubricant (too thin) or the machine finishing of the inner parts of a component not being done to the required standard, this can affect the levels of antiwear in the oil. Antiwear additives protect the metal surfaces inside the equipment. However, these are only activated when moderate stress exists within the equipment.

Typically, in these situations, the antiwear additive adheres to the metal surface and helps protect it by forming a layer. Once this layer is formed, the antiwear additive has officially left the oil, and this will be reflected in a decrease in its value in the oil analysis report.

The layer will not remain forever, and due to wear on the equipment, it can be worn off and replaced by a new layer, leading to further depletion of the antiwear additives until there are no more to form another layer or protect the metal surface.

Contamination can also cause some additives to become depleted. Contaminants can react with additives, causing them to form deposits that leave the oil. Therefore, their presence will not be detected by oil analysis.

Some common contaminants are water, fuel, coolant, and acids. These contaminants can also promote the formation of catalysts for degradation mechanisms such as oxidation. Dirt and solid particles can also promote additive depletion, especially when they act as catalysts.

Find out more in the full article, "Lubricant Additive Depletion as an Early Asset Health Signal" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Why Do Additives Matter?

Oils are composed of base oils and additives. Typically, additives are sacrificial; they deplete first before the base oil is affected. As such, by trending their quantities over time, we can gain insight into a few of the conditions to which the oil is subjected.

By interpreting these conditions and patterns, we can correlate them with the health of the asset and plan accordingly for possible repairs or maintenance. In this article, we will do a deeper dive into ways these can be explored to add value to your asset management program.

Additives come in various ratios and chemical compositions, but when we talk about additives in oils, they really have three main functions. They can either;

Enhance the properties of the base oil, which already exist
Suppress the undesirable base oil properties or
Impart new properties to the base oil

Figure 1: Functions of additives and examples

On their own, they cannot affect anything, but when coupled with a base oil, they can impact an asset. Base oils also have specific properties, which, when combined with additives, allow assets to perform at their best.

The real performance comes from how the additives and base oil work together.

As shown in Figure 1, some additives that enhance properties include antioxidants, corrosion inhibitors, anti-foam agents, and demulsifying agents. Those responsible for suppressing undesirable properties can include pour-point depressants and viscosity improvers.

Finally, those responsible for imparting new properties include extreme-pressure additives, detergents, metal deactivators, and tackiness agents.

Here are some quick descriptions for a few of these additives, which will help you to gain an appreciation of their functions:

Antioxidants: these protect the oil from oxidation. They are very common in Turbine oils but can be found in many other oils. They are the first line of defense when oxidation begins and react with free radicals to neutralize them before they attack the base oil.

Corrosion inhibitors: adsorb onto the metal surfaces to help protect them. Comprised of sodium sulphonates, alkylbenzene sulphonates, or alkylphosphoric acid partial esters.

Anti-foam agents: reduce surface tension to break up foam formation. Typically, these are silicon-based, although silicone-free defoamers also exist.

Demulsifying agents: enable water and oil to separate. These were formerly composed of barium and calcium, but modern formulations use special polyethylene glycols.

Pour point depressant: alters oil crystallization, allowing the oil to form fewer crystals at lower temperatures.

Viscosity improvers: specifically designed to ensure that the viscosity of the lubricant can be more tolerant of changes in temperature and shear.

Extreme pressure additives: used under high stress to prevent the welding of moving parts. Usually comprised of a phosphorus compound.

Antiwear additives: designed to reduce wear under moderate stress. The most famous sulphur-phosphorus compound is ZDDP (Zinc Dialkyl dithiophosphate).

Detergents: keep oil soluble combustion products in suspension (especially for engine oils) and ensure they do not agglomerate. These usually contain metal additives such as Calcium and Magnesium.

Understanding the function and composition of these additives can help us to determine how they are performing in the oil. Since many of these are sacrificial, their values will decrease over time. As such, it is important to trend these values to determine whether they are remaining constant, increasing, decreasing, or decreasing at an accelerated rate.

Find out more in the full article, "Lubricant Additive Depletion as an Early Asset Health Signal" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

The Future of Gear Oils

According to (Industry ARC (Analytics. Research. Consulting), 2024), the global industrial gear oil market size is forecasted to reach USD 5.2 B by 2027. While the Asia-Pacific market holds a significant market share for industrial gear oils in 2021 at around 56.2%, it is interesting that its nearest rival is Europe, at 17.7% or less than ⅓ of its size.

The rise in the Asia Pacific market can be accounted for due to the increase in the rising population and, by extension, the needs of that population and the service sectors they support, including the energy, oil & gas, construction, and steel industries. The figure below depicts the global industrial gear oil market revenue share by Geography for 2021.

Figure 6: Industrial Gear Oils (Mineral & Synthetic) Market Revenue Share by Geography 2021 adapted from (Industry ARC (Analytics. Research. Consulting), 2024)

From the research conducted by (Industry ARC (Analytics. Research. Consulting), 2024), helical gears appear to be the most popular choice for industrial gears. Interestingly enough, synthetic gear oil held the largest market share and is forecasted to grow by a CAGR of 5.6% for the forecasted period of 2022-2027.

Smaller gearboxes are being manufactured, tasked with outperforming their previous counterparts and producing more torque in a smaller space. With the advent of better, more precise machining tools for gears, there is an increase in the amount of pressure these gears now must handle in smaller spaces.

As such, we will continue to see the rise in the use of synthetic gear lubricants formulated to handle these extreme conditions, as well as more advanced additive packages that can help minimize foaming, reduce oxidation, and aid in the demulsibility of these oils.

References

Industry ARC (Analytics. Research. Consulting). (2024, September 04). Industrial Gear Oils (Mineral & Synthetic) Market - Forecast(2024 - 2030). Retrieved from Industry ARC: https://www.industryarc.com/Report/20008/industrial-gear-oils-mineral-and-synthetic-market.html

Mang, T., & Dresel, W. (2007). Lubricants and Lubrication - Second Edition. Weinheim: WILEY-VCH GmbH & Co. KGaA.

Mang, T., Bobzin, K., & Bartels, T. (2011). Industrial Tribology - Tribosystems, Friction, Wear and Surface Engineering, Lubrication. Weinheim: WILEY-VCH Verlag GmbH & Co. KGaA.

Pirro, D. M., Webster, M., & Daschner, E. (2016). Lubrication Fundamentals - Third Edition, Revised and Expanded. Boca Raton: CRC Press, Taylor & Francis Group.

Rensselar, J. v. (February 2013). Gear oils. Tribology and Lubrication Technology - STLE, 33.

Sander, J. (2020). Putting the simple back into viscosity. Retrieved from Lubrication Engineers: https://lelubricants.com/wp-content/uploads/pdf/news/White%20Papers/simple_viscosity.pdf

Santora, M. (2018, March 20). Tips on properly specifying gear oil. Retrieved from Design World: https://www.designworldonline.com/tips-on-properly-specifying-gear-oil/#:~:text=CLP%20Gear%20Oils&text=Often%2C%20a%20gear%20manufacturer%20will,a%20CLP%20polyglycol%20PAG%20oil

Find out more in the full article, "Gear Oil: Types, Applications, and Benefits" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Gear Oil Storage and Handling

Similar to most oils, gear oils should be stored in a clean and dry space. Often (especially in the past), these gear oils see a settling of the additives to the bottom of the container, indicating a slightly shorter oil life span than other lubricants. However, this is no longer a highly occurring incident with the advancements in additive technology and improved blending practices.

As usual, it is always best to adhere to the OEM’s expiry dates for these products, as different OEMs recommend varying storage times for their products. Generally, synthetic lubricants have an estimated shelf life of 5-10 years, while mineral oils usually last for around 2-3 years, but this is heavily dependent on the OEM and storage conditions.

In some cases, customers tend to store these drums outside in the elements as it makes it easier for them to be readily accessible for decanting into the equipment. However, in these environments, the drums can collect water, which will enter the oil and then, by extension, enter the gearbox. This can cause issues for the equipment and lead to accelerated oil degradation.

Ideally, these oils should be stored in a cool, dry place with ready access to decanting equipment where the decanted oil will not be easily contaminated. Many industrial gearboxes typically require larger quantities of oil, and decanting can take place directly from the drum into the equipment or via a pump.

In these cases, the level of contamination must be minimized by ensuring that the fittings, hoses, etc., are clean and have not been used to decant other types of oils.

Find out more in the full article, "Gear Oil: Types, Applications, and Benefits" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

How do Gear Oils Degrade?

The first set of additives to decrease in gear oils is often the antiwear or extreme pressure additives. This is no surprise, as these oils are subjected to high levels of wear and must withstand extreme pressures. One can also notice a decline in the rust and oxidation additives or even a change in the air release values.

All these properties significantly impact how a gear oil functions. As such, they should be monitored when establishing the health of the oil.

When monitoring the health of these lubricants, some guidelines can be utilized. If there is a change in viscosity of either ±10%, one should look for any other correlating changes.

Typically, if the viscosity increases by 10%, we’re looking at increases in wear metals or the risk of oxidation and development of some deposits in the oil or even contamination of the oil with some water. However, for a decline of 10%, one can expect some form of contamination, typically fuel or another substance which will thin out the lubricant.

The lubricant’s warning levels for wear metals will vary depending on the manufacturer/OEM. However, any consistent rise in wear metals indicates that some component on the inside of the equipment is slowly wearing away.

Find out more in the full article, "Gear Oil: Types, Applications, and Benefits" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Gear Oil Characteristics and Naming Systems

From the information covered thus far, we can appreciate that gear oils need to accommodate many changes to their environment. A few characteristics stand out when looking at industrial gear oils (Mang, Bobzin, & Bartels, Industrial Tribology—Tribosystems, Friction, Wear and Surface Engineering, Lubrication, 2011).

These include viscosity-temperature, Fluid Shear Stability, Corrosion and Rust Protection, Oxidation Stability, Demulsibility and Water Separation, Air release, Paint Compatibility, Seal Compatibility, Foaming, Environmental, and Skin Compatibility.

Gear Oil Characteristics and Naming Systems

Depending on where you are in the world, you may use a different system to classify gear oils. The ISO Viscosity grade system is used internationally, but the AGMA (American Gear Manufacturer’s Association) system is used in the Americas and some parts of Asia. A chart can be used to move that across these grading systems, as shown below in Figure 5.

Figure 5: Various gear oil grading systems as adopted from (Sander, 2020)

As per (Sander, 2020), the AGMA numbers have some particular meanings as stated:

No additional letters (only a number) – Contains only R&O additives
EP – Mineral oil with Extreme Pressure additives
S – Synthetic gear oil
Comp – Compounded gear oil (3-10% fatty or synthetic fatty oils)
R – Residual compounds called diluent solvents which reduce the viscosity to make it easier to apply

Another rating that is seen a lot is the CLP rating. This is a German oil standard defined by ASTM DIN 51517-3, in which the test requirements to meet the CLP specification are documented.

This DIN standard covers petroleum-based gear lubricants with additives designed to improve rust protection, oxidation resistance, and EP protection. Some typical classifications seen are CLP-M (which represents mineral gear oil), CLP HC (which represents synthetic oils [SHC, PAO, POE]), and CLP PG (which represents polyglycol PAGs), according to (Santora, 2018).

There are three main DIN 51517 classifications as per (Rensselar February 2013), namely;

DIN 51517 CGLP – contains additives that protect from corrosion, oxidation, and wear at the mixed friction spots and additives that improve the characteristics of sliding surfaces
DIN51517-3 CLP – contains additives that protect against corrosion, oxidation, and wear in the mixed friction zone
DIN 51517-2 CL – contains additives that protect against corrosion and oxidation suitable for average load conditions

The above are some of the more prevalent naming systems for industrial gear oils, and they are found on most gear oils globally.

Find out more in the full article, "Gear Oil: Types, Applications, and Benefits" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Is there more than one type of gear?

Gears are used in all aspects of life, from bicycles to tiny watch gears, car transmissions, and even highly specialized surgical equipment. Gears keep the world moving. However, when they move, they often rub against each other, and if this friction is not managed, it can cause wear and eventually lead to significant damage or failure. This is where gear oil makes a difference.

In this article, we will explore the various types of gear lubricants, their composition, how they degrade, some storage and handling tips, and what the future holds for these types of oils.

Figure 1: Different types of gears according to (Mang & Dresel, Lubricants and Lubrication – Second Edition, 2007) Chapter 10

If you’re familiar with gears, you know that despite the standard emoji keyboard, more than one type of gear exists. There are several types of gears, each suited for various applications. As such, each application will have varying environmental conditions, which will require specialized lubricants to reduce friction and wear.

One of the main operational conditions for gears is the transfer of torque. Even when torque is transferred, gears will have sliding and rolling contact, leading to frictional losses and heat generation. Therefore, the lubricants selected for these applications must be able to significantly reduce these frictional losses and cool the gears.

As per (Pirro, Webster, & Daschner, 2016), several types of gears can be classed into three groups based on the interaction of the teeth of these gears and the types of fluid films formed between the areas of contact:

Spur, Bevel, Helical, Herringbone, and spiral bevel
Worm gears and
Hypoid gears

Figure 1 shows some of the types of gears which exist.

It must be noted that hypoid gears transmit motion between nonintersecting shafts at a right angle. Additionally, there is a difference between rolling and sliding.

Rolling indicates continuous movement, whereas sliding varies from a maximum velocity in one direction at the start of the mesh through zero velocity at the pitch line and then back to maximum velocity in the opposite direction at the end of the mesh, as seen in Figure 2.

According to Mang, Bobzin, and Bartels (Industrial Tribology—Tribosystems, Friction, Wear and Surface Engineering, Lubrication, 2011), hypoid gears require heavily loaded lubricants. These should have high oxidation stability, good scuffing, scoring, and wear capacity, as the tooth contacts have a high load.

The lubricant must also have a high viscosity at operating temperature such that the formed film can sufficiently support the load while cooling the gears.

Conversely, hydrodynamic gears such as torque converters, hydrodynamic wet clutches, or retarders require high oxidation stability characteristics but do not need good scuffing or scoring load capacity characteristics. Unlike hypoid gears, hydrodynamic gears experience viscosity-dependent losses, so they must have a lower viscosity at operating temperature.

Figure 2: Meshing of involute gear teeth. These photographs show the progression of rolling and sliding as a pair of involute gear teeth (a commonly used design) pass through mesh. The amount of sliding can be seen from the relative positions of the numbered marks on the teeth adapted from (Pirro, Webster, & Daschner, 2016), Chapter 8.

According to (Mang & Dresel, Lubricants and Lubrication – Second Edition, 2007), there are some frequent failure criteria for gears and transmissions, including:

Extreme abrasive wear
Early endurance failure, fatigue of components in the form of micropitting and pitting
Scuffing and scoring of the friction contact areas

Continuous abrasive wear is usually observed at low circumferential speeds and during mixed and boundary lubrication. Typically, continued wear can cause damage that extends to the middle sector of the tooth flank. Understandably, lubricants with a high viscosity and a balanced quantity of antiwear additives promote a higher tolerance to wear.

Micropitting can be observed on tooth flanks at all speed ranges. Those with rough surfaces are prime candidates for micropitting. Typically, this develops in negative sliding velocities or the slip area below the pitch circle.

Usually, microscopic, minor fatigue fractures occur first, which can lead to further follow-up damage such as pitting, wear, or even tooth fractures. A lubricant with a sufficiently high viscosity and a suitable additive system can help reduce this type of fatigue.

At predominantly high or medium circumferential speeds, scuffing and scoring of the tooth flanks occur, and the contacting surfaces can weld together for a short time. Due to the high sliding velocity, this weld usually breaks, causing scuffing and scoring.

Typically, this damage is seen on the corresponding flank areas at the tooth tip and root, which experience high sliding velocity. In this case, lubricants with higher EP (Extreme Pressure) additives can help reduce this damage.

According to (Ludwig Jr & McGuire, March 2019), the type of gear can aid in determining the most appropriate industrial gear oil. The following table is an adaptation from the article:

Table 1: Gear type and appropriate lubricant adapted from (Ludwig Jr & McGuire, March 2019)

As per (Mang & Dresel, Lubricants and Lubrication – Second Edition, 2007), transmission gears can be broken down into two main types: those with a constant gear ratio and those with a variable gear ratio. These can be seen in Figures 3 and 4 below.

Figure 3: Gears with a constant gear ratio adapted from (Mang & Dresel, Lubricants and Lubrication – Second Edition, 2007), Chapter 10

Figure 4: Gears with a variable gear ratio adapted from (Mang & Dresel, Lubricants and Lubrication – Second Edition, 2007), Chapter 10

Find out more in the full article, "Gear Oil: Types, Applications, and Benefits" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

What are some innovations and future trends of Viscosity Index Improvers?

Innovations in Viscosity Index Improvers

As per Mortier, Fox, & Orszulik (2010), the three most important commercial VII families represent critical commercial techniques for manufacturing high molecular weight polymers. These are polymethacrylates produced by free radical chemistry, olefin copolymers produced by Ziegler chemistry, and hydrogenated styrene-diene or copolymers produced by anionic polymerization. While they are critical, these formulations will not be discussed in detail in this article, but we will take a look at some of the innovations within this space.

What are some innovations and future trends of VIIs

PARATONE®a, a family of viscosity index improvers currently belonging to Chevron Oronite, boasts of having developed the first Olefin Copolymer VII (Mid Continental Chemical Company Inc, 2024). However, upon further investigation, it must be noted that Exxon Chemicals was the original developer behind this product. Back in 1998, Oronite Additives, a division of Chevron Chemical Co. LLC, acquired the assets of Exxon Chemical’s Paratone crankcase olefin copolymer (OCP) Viscosity Index Improver Business (Chevron Chemical Co. LLC, 1988).

This particular Viscosity Index Improver has seen developments since the 1970s and offers solid and liquid VIIs for companies to include in their formulations (Chevron Oronite, 2024). It also allows improved formulating flexibility for developers, which can significantly reduce the costs involved or specialized base stocks depending on the product to be made. This is just one company that specializes in producing VIIs for the wider global market.

There are many other companies that have innovated in the Viscosity Index Improver space, but most of this work is patented as it involves heavy-balanced formulations. Other companies have also innovated on the production side of the VIIs by engineering equipment that can help produce a higher-quality VII.

Future Trends

(Future Market Insights, 2024) estimates the Viscosity Index Improver market will be USD 4.06B in 2024 and will increase to USD 5.39B by 2034. Additionally, in 2024, vehicle lubricants account for around 51.6% of the VII market. This is not just limited to the multigrade oils but includes transmission fluids, greases, and other oils. On the other hand, with the move towards more sustainable oils, Ethylene propylene Copolymer (OCP) is projected at a 30.4% industry share in 2024. Given the move towards more sustainable products, this is expected to increase.

If we take a global view of the compound annual growth rate (CAGR) per country to 2034, we can find some interesting facts. The United States shows a CAGR of 1.6%, with a heavy allocation towards more vehicle engine oil use and the manufacturing sector for pharmaceuticals and chemicals. On the other hand, Spain is projected to see a CAGR of 2.2% with auto manufacturers and power generation equipment (hydraulic oils, turbine oils, and greases).

Venturing to China, they have a CAGR of 3.2% due to the increased number of vehicles and significant industrialization. Their involvement in complex machinery will also drive this growth. The United Kingdom is positioned to see a CAGR of 1.1% resulting from its rise in high-performance engines and heavy industrialization. On the other hand, India should experience a CAGR of 4.3% with its high demand for industrial production, commerce, and automobiles.

Figure 2: CAGR% per country to 2034

With these positive CAGRs, it is conclusive that there will be a lot of growth within the VII industry. (Future Market Insights, 2024) also list some of the recent developments in the VII Market, which include:
In July 2023, Chevron Phillips Chemical announced a capacity expansion of its VII productions to meet the increasing demand for VIIs in the automotive and industrial sectors.
In April 2023, Lubrizol introduced a new line of viscosity index improvers (VIIs) for automotive lubricants, claiming to offer enhanced performance, including improved oxidation and thermal stability.
In March 2023, ABB completed the Marunda 2.0 oil blending plant extension project, doubling production capacity within three years despite challenges during the pandemic.
In October 2022, LCY Chemical Corp., a Taiwanese material science company, showcased its thermoplastic elastomer portfolio at K 2022. It highlighted its innovative approach to material science for a sustainable future, backed by a global distribution network.
In August 2022, Evonik’s Oil Additives division in CIS countries partnered with ADCO to enhance the energy productivity and effectiveness of industrial lubricants for construction, agriculture, mining, and manufacturing equipment.

From this, the future of Viscosity Index Improvers can only be enhanced by several of the major key players expanding their operations and innovating their creations to adapt to ever-evolving standards/guidelines set by OEMs and governments. As new regulations emerge regarding improved efficiency, increased oxidation stability, and thermal stability for lubricants, VII developers will be challenged to innovate new solutions for the lubricants to conform.

References

Chevron Chemical Co. LLC. (1988, October 08). Oronite Additives Acquires Exxon’s Paratone Viscosity Improver. Retrieved from Pharmaceutical Online: https://www.pharmaceuticalonline.com/doc/oronite-additives-acquires-exxons-paratone-vi-0001

Chevron Oronite. (2024, June 29). PARATONE® viscosity modifiers. Retrieved from Oronite: https://www.oronite.com/products-technology/paratone-products.html

Future Market Insights. (2024, April 15). Viscosity Index Improver Market Forecast by Vehicle and Industrial Lubricant for 2024 to 2034. Retrieved from Future Market Insights: https://www.futuremarketinsights.com/reports/viscosity-index-improvers-market

Gresham, R. M., & Totten, G. E. (2006). Lubrication and Maintenance of Industrial Machinery – Best Practices and Reliability. Boca Raton: CRC Press.

Mid Continental Chemical Company Inc. (2024, June 29). Viscosity Modifiers / Viscosity Improvers. Retrieved from Mid-Continental Chemical Company: https://www.mcchemical.com/lubricant-additives/viscosity-index-improvers

Mortier, R. M., Fox, M. F., & Orszulik, S. T. (2010). Chemistry and Technology of Lubricants – Third Edition. Dordrecht: Springer.

Find out more in the full article, "Viscosity Index Improvers Explained" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

What impact do Viscosity Index Improvers have on Efficiency, Wear, and Degradation?

If we filled a swimming pool with honey during the winter when no heating was available, the honey would crystallize and become more viscous. Hence, if anyone tried to walk through the pool, moving would be difficult and require more energy. However, if heating was available to the pool, then the honey would be more fluid, and someone could walk a bit more freely (although still sticky at the end of the day!). As such, they would not have to exert as much energy.

The same applies to lubricants and their viscosities. If the lubricant is too viscous (thick honey in the winter), then more energy is required for the components while they are moving. For systems with varying temperatures, finding a lubricant that can maintain the desired viscosity for those changes is challenging.

What impact do VIIs have on Efficiency, Wear, and Degradation

However, with the invention of Viscosity index improvers, oils can now maintain a desired viscosity at variable temperatures. This significantly affects the energy the system requires and can reduce the energy needed, making some systems more efficient.

As such, the system’s overall efficiency is impacted, and less energy is required to overcome the internal frictional forces of the lubricant (as its viscosity remains within the required range). Passenger car engine oils saw this change with the integration of VIIs when multigrade oils were invented. They no longer needed one oil for summer and another oil for winter. This significantly saved many owners from draining and replacing their oils seasonally or finding their oil frozen in the winter!

Viscosity index improvers, therefore, enhance the overall efficiency of these systems by maintaining the lubricant’s viscosity throughout the changing temperatures. Subsequently, there is no need for additional heaters in the lube oil system, which would also require additional energy. This is another area where cost and energy savings can also be achieved.

Maintaining a particular viscosity at variable temperatures allows the lubricant to form a full film (also known as hydrodynamic or elastohydrodynamic lubrication) between the two surfaces, thus offering them protection from wear.

If the viscosity became reduced (due to an increase in temperature without the VII), then the lubricant would not form a full film or experience boundary or mixed lubrication. In this case, there is the potential for increased wear, which will negatively impact the components in the system. As such, using VIIs can also reduce the potential occurrence of wear or aid in reducing wear.

As per (Gresham & Totten, 2006), this does not mean that the viscosity never changes. When the viscosity of a lubricant changes, its viscosity index will change accordingly. If the viscosity index decreases, this can likely be because of the breakage of the polymeric Viscosity Index Improver polymer molecules to produce smaller chains, which essentially reduce its originally intended effect. If there is a reduction in the molecular weight of the VII, then the lubricant will see a reduced viscosity at both 40 & 100°C. This also reduces the temperature related viscosity effect.

Viscosity Index Improvers significantly improve a system’s overall efficiency and can help reduce wear. However, these additives can degrade over time with high temperatures and shear stress.

Find out more in the full article, "Viscosity Index Improvers Explained" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Tagged: additives

References

References

Innovations in Viscosity Index Improvers

Future Trends