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SynLube™ Lube‑4‑Life® can reduce the power
consumption of equipment due to reduction of Mechanical Friction.
In vehicles this results in better Fuel Economy.
How does this work?
There are several systems where we have observed substantial reduction in the Mechanical Friction, operating temperature as well as emitted sound when compared to Mineral Oils, or Conventional PAO based Synthetic Oils.
These are:
Why does this happen?
It can be understood by looking at the Coefficient of Friction and Stribeck Curve of Motor Oils when compared to SynLube.
It can be also understood by looking at the Compression Pressure and Combustion Pressure in Engine with Conventional Liquid Motor Oils when compared to "colloidal" SynLube.
Remember the MAGIC #2 ?
It can be understood by looking at the Mechanical Friction Losses of a typical Piston Engine as well as the Stribeck Curve of the lubricant base oils when compared to SynLube™ Lube‑4‑Life®.
The simple fact is that when the Mechanical Friction is lowered, you need less power or energy to overcome the inherent Mechanical Friction in the Piston Engine. This in turn consumes less of the energy that is available in the Fuel and thus more of the energy is useful for propulsion.
Lower Mechanical Friction in the engine which is reduced by the use of SynLube™Lube‑4‑Life®, directly translates to better fuel efficiency.
NO MAGIC HERE – Just plain Tribological Fact
The higher the Compression Ratio or the pre-compression pressure, then the higher is the thermal efficiency of the internal combustion engine. This results in a better fuel usage and more power is developed while less fuel is consumed. The maximum compression is however limited by the Octane Rating of the Gasoline that will be used. The higher the Octane Rating the higher the compression can be.
Even more important than Compression Ratio is the actual pre-compression pressure also called Final Compression Pressure. Although its value can be also described and figured out mathematically, it is always substantially less than the mathematical result. The actual Final Compression Pressure can be reliably obtained only by a measurement with a special tool, the Compression Tester.
It is however important to know what the Final Compression Pressure should be for the particular engine. This specification can be usually found in a "Shop Manual" for the particular engine. The difference between the measured and specified values for the Final Compression Pressure determines the "Sealing Quality" of the combustion chamber.
The quality of the combustion chamber sealing by means of the Piston Rings and the Valves is a measure of the condition of the engine. Lubricant can also affect the quality of the sealing between the Rings and the Cylinder bore.
The upward moving Piston reduces the volume of the combustion
chamber thereby compressing the Air/Fuel mixture. The compression factor is
approximately from 6 to 14, according to the type and design of the engine. The
final compression pressure is from 85 to 190 PSI.
While this upward piston movement only takes from 10 to 50 milliseconds, it is
still enough time for the Air/Fuel mixture to "leak" past the Piston Rings, if
the sealing is less then perfect.
This "compression blow-by" introduces raw unburned fuel into the crankcase,
which eventually intermixes with the Motor Oil.
Fuel dilution of Motor Oil can be very detrimental to an engine and its
components. Under normal operation, the motor oil film is keeping metal
surfaces and their asperities separated to prevent wear.
Conventional liquid lubricants be they Petroleum or Synthetic are not capable
of creating a "perfect" seal, however SynLube™ Lube‑4‑Life® because
it is a "colloidal" lubricant provides a better sealing by at least an order of
magnitude !
The result is less Air/Fuel mix "blows-by" the Piston Rings and the Final Compression Pressure is significantly higher.
This in turn results in more Air/Fuel mix remaining in the combustion chamber prior Ignition, and more fuel is actually burned and generating more power!
The compressed Air/Fuel mixture is Ignited by the
Electric Spark at the Spark Plug electrode gap. As
the mixture is rapidly burnt its temperature also rapidly increases, typically
to about up to 4,000°F (2,200°C).
As a result the pressure in the Cylinder rises to between 400
to 600 PSI (27 to 41 bar).
The pressure of the combustion gasses drives the Piston downwards in the Cylinder and by means of the Con Rod (Connecting Rod), produces rotary movement of the Crankshaft.
During this downward piston movement which again only takes from
10 to 50 milliseconds, the pressure is five times higher than during the
Compression Stroke, so the chance for the now burning Air/Fuel mixture to
"leak" past the Piston Rings is even greater, if the sealing is less then
perfect.
Conventional liquid lubricants be they Petroleum or Synthetic are not capable
of creating a "perfect" seal, however SynLube™ Lube‑4‑Life® because
it is a "colloidal" lubricant provides a better sealing by at least an order of
magnitude !
The result is less of the burning Air/Fuel mix "blows-by" past the Piston Rings and the Combustion Pressure acting on the Piston is significantly higher, which translates to More Power being generated from the given amount of Fuel.
NO MAGIC HERE – Just another Mechanical and Physical Fact
So to sum it all up, SynLube™Lube‑4‑Life® at first eliminates Stiction and reduces Friction, which means that less energy has to be consumed to overcame Mechanical Friction.
Secondly SynLube™Lube‑4‑Life® provides much better seal for the Piston Rings, which results in less leakage during Compression and Power cycles, this in turn leads to better Fuel Efficiency.
The MAGICAL RESULT?
Lower Fuel Consumption = Better Fuel Economy !
Here are LINKS to other pages on our web that explain the SynLube™ Lube‑4‑Life® MAGIC in detail:
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Copyright © 1996-2012 SynLube Incorporated
Last modified: October 9, 2012
Lube‑4‑Life® is a Registered Trademark of SynLube Incorporated
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