FluidMasters International

1. FluidMasters International Products & Services

2. INTRODUCTION FluidMasters chemical, preventative maintenance programmes and their ancillary services are purposely designed around all machinery manufacturers’ overall maintenance guidelines. Fluid Masters products are made, not to just meet manufacturers’ specifications, but to exceed such specifications by the largest margin possible, with available knowledge and technology. All FluidMasters products are manufactured in accordance with the most stringent international quality control specifications – namely, the international standards’ organization quality accreditation standard.

3. These programmes are directed at: - • Engines • Transmissions • Differentials – final drives • All petroleum / diesel fuels and fuel systems

4. Programme 1: ENGINES

5. Air Fuel Oil Cooling PROGRAMME 1: ENGINES

6. PROGRAMME 1: ENGINES There are four major areas of maintenance to diesel and petrol engines. • The quality and correct specified lubricating oil, constant cleanliness of the lubricating system for proper protection of the engine’s moving parts from abrasive and acid wear. • The cleanliness of the air received into combustion along with the condition of the air intake system and the air filter. • The cleanliness of the entire cooling system, i.e. radiator, connecting hoses, the engine’s water jacket and oil coolers. Plus a high-quality protective coolant. • The quality of the fuel consumed and the cleanliness of the fuelling system.

7. PROGRAMME 1: ENGINES Section 1 - LUBRICANT One of the most important maintenance decisions an operator will make is the choice of engine oil to use in his engines. There are many and varied engine oils on the market. It is the operator’s responsibility to choose the correct one for his engines.

8. PROGRAMME 1: ENGINES Section 1 -LUBRICANT To make this choice, it is necessary to refer to the engine manufacturer’s handbook. The criteria for selection is as follows:- • A.P.I. (American Petroleum Institute) and manufacturer’s performance specifications • Manufacturer’s recommendation of S.A.E. (Society of Automotive Engineers) viscosity rating. • Manufacturer’s recommendations of ash level i.e. low ash or medium ash. • Minimum T.B.N. (Total Base Number)

9. PROGRAMME 1: ENGINES Section 1 -LUBRICANT When this information is known to the operator, he may then go to the oil company of his choice and purchase their engine oil that meets the manufacturer’s recommendations. To put this matter of choice into perspective, one needs to understand that engine manufacturers establish the criteria for a lubricant. The oil companies make products to meet such criteria. Unfortunately, many people believe the oil companies determine the specifications for lubricants and are often sold lubricants according to price or profit margins.

10. PROGRAMME 1: ENGINES Section 1 -LUBRICANT Having now obtained the correct engine oil, it would be helpful to understand :- • How the lubricant is structured • Limitations of the lubricant.

11. PROGRAMME 1: ENGINES Section 1 -ENGINE OIL STRUCTURE A lubricant can be divided into two parts. • Base oil. (a) Mostly this base oil is an extract from crude oil – referred to as mineral oil. (b) Some synthetic oils are now available and they are man-made esters. • Proprietary chemical additive package.

12. PROGRAMME 1: ENGINES Section 1 -ENGINE OIL STRUCTURE The chemical package is added to the base oil to either give the base oil properties it does not have naturally, or to enhance properties existent in the base oil. Simply put, base oils, (a) and (b) alone do not meet the demands placed on them by the engine. Therefore the base oils are built up by chemistry, to a minimum specification, to produce a lubricant.

13. PROGRAMME 1: ENGINES Section 1 -LIMITATIONS OF AN ENGINE LUBRICANT This is a difficult area for brief explanation, because of the many variables that can come into play. However, awareness should be present, of the following:- • The mechanical condition of the engine. Common sense dictates that a worn engine will contaminate the lubricant quicker than a mechanically sound engine, thus rendering the servicing life of the lubricant to a shorter duration. Further it can be deduced, the degree of wear in an engine will force a degree of reduction in the servicing life of the lubricant.

14. PROGRAMME 1: ENGINES Section 1 -LIMITATIONS OF AN ENGINE LUBRICANT This is a difficult area for brief explanation, because of the many variables that can come into play. However, awareness should be present, of the following:- • The quality of the fuel the engine consumes will also determine lubricant life, along with the cleanliness of the air intake to combustion and the degree of efficiency the cooling system is operating at.

15. PROGRAMME 1: ENGINES Section 1 -LIMITATIONS OF AN ENGINE LUBRICANT This is a difficult area for brief explanation, because of the many variables that can come into play. However, awareness should be present, of the following:- • Vehicle loading, driver ability, and ambient temperature all play their part in determining the duration the lubricant will remain within specifications for further use.

16. PROGRAMME 1: ENGINES Section 1 -LIMITATIONS OF AN ENGINE LUBRICANT Therefore we advise the use of our oil analysis program, via an independent laboratory, for determining the accurate servicing life of the lubricant. Also to develop a graph of the wear-pattern of the engine’s parts, with the aim to:- • Determine accurate oil drain periods. • Provide the opportunity to repair unsatisfactory mechanical situations before serious repairs are required.

17. PROGRAMME 1: ENGINES Section 1 -CAN THE CORRECT LUBRICANT BE IMPROVED? If the correct lubricant is operating within its original specifications, the answer to the improvement question – is no. However, if we look at what brings the lubricant ‘down’, i.e. below original performance specifications – the cause, is contamination build-up in the lubricant.

18. PROGRAMME 1: ENGINES Section 1 -CAN THE CORRECT LUBRICANT BE IMPROVED? The chemistry additive package, coupled with the oil filter, work at all times to remove destructive contaminants from the operating lubricant. Filters can be replaced but when the chemistry is depleted, it cannot be simply replaced. However, if the proprietary additive is increased in the new oil, from minimum specification to maximum specifications allowable by this same chemistry, the operating life of the lubricant will be increased. . Again, because of all the variables mentioned earlier, the extent of increased working life of the lubricant must be determined by oil analyses and not by emotion, or guesswork.

19. PROGRAMME 1: ENGINES Section 1 -CAN THE CORRECT LUBRICANT BE IMPROVED? Further, the practice of extending oil drain periods, with extra proprietary chemistry, although a very sound practice for the engine, should also be economical for the operator. Another logical procedure for maximising the working life of the lubricant is to thoroughly flush clean the internal parts of the engine at every determined oil change.

20. PROGRAMME 1: ENGINES Section 1 -CAN THE CORRECT LUBRICANT BE IMPROVED? All oil drains are determined by the degree of contamination in the lubricant. Therefore, the standard habit of putting clean oil into a contaminated area is not solving the internal contamination situation. One of the contaminants developed by combustion, that flows to the engine parts, is acid. These acids can adhere to metal surfaces, particularly in the piston ring-lands and oil galleries and are never removed by simply draining the oil, as these acids form into lacquers / varnishes, on the metal.

21. PROGRAMME 1: ENGINES Section 1 -SPECIAL NOTE ABOUT ENGINE FLUSHING! It is commonly known that the wear rate of an engine is at its highest in that period between cold start and operating temperature. Also, it is commonly thought, this is because of a lack of oil over the moving parts. This is a very simplistic conclusion.

22. PROGRAMME 1: ENGINES Section 1 -SPECIAL NOTE ABOUT ENGINE FLUSHING! Oil has exceptional adhesive properties to metal surfaces. Therefore in most instances there is always a film of oil over all engine parts. Coupled with the oil pressure, developing in 2 to 3 seconds after start up, lack of oil is an extremely small contributor to such wear.

23. PROGRAMME 1: ENGINES Section 1 -SPECIAL NOTE ABOUT ENGINE FLUSHING! There are two main reasons for accelerated wear during this start-up period. • Until operating temperature is reached, the production by combustion, of acids and abrasive soots is at its highest. Some of these materials find their way throughout the engine – due to blow-by. • However, the greatest contributor to this early wear-pattern is that, as the engine is ‘warming up’, all its metals will be expanding and the lubricant is required to transfer the heat evenly from one part to another, to allow the metals to expand at an even rate.

24. PROGRAMME 1: ENGINES Section 1 -SPECIAL NOTE ABOUT ENGINE FLUSHING! Contamination such as acid varnishes on the metal surfaces, will disrupt this heat transfer. To perform this expansion task satisfactorily, the oil and metal surfaces require a clean surface interface. This clean interface is achieved by the maintenance practice of thoroughly flushing the engine internally at every oil change.

25. PROGRAMME 1: ENGINES Section 1 -SUMMARY • Choice of correct lubricant • Understanding structure of lubricant • Limitations of lubricant • Importance of oil analysis • How to properly increase lubricant’s servicing life

26. PROGRAMME 1: ENGINES Section 2 –AIR INTAKE Clean, dust-free, air to the engine at all times is imperative, as the introduction of dust to the engine will rapidly accelerate abrasive wear. Using manufacturer’s recommended air filters and regularly checking for cracks in the air intake system is essential maintenance. Further, Fluidmaster’s oil analysis service will confirm clean air is being received by the engine or it will alert operators to any early problem requiring rectification.

27. PROGRAMME 1: ENGINES Section 3 – COOLING SYSTEMS Constant research indicates convincingly that some 80% of all engine and transmission failures are caused directly by cooling system inefficiency. Further, the importance of an efficient cooling system is the least understood by operators and is the least maintained part of all machinery. A combustion engine operates on the concept of combining fuel and air, at the correct mixture rate and ignition, to produce heat.

28. PROGRAMME 1: ENGINES Section 3 – COOLING SYSTEMS Of the heat produced, approximately 33% is used to push the piston downward, approximately 30% is forced immediately out the exhaust system and approximately 30% is expelled to the atmosphere by the cooling system and 7% by the block.

29. PROGRAMME 1: ENGINES Section 3 – COOLING SYSTEMS Should, for any reason, the coolant and or cooling system be unable to remove any portion of the final 30% of heat, such un-removed heat will remain in the engine, causing a chain-reaction of events, resulting in reduced power output, increased fuel consumption and increased wear to internal moving parts. All of these unwanted events can be avoided by proper cooling system maintenance and the application of a quality coolant. Cooling system maintenance is affected by regular cleaning process of the entire internals of the radiator, water jacket and ancillary oil cooling systems, followed by the continual use of a quality coolant. Regular checks for coolant loss thereafter, will prove invaluable assurance.

30. PROGRAMME 1: ENGINES Section 3 – COOLING SYSTEMS Fluidmasters products and cooling system service to customers are ‘second to none’. Our service is primarily based on the strong belief of sustaining a constant research and development department for the production of the most effective flushing compounds and coolants that technology can provide, coupled with customer information material and internal recording systems, plus in-field servicing if required. After some 16 years of in-field servicing, customers using our cooling system program are yet to experience engine or transmission repairs caused by cooling system malfunction. Refer to manufacturers handbook for recommendations.

31. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS An understanding of the ‘quality control’ factors involved in supplied fuels is vital knowledge for the ‘end-user.’ this allows him to make educated decisions regarding the fuel and fuel systems maintenance procedures he should adopt. Quality control of fuels at the point of production, namely the refinery, could rarely, if ever, be questioned. A very regimented regime is present at that location.

32. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS However, once fuel departs the refinery it can be subjected to several movements, including:- • Delivery to metro distribution storage. • Road/ rail transport to local distributor storage • On site to customer transport and/or customer storage

33. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS History clearly shows that the quality control present at the refinery will either diminish or disappear once fuel departs the refinery. Fuel supplied to the operator can and will, arrive in varying conditions, i.e. subject to the effects of water/moisture contact – to dirt type sediment contamination. A combustion engine operates on the concept of combining fuel and air, at the correct mixture rate and ignition, to produce heat. Oil companies have for decades, gone to print advising customers that diesel fuel is a poor storing substance and contamination develops a recordable oxidation rate to the fuel.

34. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS All engine manufacturers strongly advise their customers to use the highest quality fuel in their engines to obtain the best performance and working life from their engines. When an operator takes on fuel from his supplier and then simply proceeds to use this fuel in his engines, he is totally at the mercy of the contaminant level / condition of the fuel as supplied. More accurately, he is subject to the fuel’s quality control / or lack of same, by all previous handlers since the fuel’s departure from the refinery. It is from the time of delivery of fuel, that the operator is in a position to implement maintenance procedures & decisions that will ensure his engines only receive top quality fuel.

35. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS Firstly, the treatment of the fuel with a multi-purpose fuel stabiliser to take the following effect:- • Eliminate moisture from the fuel. • Completely neutralise sulphurous acids in the fuel and prevent any further acid development in the fuel. • Provide viscosity stability to the fuel. • Stop fuel oxidation. • Provide constant cleaning up of storage tanks and vehicle fuel tanks and exhaust systems.

36. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS Firstly, the treatment of the fuel with a multi-purpose fuel stabiliser to take the following effect:- • Kill all yeast, bacteria and fungi build-up in supplied fuel. • Maintain and raise cetane of fuel. • Cause fuel to burn more completely in combustion. • Effective removal of all sediment in fuel

37. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS Secondly,:- • Fit to the fuel storage tank, a micro-filter (bag type) to guarantee the safe removal of all sediment from the fuel. • This procedure will assure the operator of providing the highest quality fuel to his engines as advised by the engine’s manufacturer. • The above facts are demonstrable.

38. PROGRAMME 1: ENGINES Section 4 – QUALITY CONTROL OF FUEL & FUELLING SYSTEMS Remember:- Store and transport fuel, especially diesel oil, and to keep it totally free from moisture and sediment induction requires the highest quality control regime. The cost for such a regime to be extended over all handlings of fuels, before reaching the end user is quite prohibitive. Therefore, do not under estimate the importance of end-user ‘quality control’.....let common sense prevail.

39. Programme 2: TRANSMISSIONS, DIFFERENTIALS, FINAL DRIVES & HYDRAULICS

40. PROGRAMME 2: TRANSMISSIONS, DIFFERENTIALS, FINAL DRIVES & HYDRAULICS GEAR SYSTEMS Transmissions – Differentials – Final Drives – Hydraulics Again, the first important maintenance decision for gear components is the choice of lubricant to be used. Refer to the manufacturer’s handbook for the following criteria. • Manufacturers and/or A.P.I. performance specifications. • Manufacturers recommended S.A.E. viscosity ratings.

41. PROGRAMME 1: ENGINES STRUCTURE OF GEAR OIL As with an ‘engine’ oil, there are two parts to a gear oil. • Base oil • Chemical additive package The chemical formula is a powerful anti-wear or extreme pressure chemistry with some anti-oxidants and anti-corrosion inhibitors. It is important to understand that with a gear oil, the chemical extreme pressure anti-wear is responsible for some 95% of the lubricating of the gears. The oil is mainly a carrier of the chemistry to the gears. Therefore, it is imperative the correct criteria are used for the selection of gear oils. PROGRAMME 2: TRANSMISSIONS, DIFFERENTIALS, FINAL DRIVES & HYDRAULICS

42. PROGRAMME 1: ENGINES Can this lubricant be improved? Our research indicates that with today’s technology of gear design, coupled with the extreme pressure chemistry of today’s gear lubricants, little can be done in either of these directions for improvement. Therefore, we turned to a German scientist who specialises in the physics of ‘friction / heat / wear’ mechanics and some ten years ago he provided primary lubrication with an approach that looks at this situation through a different window. This approach is to use a convertible metal fluid factor that can be absorbed into most metals, when hot, in the way water is absorbed into a dry sponge. This discipline would, in turn, make the metals of the gears easier to lubricate. PROGRAMME 2: TRANSMISSIONS, DIFFERENTIALS, FINAL DRIVES & HYDRAULICS

43. PROGRAMME 1: ENGINES Can this lubricant be improved? The absorption principal reduces the space between metal molecules making a more complete metallic surface, thus allowing the lubricant to perform some 80% more effectively. The above is a fair description of the mechanical action of the resultant product of this research – energy 8-30. Some 10 years of infield usage of energy 8-30 has clearly shown it’s ability to reduce the working temperatures of gear and hydraulic systems along with about a constant 80% reduction in wear and extended working life of components. PROGRAMME 2: TRANSMISSIONS, DIFFERENTIALS, FINAL DRIVES & HYDRAULICS

44. PROGRAMME 1: ENGINES Can this lubricant be improved? Machinery operators might ask these questions:- • Do I use the recommended lubricant in my machinery? • Do I get the best value from my lubricants? • Do I follow maintenance guidelines regarding cooling system services? • Do I have a good quality control regime in place for fuel supplies? • Do I have a recording system in place for oil analysis and cooling systems? • Am I fully aware of all maintenance guidelines provided by the equipment manufacturers? • Could I use assistance in any or all of the above areas? • Would I like to operate more cost-effectively than I am currently doing? PROGRAMME 2: TRANSMISSIONS, DIFFERENTIALS, FINAL DRIVES & HYDRAULICS