₦airaland Forum

lonelydora:
You said 15.

Hi dear, It's a bulky set of 15 points. That's the more reason i included a link for people who'd love to view the entire page.

Thanks for reading!

Since the shelf life of any engine can be traced down to its day-to-day running as well as maintenance. The following tips helps to better achieve an excellent Lubricant usage experience.

1. Test New Lubricant Deliveries

For certain machines, deviations in lubricant quality can lead to disastrous consequences. This punctuates the need to confirm the quality of new lubricant deliveries, especially when the need for reliability is particularly important. Likewise, a quality-minded lubricant supplier will appreciate receiving feedback, both good and bad, from users who run such tests.


2. Avoid Overgreasing

Overgreasing can have many of the same negative side effects as undergreasing, plus the added cost of high lubricant consumption. Greasing can be thought of as a purging or filtering of contaminants from the bearing, but you should not exceed a calculated amount of grease when performing greasing activities.


The calculated quantity of grease for a bearing is based on its geometry and dimensions, which provide the ideal amount for relubrication. The misconception is to apply more grease than needed to purge out contaminants. The right approach is to apply a fraction of the calculated quantity at a shorter time interval. This helps eliminate overgreasing at a given interval but still supplies the benefit of purging contaminants out of the bearing, just like automatic grease systems.


3. Achieve and Sustain Dry Oil

You don’t have to remove what you don’t allow in. Indeed, it’s hard to question the logic of controlling water ingression. But because moisture is everywhere, achieving bone-dry through exclusion alone may not be practical or even necessary. Lubricating oils have different degrees of hygroscopicity (water-loving tendencies), making the control of all dissolved water an almost futile exercise. However, for many applications, it’s the free and emulsified water that is the most destructive and, hence, the central target 
for control.


Exclusion relates to the process of preventing (excluding) the ingress of water from environmental, machine and process sources.
The top-line priority is to squelch ingression points through tight and well-managed ingression control. Deferring maintenance of worn seals, defective breathers and coolant leaks creates more expensive maintenance events in the future, including the possible cost of premature oil changes, flushing, oil dehydration and replacement of water-damaged parts. Monitoring and promptly closing off ingression sites are by far the wiser use of maintenance resources.


4. Consider a Condition-based Oil Change strategy

In the past, many organizations have exclusively used interval-
based oil change criteria. The interval was based on an assortment of considerations, such as the calendar, operating hours (meter), fuel consumed, miles/kilometers driven or production/work performed. In many cases, an approaching outage and shutdown have a driving influence on the decision, coming from the desire to avoid unscheduled downtime later or the need to change lubricants “on the run.” In addition, new equipment still under warranty may have OEM-specified lube change-out intervals, which can make the matter far less subjective (and optimized).


The condition-based oil change strategy is indeed important in reducing oil consumption and associated costs. However, there are many situations with certain machines when maintenance and reliability are not “optimized” when the strategy is applied. In order to perform a condition-based oil change, there is added cost to monitoring the conditions, namely oil analysis.

5. Inhibit Rust and Corrosion

The best way to stop rust and corrosion is not to allow the metal to come in contact with water, oxygen or acid. In essence, this is exactly what rust and corrosion inhibitors do. These additives are typically compounds that have a high polar attraction toward metal surfaces. They chemically bond to the metal surface, forming a protective film over the underlying metal. This film acts as a barrier that does not physically allow the metal to come in contact with anything that could promote corrosion. Some popular compounds being used are amine succinates and alkaline earth sulfanates.

6. Search for the Root Cause of Failures

Root cause failure analysis is a process of working backward through a sequence of events or steps that led to functional failure of the machine. This process is often referred to as “asking the repetitive why” or “the five whys.” The first “why” is intended to reveal the obvious and more immediate cause, sometimes referred to as the direct cause. This is the suspect that first, and most often, bears the blame. However, by continuing the series of questions, one can often expose hidden causes that include contributing causes (partners in crime) and intermediate causal agents. With a little luck, your interrogation will lead you to the root cause. Keep in mind there may be multiple root causes.


7. Learn to interpret Oil Analysis Report

Typically, an oil analysis report comes with a written summary section that attempts to put the results and recommendations in layman’s terms. However, since the laboratory has never seen the machine or know its full history, these recommended actions are mostly generic and not precisely tailored to your individual circumstances. Therefore, it is the responsibility of the plant personnel who receive the lab report to take the proper action based on all known facts about the machine, the environment and recent lubrication tasks performed.


8. Change Filters on Time

Changing a filter too late puts the oil and machine in jeopardy. Changing a filter too soon wastes valuable resources. It has been reported that in many cases, the cost of a common oil change can exceed 10 times the apparent cost of the oil and associated labor to change the oil. This multiplier may hold equally true for the cost of a filter change. In addition to the cost of the filter, there are additional costs for labor, inventory, scheduling, used filter disposal, waste oil disposal and oil top-off costs (you always lose a little oil when you change filters).


There are many available technologies to help improve the timing of a filter change. These include pressure-rise profile monitoring, Delta-P indicators, bypass indicators, online particle counting and time-out alerts. Multiple methods used together may be the wise choice in certain cases. Nonetheless, changing filters on condition should be the primary objective in the quest for filter economy.


We all know that filters are consumable machine components. They have two primary jobs to do: remove particles at the same rate that they arrive into the oil and protect sensitive machine components from contaminant invasion. Conventional wisdom tells us to focus on the value proposition presented by better filtration, not on the cost of filtration. However, the astute maintenance professional may choose to have his cake and eat it too.




You can Read more>>>>>>>http://lubestoday..com.ng/2016/06/15-tips-to-help-you-achieve-lubrication.html

Aquariann:
Christ.. Not until i got to see the many deleted comments did i realize that many thought the op was referring to sex.

Immediately I saw the topic, the first thing i thought of was my power generating which almost knocked yesterday because of low engine oil.

We seriously have more problems than we are ready to admit in this country.

This happens only in Nigeria!!!

By the way, thumbs up for detecting that in time.

Have you ever been saddled with the responsibility of managing a high end Industrial plant or refinery where the fate of production lies in your every decision?

If you’re running one of the Production plants in Africa or any mechanical inclined industry, the last thing you need is an unplanned shutdown. But a production standstill is exactly what is at risk if you don’t keep an eye on the viscosity of the lubricating oil used in any of the rotary compressors in the plant, with the highest risk of these being the gas compressors. One minute all processes are up and running, and the next there’s a bearing failure and production stops.

It’s not just the cost of lost production either. A compressor failure in a single part of the refinery can cost tens of thousands of dollars a day in lost revenue, with similar amounts to rebuild a compressor, and hundreds of thousands of dollars for a replacement. There’s also the cost of maintaining spares.

Clearly managing lubricant viscosity is critical to maintaining compressor health, but it is a common practice to monitor lubricant viscosity in each major compressor once a month by sending a sample to a lab for testing. For compressors where lubricant comes in contact with methane and other light hydrocarbon gases, the lubricant’s viscosity can break down much more quickly, increasing the risk of failure. Through hard luck, refiners also have found that real-time temperature monitoring is inadequate to monitor lubricant viscosity.

A major Gulf Coast refinery in the United states claims it has solved the problem by moving to real-time monitoring of lube oil viscosity in critical compressors.

“We recognized that in-line viscometers are the best way to know what is happening to the lube oil in our large screw compressors,” says the plant manager. “Further, we have found that in-line lubrication viscosity monitoring offers a cost-effective way to keep track of compressor health.”

The true measure of the health of a lubricant’s viscosity can only be gauged when measured in its natural position with gas vapors dissolved in the lubricant. In addition, monitoring lubricant temperature isn’t sufficient to protect compressor bearings, especially in applications where process starts and stops can occur.

What’s needed is in-line viscosity monitoring to help provide plant operators with real-time data on lubricant in-line viscometers are able to monitor real-time changes in lubricant viscosity, offering a cost-effective way to keep track of compressor health in real time.
viscosity. There is a solution for refinery managers working to keep plants online and producing. New, inexpensive and rugged

Refineries and Compressors

Rotary compressors are used throughout oil refineries in applications ranging from vapor recovery to gas-processing operations. Screw and scroll compressors make up a significant portion of this equipment.

Screw compressors use two reciprocal screws to compress gases. Gas is fed into the compressor by suction and moved through the threads by the rotating screws. Compression takes place as the clearance between the threads decreases, forcing the compressed gas to exit at the end of the screws.

Scroll compressors, often known as spiral compressors, use two interleaved spiral vanes to move and compress fluids and gases. Typically found in intermediate and end-product applications, scroll compressors are valued for their reliability and smooth operation.

The Importance of Lubricant Viscosity

In both types of compressors, lube oil is used to seal the compressor from gas leaks, lubricate moving parts and manage temperature during operation. The condition of lubricant oil is a critical factor in extending a compressor’s bearing life and overall reliability. Monitoring and managing lubricant viscosity can prevent costly breakdowns due to bearing failure. Viscosity also plays a role in energy efficiency, as demand for more efficient compressors is driving the use of lower-viscosity lubricants.


READ MORE>>>http://lubestoday..com.ng/2016/06/how-to-manage-lubricant-viscosity-to.html

Last I checked, any post about zex Lubes should be in the Romance section. Yet, this was placed in the "Car talk" section. Doesn't that speak volume?

Nigerians!!

"What is the first indication of lubricant starvation?"

Heat is the direct consequence of lubricant starvation. Once any mechanical system becomes depleted of lubricant, and the lubricating film keeping gears, bearings or slides apart is no longer present to support or protect the surfaces, surface-to-surface contact will occur. When two surfaces slide or rub together, friction is produced, and from friction comes heat.

Before frictional heat is generated, the only way to detect lubricant starvation would be through vibration analysis. Vibration analysis can pick up subtle vibration changes in the machinery and may be able to identify lubricant starvation before the extreme heat from friction is discovered.

The effect of friction on the two surfaces rubbing together without lubrication will cause them to heat up quickly. The amount of heat generated will be in direct correlation to how fast the two surfaces are sliding or rotating. For example, gears rotating at only 60 rpm will take much longer to heat up than those rotating at 1,800 rpm. Without proper lubrication, gears rotating at faster speeds not only will heat up quickly but can also lead to failure of the machine.

In the image below, notice the difference between a good oil supply (full lubricant film), an impaired oil supply (boundary contact), and dry friction and wear (caused by lubricant starvation). Welding and galling occur when the two surfaces become so hot that they weld together and then tear apart, resulting in large amounts of debris. This is not something you want happening inside your machine.


Other signs that your machine is suffering from lubricant starvation include smoke, an unusual smell and the machine becoming hot to the touch. Smoke is caused by the heating of what is left of the lubricant. This is usually the case when you see some poor soul stranded by the side of the road with smoke pouring out from under the hood of his car.

Before a machine even begins to smoke, you can often smell the oil starting to heat up. This provides a good way to detect lubricant starvation.

Another excellent method is through touch. Your hands are very sensitive heat detectors and can identify subtle changes in temperature.

However, the most effective way to combat lubricant starvation without expensive diagnostic equipment is to check your machinery on a regular basis. Ensure your PMs are appropriate for each machine and take into account the changing conditions around the equipment, such as temperature, moisture and workload.

Source: http://lubestoday.com/2016/06/signs-of-lubricant-starvation.html

"What is the first indication of lubricant starvation?"

Heat is the direct consequence of lubricant starvation. Once any mechanical system becomes depleted of lubricant, and the lubricating film keeping gears, bearings or slides apart is no longer present to support or protect the surfaces, surface-to-surface contact will occur. When two surfaces slide or rub together, friction is produced, and from friction comes heat.

Before frictional heat is generated, the only way to detect lubricant starvation would be through vibration analysis. Vibration analysis can pick up subtle vibration changes in the machinery and may be able to identify lubricant starvation before the extreme heat from friction is discovered.

The effect of friction on the two surfaces rubbing together without lubrication will cause them to heat up quickly. The amount of heat generated will be in direct correlation to how fast the two surfaces are sliding or rotating. For example, gears rotating at only 60 rpm will take much longer to heat up than those rotating at 1,800 rpm. Without proper lubrication, gears rotating at faster speeds not only will heat up quickly but can also lead to failure of the machine.

In the image below, notice the difference between a good oil supply (full lubricant film), an impaired oil supply (boundary contact), and dry friction and wear (caused by lubricant starvation). Welding and galling occur when the two surfaces become so hot that they weld together and then tear apart, resulting in large amounts of debris. This is not something you want happening inside your machine.


Other signs that your machine is suffering from lubricant starvation include smoke, an unusual smell and the machine becoming hot to the touch. Smoke is caused by the heating of what is left of the lubricant. This is usually the case when you see some poor soul stranded by the side of the road with smoke pouring out from under the hood of his car.

Before a machine even begins to smoke, you can often smell the oil starting to heat up. This provides a good way to detect lubricant starvation.

Another excellent method is through touch. Your hands are very sensitive heat detectors and can identify subtle changes in temperature.

However, the most effective way to combat lubricant starvation without expensive diagnostic equipment is to check your machinery on a regular basis. Ensure your PMs are appropriate for each machine and take into account the changing conditions around the equipment, such as temperature, moisture and workload.

Source: http://lubestoday..com/2016/06/signs-of-lubricant-starvation.html

Automatic transmission fluids (ATFs) are among the most complex lubricants available because they must serve so many functions in the transmission, including heat dissipation, wear protection, lubrication, foam prevention and shift quality.

ATFs must also be compatible with all of the complex transmission components and materials, such as seals and friction discs, operate at both high and low temperature extremes, and maintain good performance for thousands of miles.

Many of today's engine oils use organic nitrogen compounds in the detergent/dispersant additive package. This is done to reduce the sulfated ash residue in engines that result when metallic type detergents are used. These nitrogen compounds can have negative effects on transmission oil seals, causing them to shrink or swell excessively and then leak.

A more serious problem is that these nitrogen compounds can cause the transmission friction materials to become brittle, flake and/or break away from the disc. As a result, engine oils are no longer acceptable for use in these newly designed transmission systems because of the probability that they may contain nitrogen compounds in the additive package.

The possible adverse reactions caused by the inclusion of friction modifiers and/or nitrogen compounds can dramatically shorten the life and affect the operation and durability of these new transmission systems.

With the advent of new machinery designs, new material development and application, new additive chemistry and increased machine loads and speeds, the necessity of stocking more specially designed lubricants for unique applications or special machine use is something for which industry must be prepared.

While ATF performance is defined by various automotive and manufacturer specifications, a large percentage of the fluids produced may be used in applications other than automotive transmissions. These include powershift transmissions in off-highway construction and mining equipment, power steering systems and rotary screw compressors.

Tractor fluids are used to lubricate transmissions, final drives, wet brakes, wet clutches and hydraulic systems usually from a common reservoir on an agricultural or industrial tractor. The unique performance characteristics of these fluids also make them acceptable for use in both on and off-highway commercial transmissions as well as some high-pressure hydraulic systems.

Because of this versatility, these lubricants are frequently referred to as UTTOs (universal tractor transmission oils). However, caution must be used before applying these oils to some of the new transmission systems because of the new friction, seal and hose materials now in use.

Remember, it is always wise to consult both the equipment manufacturer and the lubricant supplier before applying an oil that may cause compatibility problems.

Please find attched a compilation of Automatic Transmission Fluids across major Lubricants manufacturers in Nigeria:

Which Automatic Transmission fluid do you use for your vehicle?? Any Issues so far?

http://lubestoday..com.ng/2016/05/functions-of-automatic-transmission-and.html

Are you a member of Students Christian Movement

Freegift75:
I will forward the motion to National Assembly for National Anthem reforms

O God Bless Our Native Nigeria
May Thunder Arise
And Strike All The looters
Oh Lord, we beseech d
Spirit Of God 4ce
Come to us now
And bless us

Rudolph Diesel in 1895 successfully invented an engine that burned coal dust injected by pressurized air, hence the diesel engine was birthed. Today, diesel engines are used to provide power in a variety of applications in many Industries.

While a lot of Lubricants are flooding the market, it is essential to know the grade of engine oil best for each system. Care must be taken to buy products of updated specifications as outlined by your engine manufacturer.


Please find below, a table showing the different categories of Diesel Engine oil, starting with the most recent:



Kindly visit http://lubestoday..com.ng/2016/04/api-diesel-engine-oil-category.html to view the full table.

RIP to the deceased

Equalizer:
So what's the original price?

#86.50

As usual!!! NAIGIRIA.

We should saving start the extra $8 oooo........ No excess Crude oil fund for sharing by our legislatures oooooo

Fmartin:
Can we say its the influence of junketing


Good news is scarce nowadays in Nigeria. Happy to hear one today.

Felicitating with you bro.

chriskosherbal:
That's a welcome development.

Hoping for a sustenance of this great feat.

Crude oil prices hit a year-record high of $46 a barrel yesterday, giving Nigeria a buffer of $8 over its $38 a barrel 2016 budget benchmark, a feat, which it has not attained since January.

Specifically, Brent crude rose by 77 cents from a session low this morning to hit $46 a barrel by 7.50am UK time, while the US, West Texas Intermediate (WTI) futures were up by 19 cents from $43.62 to $44.37 a barrel.


Crude oil prices have been rising since beginning of the week despite the failure of talks at the weekend between the world’s largest oil producing countries that were intended to tackle oversupply by freezing production.

Hope that the global crude oil prices will continue to rise was further boosted yesterday, as the United States (U.S.) onshore crude oil production in the lower 48 states is expected to decline from an average of 7.41 million barrels per day (bpd) to 6.46 million bpd in 2016 and to 5.76 million bpd in 2017.


The U.S. Energy Information Administration (EIA), which attributed the decline to response to continued low oil prices, noted that increased production from the Federal Gulf of Mexico (GOM) is not enough to offset those declines, with total projected U.S. production falling from 9.43 million bpd in 2015 to 8.04 million bpd in 2017.

The EIA stated that the sharp decline in oil prices since the fourth quarter of 2014 has had a significant effect on drilling in the United States.

It stated: “The number of active onshore drilling rigs in the Lower 48 states fell 78 per cent (from 1,876 to 412) between the weeks ending on October 31, 2014, and April 15, 2016. The decline in active rigs and well completions is projected to result in month-over-month onshore oil production declines of 120,000 bpd through September 2016.


“Market expectations of uncertainty in the crude oil price outlook continue to be high, as reflected in the current values of futures and options contracts. In EIA’s April Short-Term Energy Outlook (STEO), the 95 per cent confidence interval for market expectations for prices in December 2017 is relatively wide, with upper and lower limits of $20 per barrel (b) and $100/b, respectively. EIA’s April STEO forecasts Brent crude oil prices averaging $35/b in 2016 and $41/b in 2017, with the December 2017 price averaging $45/b”, it added.


EIA projects that the number of operating rigs in the Lower 48 states will continue to decrease through mid-2016 before beginning to slowly increase. “However, expected Lower 48 production will continue to decline—although at a slowing rate—throughout 2017”, it said.


Also, the International Energy Information Administration (IEA) said that low oil prices have squeezed capital investment hard, which saw a 24 per cent drop in global capex, and this year, expecting a further decline of 17 per cent: the first back-to-back annual declines since 1986.

It said that the situation could get worse as companies continually review their spending plans. “The cutbacks are mainly concentrated in high-cost projects in countries such as Canada, Brazil and Russia. However, the cuts are not limited to capital expenditure, or capex: operating expenditure is being cut even in lower-cost areas such as the Middle East. Such are the budgetary pressures affecting their economies that oil industry cutbacks are necessary to fund politically important social expenditure”, it added.

Source:http://lubestoday..com.ng/2016/04/crude-oil-prices-hit-record-year-high.html

cc lalasticlala

9icetoo:
5w40. Total quartz 9000.

Nice Oil grade you got there. Total quartz seems to be the most popular among Nigerian Vehicle owners. Ever tried any other brands,any issues with them??

Ever wondered what those little codes on your Vehicle/Generator/Industrial Lubricants mean? The SJ,CF,SN,SM,C3... etc. Majority of Lubricant consumers do not have any idea what these codes mean, they just continue buying them as prescribed by their Auto-mechanics.

These Categories are based on the classification of each engine type as agreed upon by the standard Institutes as well as the Car Manufacturers.

TERMINOLOGIES
API : American Petroleum Institute
ACEA : Europe Automobile Manufacturers Association (Association des Constructeurs Europeens d'Automobiles)
ILSAC : International Lubricants Standardization and Approval Committee
SAPS : Sulphated Ash, Phosphorous, Sulphur
OEM : Original Equipment Manufacturer
SAE : Society of Automotive Engineers

While these associations classify different oils (Motor and gear oil) according to their specifications, some oils may contain either ACEA or API or both certification.

The manufacturer recommends genuine OEM oil, but can you use another oil?

Below is a guide to give you a clear understanding of what's what when you are looking for the right oil.

Here's a few basics when it comes to lubricants:

Each has a unique purpose for which it is intended (i.e. Motor oil(Petrol and Diesel), Gear oil(Manual Transmission and Industrial gears), Automatic Transmission fluid, Hydraulic Oils, Turbine and Compressor Oils, Circulatory and Metal-Cutting Oils, etc)

Each has a unique viscosity, like;

• 10W/40 or 15W/50 etc for Engine oils

• 75W/90, 80W/90 or 85W/140 etc for Gear oils

• ISO VG 32, 46, 68, 100 for Hygraulic Oils.

• ISO VG 68,100,150 for Compressor Oils


Some lubricants will also have OEM approvals that it carries and the codes (i.e. MB229.3, VW503.00, BMW LL01 etc)

You might find Dexos1 or Dexos2 approved or Dexos2 Specific.

Some may be OEM specific, as in the Motul Specific VW504-507 5W30.


All oils are intended for an application and in general are not interchangeable. You would not for example put an Automatic Transmission Oil or a Gear Oil in your engine! It's important to know what the oil's intended purpose is.

The classification of Lubricants is based on these two factors:


VISCOSITY

Most oils on the shelves today are "Multigrades", which simply means that the oil falls into 2 viscosity grades (i.e. 10W/40 etc). However, monogrades e.g (SAE 30, 40,50 etc) can only work in a specific temperature.

Multigrades were first developed some 50 years ago to avoid the old routine of using a thinner oil in winter and a thicker oil in summer.

Engine oils are rated in two ways: cold viscosity and hot viscosity. This rating will be displayed on the bottle, and gives you an idea how well it’ll respond to cold startups - particularly important for people who live in colder climates - as well as its thickness at high temperatures.


The first number e.g 10 (in 10W/40), which will be attached to the letter ‘W’ (which stands for ‘Winter’), is the cold rating. The lower the number, the lower the temperature it will work in - if the number is too high and you try to start your car in freezing temperatures, the oil might be too thick to get flowing, and your engine may not start.


The second number e.g 40, is the viscosity of the oil when tested at temperatures indicative of a running engine. The higher the number the thicker the oil. If you run your engine at high speeds or under heavy load, for example towing a trailer, you want a higher number. Your car’s manual will let you know what viscosity oil to use.


SPECIFICATIONS

Specifications are important as these indicate the performance of the oil and whether they have met or passed the latest tests, or whether the formulation is effectively obsolete or out of date. There are two specifications that you should look for on any oil bottle and these are API (American Petroleum Institute) and ACEA (Association des Constructeurs Europeens d'Automobiles) all good oils should contain both of these, and an understanding of what they mean is important.


API and ACEA specification ratings for each Lubricant will follow in next Updates.

Subscribe to stay updated!

Which type of Lubricant do YOU use?

Source>>http://lubestoday..com.ng/2016/04/apiaceasapsilsacsaeoemwhat-do-they-all_14.html#moremore

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Ever wondered what those little codes on your Vehicle/Generator/Industrial Lubricants mean? The SJ,CF,SN,SM,C3... etc. Majority of Lubricant consumers do not have any idea what these codes mean, they just continue buying them as prescribed by their Auto-mechanics.

These Categories are based on the classification of each engine type as agreed upon by the standard Institutes as well as the Car Manufacturers.

TERMINOLOGIES
API : American Petroleum Institute
ACEA : Europe Automobile Manufacturers Association (Association des Constructeurs Europeens d'Automobiles)
ILSAC : International Lubricants Standardization and Approval Committee
SAPS : Sulphated Ash, Phosphorous, Sulphur
OEM : Original Equipment Manufacturer
SAE : Society of Atumotive Engineers

While these associations classify different oils (Motor and gear oil) according to their specifications, some oils may contain either ACEA or API or both certification.
The manufacturer recommends genuine OEM oil, but can you use another oil?

Below is a guide to give you a clear understanding of what's what when you are looking for the right oil.

Here's a few basics when it comes to lubricants:
Each has a unique purpose for which it is intended (i.e. Motor oil(Petrol and Diesel), Gear oil(Manual Transmission and Industrial gears), Automatic Transmission fluid, Hydraulic Oils, Turbine and Compressor Oils, Circulatory and Metal-Cutting Oils, etc)
Each has a unique viscosity, like;
• 10W/40 or 15W/50 etc for Engine oils
• 75W/90, 80W/90 or 85W/140 etc for Gear oils
• ISO VG 32, 46, 68, 100 for Hygraulic Oils.
• ISO VG 68,100,150 for Compressor Oils

Some lubricants will also have OEM approvals that it carries and the codes (i.e. MB229.3, VW503.00, BMW LL01 etc)
You might find Dexos1 or Dexos2 approved or Dexos2 Specific.
Some may be OEM specific, as in the Motul Specific VW504-507 5W30.

All oils are intended for an application and in general are not interchangeable. You would not for example put an Automatic Transmission Oil or a Gear Oil in your engine! It's important to know what the oil's intended purpose is.
The classification of Lubricants is based on these two factors:

VISCOSITY
Most oils on the shelves today are "Multigrades", which simply means that the oil falls into 2 viscosity grades (i.e. 10W/40 etc). However, monogrades e.g (SAE 30, 40,50 etc) can only work in a specific temperature.
Multigrades were first developed some 50 years ago to avoid the old routine of using a thinner oil in winter and a thicker oil in summer.
Engine oils are rated in two ways: cold viscosity and hot viscosity. This rating will be displayed on the bottle, and gives you an idea how well it’ll respond to cold startups - particularly important for people who live in colder climates - as well as its thickness at high temperatures.

The first number e.g 10 (in 10W/40), which will be attached to the letter ‘W’ (which stands for ‘Winter’), is the cold rating. The lower the number, the lower the temperature it will work in - if the number is too high and you try to start your car in freezing temperatures, the oil might be too thick to get flowing, and your engine may not start.

The second number e.g 40, is the viscosity of the oil when tested at temperatures indicative of a running engine. The higher the number the thicker the oil. If you run your engine at high speeds or under heavy load, for example towing a trailer, you want a higher number. Your car’s manual will let you know what viscosity oil to use.

SPECIFICATIONS
Specifications are important as these indicate the performance of the oil and whether they have met or passed the latest tests, or whether the formulation is effectively obsolete or out of date. There are two specifications that you should look for on any oil bottle and these are API (American Petroleum Institute) and ACEA (Association des Constructeurs Europeens d'Automobiles) all good oils should contain both of these, and an understanding of what they mean is important.

API and ACEA specification ratings for each Lubricant will follow in next Updates.

Subscribe to stay updated!


Which Lubricant do YOU use?

Source: http://lubestoday..com.ng/2016/04/apiaceasapsilsacsaeoemwhat-do-they-all_14.html#more

It is not news to the average Nigerian the huge impacts Foreign exchange sourcing has had on every sector of the Nigerian manufacturing Industry. Many companies still running till date have to had to struggle with sourcing for fund to procure necessary raw material in order to meet up with the huge demand by the end consumers.


However, this is same with the Lubricant industry as well. A gross number of Lubricants Plant workers at the top companies in Nigeria (e.g. Mobil, Total, Oando, Conoil, Forte etc) have had to be retrenched from work pending when normalcy is restored.


With the raw materials like Base oils and additives finishing up in the line of production and all efforts to procure becoming futile, a lot of changes might be surfacing very soon from hike in prices to shortage of Lubricants products.


Latest development is that we may see more and more Lubricant Plants shutting down operations in the coming weeks. While Foreign companies may use this as an opportunity to open up a wide market base, there is tough luck for indigenious manufacturers of Lubricants product.


We at Lubestoday however implore the President of Nigeria as well as other Ministerial nominees in this industry to include more Indigenous Lubricants manufacturers in the beneficiaries of the CBN Direct Forex sale.

Source :http://lubestoday..com.ng/2016/04/imminent-large-scale-clamp-down-on.html#more


cc: Lalasticlala, Mynd44

Very helpful

Flyoruboy:
Guy, must you turn all your threads into an Anambra-centric one? You didnt have to suck us in with the deceptive headline. A more specific Anambra heading would have sufficed. Nigeria is bigger than your state alone abeg. I know you get paid to do this but try and show some versilitilty for once.

Even if he gets paid doing this, atleast he is bold enough to publicize his state and her innovations. What have you done for your state? This kind of mentality, does not sustain growth in unionism. GET A LIFE BRO. By the way, I am a westerner and I greatly appreciate what he is doing.

Samtobh:
Nice write-up OP.
Well, your assertion may not be so true about the class of degree discrimination.
I've applied to more than 500 jobs online with a CV always restructured, well-furnished and updated. Ye, no single invite.I've even veered off my field into some areas I consider can boost one's chances but dear, the same issue keep coming up.
To add up, I have a diploma in computer engineering, learnt HTML/JavaScript/CSS programming, HPLC/GC-MS/AAS analytical methods, and possess a first class degree.
Feb.14th will make it 2 years I did my POP,still in my parent's House.
So, my dear, God blessed you at the appointed time.

Hello Sam.......If you are certain of your PHP and CSS skills, I have a full time job for your (65k PER MONTH). Your office will be at Ilupeju, Lagos. Pls message me ASAP.........destineguy94@gmail.com

e be like say wiki sef dey sleep

I can only watch from silence and absorb the views of every Nigerian. "A true CHANGE i'll keep saying is not seen in one man nor driven by one man. A true CHANGE is a collective responsibility of the sane and the Senile."-------KOLAWOLE Adebayo (2015)

I hope Nairalanders know the TINUBU she's talking about here......Some just like talking anyhow. The Tinubu that is the GCE of Oando is not the same as the former Governor of Lagos state. They are relatives though! ##Wise-up

Pls someone should help post a site i can watch the match from......mamahd is not going through!

How did you register as a nigerian on the website www.fxpro.com. Nigeria doesnt appear to be on the list am seeing.

Earnestly waiting on the manifestation of the son......

also want this. m.alibaba.com/product/60174639647/KINGZONE-Z1-MTK6752-Octa-Core-5.html
email-destineguy94@gmail.com.
I skul in oau,ife.