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Slipstream - November 2017

The monthly newsletter of the Maverick Region of the Porsche Club of America

Lube for Thought:

Lube for Thought: Lubrication, Part 2 By Mike Mahoney, Region Concours Chair Images courtesy of the Author In my previous article I A discussed engine oil, the functions it performs in your car, additive chemistry, the factors affecting its performance, and the importance of regular oil changes. This article is about the physical characteristics of a finished lubricant or lubricating oil. Nearly all of the lubricating oil in the world is derived from refined crude oil. These lubricating oils are considered “mineral oils.” Synthetic lubricants have become increasingly important and will be discussed later. Lubricating oils are made from the more viscous cut of the crude oil that remains after the distillation process has removed the lighter ends or gas portions, which brings us to the single most important factor in selecting and applying a lubricant: viscosity. Viscosity is defined as a fluid’s internal resistance to flow. In other words, it describes the “thickness” of a fluid. An easy example would be honey versus water. At ambient temperature, or room temperature, honey flows much slower than water because honey has a higher viscosity than water. Apply some heat to the honey and it flows more like water because the heat decreases the honey’s viscosity. Put honey in the refrigerator, then try to pour it. The colder temperature increases the honey’s viscosity. Same thing applies to lubricating oil. And because of the effect temperature has on viscosity, it makes viscosity selection the single most important factor in choosing a lubricant. What you’re looking for in lubrication is the thinnest possible fluid that prevents metal-to-metal contact. This means that thicker is not necessarily better. A lubricant that is too viscous (thick) may be preventing metal-to-metal contact, but it is also creating additional friction within itself. So now the metal surfaces have to plow through thick oil rather than sliding across the surface. This happens often because of the demands placed on the lubricant in hot and cold temperatures, which is the reason multi-viscosity lubricants were invented. Multi-viscosity lubricants have solved many lubricant application issues, and we see a lot of multi-viscosity lubricants like 5W30, 0W40, 20W50, 75W90, etc., in the automotive industry. There are some very distinct advantages to a multi-viscosity lubricant. The primary benefit is a much improved viscosity index, or VI. So you can have low viscosity oil at cold temperatures and a higher viscosity at operating temperature. The majority of wear in an engine occurs at start up when the oil is cold and at its most viscous point so it doesn’t flow. A multi-viscosity lubricant eliminates that by providing protection at both start up and operating temperatures. For example, a 5W30 engine oil acts like a 5W when it’s cold and a 30 at operating temperature. It does this through an additive class called viscosity index improvers, or simply VI improvers. VI improvers are polymers that contract at cold temperatures and elongate at high temperatures. They improve the viscosity index of a lubricant by reducing the effect temperature has on its performance. A lubricant with a high viscosity index is affected less by temperature than a lubricant with a low VI. That is how you achieve multi-viscosity performance from a single lubricant. VI improvers enable lubricants to maintain their appropriate viscosity at all times. Next time we will discuss synthetic lubricants and gear oils. 20 November

Porsche of the Month Selected by Bill Orr Riviera Blue 2005 Porsche 911 Carrera S, “997 Urban Art” Photo by Jason Morski September Trivia Questions and Results By Jerry DeFeo Sponsored by Zims Autotechnik You can test your knowledge (or Google search ability) of all things Porsche by participating in the monthly trivia contest posted online at http://mav.pca.org/ trivia. Answers are due by the last day of each month. The winner of the trivia contest receives a $25 gift certificate from our sponsor, Zims Autotechnik. In the case of ties, a random drawing determines the winner. The winner for our September Trivia is Bill Orr who answered all five question correctly. Bill, please contact Kirk at Zim’s to claim your $25 gift certificate. Honorable Mention goes out to Cyril Reif, Tom Martin, and Jack Krielen, who also got all 5 of 5 correct. The questions for the September Trivia are shown to the right with the correct answers below. 1. Who is credited with saying, “All Porsches cost the same! You can buy in at the bottom of the market and spend the money to bring it to the top, or just spend more initially and buy in at the top”. a. Karl Lugvigsen b. Bruce Anderson c. Chuck Stoddard d. Jerry Woods Source: PCA e-Brake News, Aug 22, 2017 2. Recently there have been auctions where air-cooled Porsche’s brought unheard of prices. One such example is a 1951 Porsche 356 1500cc Coupe. It was predicted to bring between $76,800 and $256,000. The selling price was ___? a. $419,500 b. $638,500 c. $885,500 d. $1,017,500 Source: Hagerty Ins, Aug 23, 2017 Newsletter 3. In that same auction was a 1975 Porsche 914-1.8. It only had 3192 miles on it. It was expected to bring in the area of $6,700 to $27,900. But instead it brought _________!!! a. $42,500 b. $78,300 c. $93,500 d. $108,500 Source: Hagerty Ins, Aug 23, 2017 Newsletter 4. What is DIN 72552? a. Standard for measuring horsepower at the crankshaft b. Standard for measuring horsepower at the rear wheels c. Standard for measuring heat dissipation rates of turbos d. Standard for labeling automotive electrical terminals Source: Hagerty Ins, Aug 29, 2017 Understanding Relays 5. What does DIN stand for? a. Deutsches Institut fur Normung b. Dabehalten Institut fur Nutzerinnen c. Deutsches Institut fur Nurbergring d. Dabehalten Institut fur Nacherzahlung Source: Hagerty Ins, Aug 29, 2017 Understanding Relays Answers: 1) c 2) d 3) c 4) d 5) a 21

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