{"id":420,"date":"2018-06-05T15:50:14","date_gmt":"2018-06-05T15:50:14","guid":{"rendered":"https:\/\/acmerefining.com\/?page_id=420"},"modified":"2018-06-06T12:49:34","modified_gmt":"2018-06-06T12:49:34","slug":"lubricants-explained","status":"publish","type":"page","link":"https:\/\/acmerefining.com\/lubricants-explained\/","title":{"rendered":"Lubricants Explained"},"content":{"rendered":"<section class=\"wpb-content-wrapper\"><p>[vc_row][vc_column][vc_btn title=&#8221;Acme Industrial Lubricants &#8221; color=&#8221;blue&#8221; link=&#8221;url:https%3A%2F%2Facmerefining.com%2Findustrial-lubricants-solvents%2F|||&#8221;][vc_column_text]<\/p>\n<h3>Lubricant<\/h3>\n<p>A\u00a0lubricant\u00a0is a substance, usually\u00a0organic, introduced to reduce\u00a0friction\u00a0between surfaces in mutual contact, which ultimately reduces the heat generated when the surfaces move. It may also have the function of transmitting forces, transporting foreign particles, or heating or cooling the surfaces. The property of reducing friction is known as\u00a0lubricity.<\/p>\n<p>In addition to industrial applications, lubricants are used for many other purposes. Other uses include cooking (oils\u00a0and\u00a0fats\u00a0in use in\u00a0frying pans, in baking to prevent food sticking), bioapplications on humans (e.g. lubricants for\u00a0artificial joints), ultrasound examination, medical examination.<\/p>\n<h3>History<\/h3>\n<p>Lubricants have been in some use for thousands of years.\u00a0Calcium soaps\u00a0have been identified on the axles of chariots dated to 1400 BC. Building stones were slid on oil-impregrated lumber in the time of the pyramids. In the Roman era, lubricants were based on\u00a0olive oil and\u00a0rapeseed oil, as well as animal fats. The growth of lubrication accelerated in the\u00a0Industrial Revolution\u00a0with the accompanying use of metal-based machinery. Relying initially on natural oils, needs for such machinery shifted toward petroleum-based materials early in the 1900s. A breakthrough came with the development of\u00a0vacuum distillation\u00a0of petroleum, as described by the\u00a0Vacuum Oil Company. This technology allowed the purification of very nonvolatile substances, which are common in many lubricants.<\/p>\n<h3>Properties<\/h3>\n<ul>\n<li>A good lubricant generally possesses the following characteristics:<\/li>\n<li>A high boiling point and low freezing point (in order to stay\u00a0liquid\u00a0within a wide range of temperature)<\/li>\n<li>A high\u00a0viscosity index<\/li>\n<li>Thermal stability<\/li>\n<li>Hydraulic stability<\/li>\n<li>Demulsibility<\/li>\n<li>Corrosion prevention<\/li>\n<li>A high resistance to\u00a0oxidation<\/li>\n<\/ul>\n<h3>Formulation<\/h3>\n<p>Typically, lubricants contain 90% base oil (most often\u00a0petroleum\u00a0fractions, called\u00a0mineral oils) and less than 10%\u00a0additives.\u00a0Vegetable oils\u00a0or synthetic liquids such as hydrogenated\u00a0polyolefins,\u00a0esters,\u00a0silicones,\u00a0fluorocarbons\u00a0and many others are sometimes used as base oils. Additives deliver reduced friction and wear, increased\u00a0viscosity, improved viscosity index, resistance to\u00a0corrosion\u00a0and\u00a0oxidation, aging or contamination, etc.<\/p>\n<p>Non-liquid lubricants include powders (dry\u00a0graphite,\u00a0PTFE,\u00a0molybdenum disulphide,\u00a0tungsten disulphide, etc.), PTFE tape used in plumbing, air cushion and others.\u00a0Dry lubricants\u00a0such as graphite, molybdenum disulphide and tungsten disulphide also offer lubrication at temperatures (up to 350\u00a0\u00b0C) higher than liquid and oil-based lubricants are able to operate. Limited interest has been shown in low friction properties of\u00a0compacted oxide glaze layers\u00a0formed at several hundred degrees Celsius in metallic sliding systems, however, practical use is still many years away due to their physically unstable nature.<\/p>\n<h3>Additives<\/h3>\n<p>A large number of additives are used to impart performance characteristics to the lubricants. Modern automotive lubricants contain as many as ten additives, comprising up to 20% of the lubricant, the main families of additives are:<\/p>\n<ul>\n<li>Pour point\u00a0depressants are compounds that prevent crystallization of waxes. Long chain\u00a0alkylbenzenes\u00a0adhere to small crystallites of wax, preventing crystal growth.<\/li>\n<li>Anti-foaming agents\u00a0are typically\u00a0silicone\u00a0compounds which lower\u00a0surface tension\u00a0in order to discourage foam formation.<\/li>\n<li>Viscosity index improvers\u00a0(VIIs) are compounds that allow lubricants to remain viscous at higher temperatures. Typical VIIs are\u00a0polyacrylates\u00a0and\u00a0butadiene.<\/li>\n<li>Antioxidants\u00a0suppress the rate of oxidative degradation of the hydrocarbon molecules within the lubricant. At low temperatures, free radical inhibitors such as hindered phenols are used, e.g.\u00a0butylated hydroxytoluene. At temperatures &gt;90\u00a0\u00b0C, where the metals\u00a0catalyze the oxidation process, dithiophosphates are more useful. In the latter application the additives are called\u00a0metal deactivators.<\/li>\n<li>Detergents\u00a0ensure the cleanliness of engine components by preventing the formation of deposits on contact surfaces at high temperatures.<\/li>\n<li>Corrosion inhibitors\u00a0(rust inhibitors) are usually alkaline materials, such as alkylsulfonate salts, that absorb acids that would corrode metal parts.<\/li>\n<li>Anti-wear\u00a0additives form protective &#8216;tribofilms&#8217; on metal parts, suppressing\u00a0wear. They come in two classes depending on the strength with which they bind to the surface. Popular examples include\u00a0phosphate esters\u00a0and\u00a0zinc dithiophosphates.<\/li>\n<li>Extreme pressure\u00a0(anti-scuffing) additives form protective films on sliding metal parts. These agents are often sulfur compounds, such as dithiophosphates.<\/li>\n<li>Friction modifiers\u00a0reduce friction and wear, particularly in the boundary lubrication regime where surfaces come into direct contact.<\/li>\n<\/ul>\n<h3>Types of Lubricants<\/h3>\n<p>In 1999, an estimated 37,300,000 tons of lubricants were consumed worldwide.\u00a0Automotive applications dominate, but other industrial, marine, and metal working applications are also big consumers of lubricants. Although air and other gas-based lubricants are known (e.g., in\u00a0fluid bearings), liquid lubricants dominate the market, followed by solid lubricants.<\/p>\n<p>Lubricants are generally composed of a majority of base\u00a0oil\u00a0plus a variety of additives to impart desirable characteristics. Although generally lubricants are based on one type of base oil, mixtures of the base oils also are used to meet performance requirements.<\/p>\n<p><strong>Mineral Oil<\/strong><\/p>\n<p>The term &#8220;mineral oil&#8221; is used to refer to lubricating base oils derived from\u00a0crude oil. The\u00a0American Petroleum Institute\u00a0(API) designates several types of lubricant base oil:<\/p>\n<ul>\n<li>Group I \u2013 Saturates &lt; 90% and\/or\u00a0sulfur\u00a0&gt; 0.03%, and\u00a0Society of Automotive Engineers\u00a0(SAE)\u00a0viscosity index\u00a0(VI) of 80 to 120<\/li>\n<li>Manufactured by solvent extraction, solvent or catalytic dewaxing, and hydro-finishing processes. Common Group I base oil are 150SN (solvent neutral), 500SN, and 150BS (brightstock)<\/li>\n<li>Group II \u2013 Saturates &gt; 90% and sulfur &lt; 0.03%, and SAE viscosity index of 80 to 120<\/li>\n<li>Manufactured by hydrocracking and solvent or catalytic dewaxing processes. Group II base oil has superior anti-oxidation properties since virtually all hydrocarbon molecules are saturated. It has water-white color.<\/li>\n<li>Group III \u2013 Saturates &gt; 90%, sulfur &lt; 0.03%, and SAE viscosity index over 120<\/li>\n<li>Manufactured by special processes such as isohydromerization. Can be manufactured from base oil or slax wax from dewaxing process.<\/li>\n<li>Group IV 3 b\u2013\u00a0Polyalphaolefins\u00a0(PAO)<\/li>\n<li>Group V \u2013 All others not included above such as naphthenics, PAG, l 80esters.<\/li>\n<\/ul>\n<p>The lubricant industry commonly extends this group terminology to include:<\/p>\n<ul>\n<li>Group I+ with a\u00a0viscosity index\u00a0of 103\u2013108<\/li>\n<li>Group II+ with a viscosity index of 113\u2013119<\/li>\n<li>Group III+ with a viscosity index of at least 140<\/li>\n<\/ul>\n<p>Can also be classified into three categories depending on the prevailing compositions:<\/p>\n<ul>\n<li>Paraffinic<\/li>\n<li>Naphthenic<\/li>\n<li>Aromatic<\/li>\n<\/ul>\n<p><strong>Synthetic Oils<\/strong><\/p>\n<p>Petroleum-derived lubricant can also be produced using synthetic hydrocarbons (derived ultimately from petroleum). These include:<\/p>\n<ul>\n<li>Polyalpha-olefin\u00a0(PAO)<\/li>\n<li>Synthetic\u00a0esters<\/li>\n<li>Polyalkylene glycols\u00a0(PAG)<\/li>\n<li>Phosphate esters<\/li>\n<li>Alkylated naphthalenes\u00a0(AN)<\/li>\n<li>Silicate esters<\/li>\n<li>Ionic fluids<\/li>\n<li>Multiply alkylated cyclopentanes\u00a0(MAC)<\/li>\n<\/ul>\n<h3>Solid Lubricants<\/h3>\n<p><strong>PTFE<\/strong>:\u00a0polytetrafluoroethylene\u00a0(PTFE) is typically used as a coating layer on, for example, cooking utensils to provide a non-stick surface. Its usable temperature ranges up to 350\u00a0\u00b0C and chemical inertness make it a useful additive in special greases. Under extreme pressures, PTFE powder or solids is of little value as it is soft and flows away from the area of contact. Ceramic or metal or alloy lubricants must be used then.<\/p>\n<p><strong>Inorganic solids<\/strong>:\u00a0Graphite, hexagonal\u00a0boron nitride,\u00a0molybdenum disulfide\u00a0and\u00a0tungsten disulfide\u00a0are examples of\u00a0solid lubricants. Some retain their lubricity to very high temperatures. The use of some such materials is sometimes restricted by their poor resistance to oxidation (e.g., molybdenum disulfide degrades above 350\u00a0\u00b0C in air, but 1100\u00a0\u00b0C in reducing environments.<\/p>\n<p><strong>Metal\/alloy<\/strong>:\u00a0Metal alloys, composites and pure metals can be used as grease additives or the sole constituents of sliding surfaces and bearings.\u00a0Cadmium\u00a0and\u00a0Gold\u00a0are used for plating surfaces which gives them good corrosion resistance and sliding properties,\u00a0Lead,\u00a0Tin,\u00a0Zinc\u00a0alloys and various\u00a0Bronze\u00a0alloys are used as sliding bearings, or their powder can be used to lubricate sliding surfaces alone.<\/p>\n<h3>Aqueous Lubrication<\/h3>\n<p>Aqueous lubrication is of interest in a number of technological applications. Strongly hydrated\u00a0brush polymers\u00a0such as PEG can serve as lubricants at liquid solid interfaces.\u00a0By continuous rapid exchange of bound water with other free water molecules, these polymer films keep the surfaces separated while maintaining a high fluidity at the brush\u2013brush interface at high compressions, thus leading to a very low coefficient of friction.<\/p>\n<h3>Biolubricants<\/h3>\n<p>Biolubricants are derived from vegetable oils and other renewable sources. They usually are\u00a0triglyceride\u00a0esters (fats_ obtained from plants and animals. For lubricant base oil use the vegetable derived materials are preferred. Common ones include high oleic\u00a0canola oil,\u00a0castor oil,\u00a0palm oil,\u00a0sunflower seed oil\u00a0and\u00a0rapeseed oil\u00a0from vegetable, and\u00a0Tall oil\u00a0from tree sources. Many vegetable oils are often hydrolyzed to yield the acids which are subsequently combined selectively to form specialist synthetic esters. Other naturally derived lubricants include\u00a0lanolin\u00a0(wool grease, a natural water repellent).<\/p>\n<p>Whale oil\u00a0was a historically important lubricant, with some uses up to the latter part of the 20th century as a friction modifier\u00a0additive\u00a0for\u00a0automatic transmission fluid.<\/p>\n<p>In 2008, the biolubricant market was around 1% of UK lubricant sales in a total lubricant market of 840,000 tonnes\/year.<\/p>\n<h3>Functions of Lubricants<\/h3>\n<p>One of the single largest applications for lubricants, in the form of\u00a0motor oil, is protecting the\u00a0internal combustion engines\u00a0in motor vehicles and powered equipment.<\/p>\n<h3>Lubricant vs. Anti-tack Coating<\/h3>\n<p>Anti-tack or anti-stick coatings\u00a0are designed to reduce the adhesive condition (stickiness) of a given material. The rubber, hose, and wire and cable industries are the largest consumers of anti-tack products but virtually every industry uses some form of anti-sticking agent. Anti-sticking agents differ from\u00a0lubricants\u00a0in that they are designed to reduce the inherently adhesive qualities of a given compound while lubricants are designed to reduce friction between any two surfaces.<\/p>\n<p><strong>Keep Moving Parts Apart<\/strong><\/p>\n<p>Lubricants are typically used to separate\u00a0moving parts\u00a0in a system. This separation has the benefit of reducing friction and surface fatigue, together with reduced heat generation, operating noise and vibrations. Lubricants achieve this in several ways. The most common is by forming a physical barrier i.e., a thin layer of lubricant separates the moving parts. This is analogous to hydroplaning, the loss of friction observed when a car tire is separated from the road surface by moving through standing water. This is termed hydrodynamic lubrication. In cases of high surface pressures or temperatures, the fluid film is much thinner and some of the forces are transmitted between the surfaces through the lubricant.<\/p>\n<p><strong>Reduce Friction<\/strong><\/p>\n<p>Typically, the lubricant-to-surface\u00a0friction\u00a0is much less than surface-to-surface friction in a system without any lubrication. Thus use of a lubricant reduces the overall system friction. Reduced friction has the benefit of reducing heat generation and reduced formation of wear particles as well as improved efficiency. Lubricants may contain\u00a0additives\u00a0known as friction modifiers that chemically bind to metal surfaces to reduce surface friction even when there is insufficient bulk lubricant present for hydrodynamic lubrication, e.g. protecting the valve train in a car engine at startup.<\/p>\n<p><strong>Transfer Heat<\/strong><\/p>\n<p>Both gas and liquid lubricants can transfer heat. However, liquid lubricants are much more effective on account of their high specific\u00a0heat capacity. Typically, the liquid lubricant is constantly circulated to and from a cooler part of the system, although lubricants may be used to warm as well as to cool when a regulated temperature is required. This circulating flow also determines the amount of heat that is carried away in any given unit of time. High flow systems can carry away a lot of heat and have the additional benefit of reducing the thermal stress on the lubricant. Thus lower cost liquid lubricants may be used. The primary drawback is that high flows typically require larger sumps and bigger cooling units. A secondary drawback is that a high flow system that relies on the flow rate to protect the lubricant from thermal stress is susceptible to catastrophic failure during sudden system shut downs. An automotive oil-cooled\u00a0turbocharger\u00a0is a typical example. Turbochargers get red hot during operation and the oil that is cooling them only survives as its residence time in the system is very short (i.e. high flow rate). If the system is shut down suddenly (pulling into a service area after a high-speed drive and stopping the engine) the oil that is in the turbo charger immediately oxidizes and will clog the oil ways with deposits. Over time these deposits can completely block the oil ways, reducing the cooling with the result that the turbo charger experiences total failure, typically with seized\u00a0bearings. Non-flowing lubricants such as greases and pastes are not effective at heat transfer although they do contribute by reducing the generation of heat in the first place.<\/p>\n<p><strong>Carry Away Contaminants and Debris<\/strong><\/p>\n<p>Lubricant circulation systems have the benefit of carrying away internally generated debris and external contaminants that get introduced into the system to a filter where they can be removed. Lubricants for machines that regularly generate debris or contaminants such as automotive engines typically contain detergent and dispersant additives to assist in debris and contaminant transport to the filter and removal. Over time the filter will get clogged and require cleaning or replacement, hence the recommendation to change a car&#8217;s oil filter at the same time as changing the oil. In closed systems such as gear boxes the filter may be supplemented by a magnet to attract any iron fines that get created.<\/p>\n<p>It is apparent that in a circulatory system the oil will only be as clean as the filter can make it, thus it is unfortunate that there are no industry standards by which consumers can readily assess the filtering ability of various automotive filters. Poor automotive filters significantly reduce the life of the machine (engine) as well as making the system inefficient.<\/p>\n<p><strong>Transmit Power<\/strong><\/p>\n<p>Lubricants known as\u00a0hydraulic fluid\u00a0are used as the\u00a0working fluid\u00a0in hydrostatic power transmission. Hydraulic fluids comprise a large portion of all lubricants produced in the world. The\u00a0automatic transmission&#8217;s\u00a0torque converter\u00a0is another important application for power transmission with lubricants.<\/p>\n<p><strong>Protect Against Wear<\/strong><\/p>\n<p>Lubricants prevent wear by keeping the moving parts apart. Lubricants may also contain anti-wear or extreme pressure additives to boost their performance against wear and fatigue.<\/p>\n<p><strong>Prevent Corrosion<\/strong><\/p>\n<p>Many lubricants are formulated with additives that form chemical bonds with surfaces or that exclude moisture, to prevent corrosion and rust. It reduces corrosion between two metallic surface and avoids contact between these surfaces to avoid immersed corrosion.<\/p>\n<p><strong>Seal for Gases<\/strong><\/p>\n<p>Lubricants will occupy the clearance between moving parts through the capillary force, thus sealing the clearance. This effect can be used to seal pistons and shafts.<\/p>\n<h3>Fluid Types<\/h3>\n<p>Automotive<\/p>\n<ul>\n<li>Engine oils\n<ul>\n<li>Petrol (Gasolines) engine oils<\/li>\n<li>Diesel engine\u00a0oils<\/li>\n<\/ul>\n<\/li>\n<li>Automatic transmission\u00a0fluid<\/li>\n<li>Gearbox\u00a0fluids<\/li>\n<li>Brake fluids<\/li>\n<li>Hydraulic fluids<\/li>\n<\/ul>\n<p>Tractor (one lubricant for all systems)<\/p>\n<ul>\n<li>Universal Tractor Transmission Oil \u2013 UTTO<\/li>\n<li>Super Tractor Oil Universal \u2013 STOU \u2013 includes engine<\/li>\n<\/ul>\n<p>Other Motors<\/p>\n<ul>\n<li>2-stroke engine oils<\/li>\n<\/ul>\n<p>Industrial<\/p>\n<ul>\n<li>Hydraulic oils<\/li>\n<li>Air compressor oils<\/li>\n<li>Food Grade lubricants<\/li>\n<li>Gas Compressor\u00a0oils<\/li>\n<li>Gear oils<\/li>\n<li>Bearing and circulating system oils<\/li>\n<li>Refrigerator compressor oils<\/li>\n<li>Steam and gas turbine oils<\/li>\n<\/ul>\n<p>Aviation<\/p>\n<ul>\n<li>Gas turbine\u00a0engine oils<\/li>\n<li>Piston engine\u00a0oils<\/li>\n<\/ul>\n<p>Marine<\/p>\n<ul>\n<li>Crosshead cylinder oils<\/li>\n<li>Crosshead\u00a0Crankcase\u00a0oils<\/li>\n<li>Trunk piston engine oils<\/li>\n<li>Stern tube lubricants<\/li>\n<\/ul>\n<h3>&#8220;Glaze&#8221; Formation (High Temperature Wear)<\/h3>\n<p>A further phenomenon that has undergone investigation in relation to high temperature wear prevention and lubrication, is that of a\u00a0compacted oxide layer glaze\u00a0formation. Such glazes are generated by sintering a compacted oxide layer. Such glazes are crystalline, in contrast to the amorphous glazes seen in pottery. The required high temperatures arise from metallic surfaces sliding against each other (or a metallic surface against a ceramic surface). Due to the elimination of metallic contact and adhesion by the generation of oxide, friction and wear is reduced. Effectively, such a surface is self-lubricating.<\/p>\n<p>As the &#8220;glaze&#8221; is already an oxide, it can survive to very high temperatures in air or oxidising environments. However, it is disadvantaged by it being necessary for the base metal (or ceramic) having to undergo some wear first to generate sufficient oxide debris.<\/p>\n<h3>Disposal and Environmental Impact<\/h3>\n<p>It is estimated that 40% of all lubricants are released into the environment. Common disposal methods include\u00a0recycling,\u00a0burning,\u00a0landfill\u00a0and discharge into water, though typically disposal in landfill and discharge into water are strictly regulated in most countries, as even small amount of lubricant can contaminate a large amount of water. Most regulations permit a threshold level of lubricant that may be present in waste streams and companies spend hundreds of millions of dollars annually in treating their waste waters to get to acceptable levels.<\/p>\n<p>Burning the lubricant as fuel, typically to generate electricity, is also governed by regulations mainly on account of the relatively high level of additives present. Burning generates both airborne pollutants and ash rich in toxic materials, mainly heavy metal compounds. Thus lubricant burning takes place in specialized facilities that have incorporated special scrubbers to remove airborne pollutants and have access to landfill sites with permits to handle the toxic ash.<\/p>\n<p>Unfortunately, most lubricant that ends up directly in the environment is due to general public discharging it onto the ground, into drains and directly into landfills as trash. Other direct contamination sources include runoff from roadways, accidental spillages, natural or man-made disasters and pipeline leakages.<\/p>\n<p>Improvement in filtration technologies and processes has now made recycling a viable option (with rising price of base stock and\u00a0crude oil). Typically, various filtration systems remove particulates, additives and oxidation products and recover the base oil. The oil may get refined during the process. This base oil is then treated much the same as virgin base oil however there is considerable reluctance to use recycled oils as they are generally considered inferior. Basestock fractionally vacuum distilled from used lubricants has superior properties to all natural oils, but cost effectiveness depends on many factors. Used lubricant may also be used as refinery feedstock to become part of crude oil. Again, there is considerable reluctance to this use as the additives, soot and wear metals will seriously poison\/deactivate the critical catalysts in the process. Cost prohibits carrying out both filtration (soot, additives removal) and re-refining (distilling, isomerisation, hydrocrack, etc.) however the primary hindrance to recycling still remains the collection of fluids as refineries need continuous supply in amounts measured in cisterns, rail tanks.<\/p>\n<p>Occasionally, unused lubricant requires disposal. The best course of action in such situations is to return it to the manufacturer where it can be processed as a part of fresh batches.<\/p>\n<p>Environment:\u00a0Lubricants both fresh and used can cause considerable damage to the environment mainly due to their high potential of serious water pollution. Further the additives typically contained in lubricant can be toxic to flora and fauna. In used fluids the oxidation products can be toxic as well. Lubricant persistence in the environment largely depends upon the base fluid, however if very toxic additives are used they may negatively affect the persistence.\u00a0Lanolin\u00a0lubricants are non-toxic making them the environmental alternative which is safe for both users and the environment.<\/p>\n<h3>Societies and Industry Bodies<\/h3>\n<ul>\n<li>American Petroleum Institute\u00a0(API)<\/li>\n<li>Society of Tribologists and Lubrication Engineers\u00a0(STLE)<\/li>\n<li>National Lubricating Grease Institute\u00a0(NLGI)<\/li>\n<li>Society of Automotive Engineers\u00a0(SAE)<\/li>\n<li>Independent Lubricant Manufacturer Association\u00a0(ILMA)<\/li>\n<li>European Automobile Manufacturers Association\u00a0(ACEA)<\/li>\n<li>Japanese Automotive Standards Organization\u00a0(JASO)<\/li>\n<li>Petroleum Packaging Council\u00a0(PPC)<\/li>\n<\/ul>\n<h3>Major Publications<\/h3>\n<p>Peer reviewed<\/p>\n<ul>\n<li>Lubricants<\/li>\n<li>Tribology International<\/li>\n<li>Tribology Transactions<\/li>\n<li>Journal of Synthetic Lubricants<\/li>\n<li>Tribology Letters<\/li>\n<li>Lubrication Science<\/li>\n<\/ul>\n<p>Trade periodicals<\/p>\n<ul>\n<li>Tribology and Lubrication Technology<\/li>\n<li>Fuels &amp; Lubes International<\/li>\n<li>Oiltrends<\/li>\n<li>Lubes n\u2019 Greases<\/li>\n<li>Compoundings<\/li>\n<li>Chemical Market Review<\/li>\n<li>Machinery lubrication<\/li>\n<\/ul>\n<p>[\/vc_column_text][\/vc_column][\/vc_row][vc_row][vc_column][\/vc_column][\/vc_row]<\/p>\n<\/section>","protected":false},"excerpt":{"rendered":"<p>[vc_row][vc_column][vc_btn title=&#8221;Acme Industrial Lubricants &#8221; color=&#8221;blue&#8221; link=&#8221;url:https%3A%2F%2Facmerefining.com%2Findustrial-lubricants-solvents%2F|||&#8221;][vc_column_text] Lubricant A\u00a0lubricant\u00a0is a substance, usually\u00a0organic, introduced to reduce\u00a0friction\u00a0between surfaces in mutual contact, which ultimately reduces the heat generated when<span class=\"excerpt-hellip\"> [\u2026]<\/span><\/p>\n","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0},"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v20.9 (Yoast SEO v20.9) - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Lubricants Explained &bull; 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Acme Refining","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/acmerefining.com\/lubricants-explained\/","og_locale":"en_US","og_type":"article","og_title":"Lubricants Explained","og_description":"[vc_row][vc_column][vc_btn title=&#8221;Acme Industrial Lubricants &#8221; color=&#8221;blue&#8221; link=&#8221;url:https%3A%2F%2Facmerefining.com%2Findustrial-lubricants-solvents%2F|||&#8221;][vc_column_text] Lubricant A\u00a0lubricant\u00a0is a substance, usually\u00a0organic, introduced to reduce\u00a0friction\u00a0between surfaces in mutual contact, which ultimately reduces the heat generated when [\u2026]","og_url":"https:\/\/acmerefining.com\/lubricants-explained\/","og_site_name":"Acme Refining","article_modified_time":"2018-06-06T12:49:34+00:00","og_image":[{"width":1200,"height":675,"url":"https:\/\/acmerefining.com\/wp-content\/uploads\/2024\/01\/Acme_Refining_Social.webp","type":"image\/webp"}],"twitter_card":"summary_large_image","twitter_misc":{"Est. reading time":"16 minutes"},"schema":{"@context":"https:\/\/schema.org","@graph":[{"@type":"WebPage","@id":"https:\/\/acmerefining.com\/lubricants-explained\/","url":"https:\/\/acmerefining.com\/lubricants-explained\/","name":"Lubricants Explained &bull; 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