Comparative Physico-chemical Analysis of Sealed and Road Side Engine Oils Sold Within Port Harcourt, Rivers State, Nigeria
Chapter One
Aim and objectives of the research
The aim of this work is to perform a comparative physico-chemical analysis of locally produced and sealed lubricant oils obtained from Portharcourt Area, Rivers state.
The specific objectives are:
To investigate the performance properties of the lubricants in our local market through laboratory tests considering specific gravity, kinematic viscosity, viscosity index, pour point, and flash point, and then total base number
To compare the results obtained from the laboratory experiments with standards.
To provide useful and essential information to users of these oils by discussing the results obtained from the Laboratory Experiment.
CHAPTER TWO
LITERATURE REVIEW
This chapter will review the properties of diesel fuel as a conventional fuel for IC engines, as well as biodiesel and waste plastic oil (WPO) as alternative fuels for internal combustion engines.
Fuels for Internal Combustion Engines
An overwhelming majority (99%) of internal combustion engines employ liquid fuels that are fossil-based (Taylor, 1985). Products arising from petroleum refinement are often classified according to their use and their volatility and specific gravity, as determined by distillation at sea level atmospheric pressure. The main products obtained through this process include natural gas, kerosene, gasoline, fuel oils, diesel oils and lubricating oils (Guibert, 1997). This study will compare diesel fuels obtained from crude oil against waste plastic oil.
Diesel Fuels
Diesel fuels refer to the liquid petroleum fuels that are usually employed in compression, or diesel, engines. The American Society of Testing Materials (ASTM) standard D 75 characterizes diesel fuel in the United States, and currently identifies five grades of diesel fuels.
Grade No.1-D (DF1) and Low Sulphur 1-D:
This is a light distillation fuel for applications that require a high volatility fuel for erratic speeds and loads as in light buses and trucks. The specifications of this type of diesel fuel overlap with those of jet fuel and kerosene, and all three fuels are often obtained from the same stock. One of the major uses of No. 1-D diesel is blending with No. 2-D to offer enhanced low temperature properties during winter. In addition, No. 1-D diesel is necessary for highway use due to its low sulphur content of less than 0.05%.
Grade No. 2-D (DF2) and Low Sulphur 2-D
This type refers to a middle distillation fuel for uses that do not need a high volatility fuel. Typical uses include high-speed engines that operate at high loads for sustained periods. Low Sulphur No. 2-D fuel is essential for use on highway due its low sulphur content of less than 0.05%. The standard properties of the different grades of diesel fuels are characterized by ASTM D 975, and appear in Appendix A. Kenya uses grade No. 2-D fuel for road transport, whose specifications and requirements, as set by the Kenya Bureau of Standards (KEBS, appear in Appendix B. This study will therefore compare the fuel properties of grade no. 2 D against the fuel properties of WPO.
Grade No. 4-D
This grade refers to a heavy distillation fuel that is viscous and may need fuel heating to achieve proper atomization. This grade of fuel finds uses in engines of low speeds.
Biodiesel Fuels
Conventional sources of biodiesel oils such as cottonseed, sunflower, castor, palm and linseed have become leading candidates for alternative sources of fuel for use in diesel engines. According to Munavu and Odhiambo (1984), several indigenous and non-edible vegetable oil sources can also be used as alternative fuel sources in Kenya. Their physical and chemical properties are analogous to those of conventional vegetable oils. One such source for nonconventional vegetable oils is Jatropha curcas.
Pramanik (2002) studied the properties and use of unmodified Jatropha oil and diesel-blended fuels in compression ignition found that between 40 and 50% of unchanged Jatropha oil can be substituted for diesel without the need for preheating of fuel blends and engine modification. Kumar et. al. (2001) assert that diesel engines can use original Jatropha oil without major decline in engine performance. However, the studies established that while the performance of the Jatropha methyl ester was better than that of original Jatropha oil, its performance was still inferior to that of pure diesel. Therefore, it is important to investigate the properties of pyrolysis oils, particularly WPO, in order to determine if they are better alternatives than biodiesel.
CHAPTER THREE
MATERIALS AND METHODS
Statistical Survey of Opinions of Lubricant Users from Auto-Mechanics Workshops
An investigation which lasted for about two months was carried out on 20 auto- mechanics workshops sampled within the North Central part of Nigeria to ascertain the lubricant users’ preferred demand for the two grades of engine oils, which are Road side engine Bulk Oil and Good Quality Packaged Oil being consumed in the country. The survey involved a questionnaire (administered to the mechanics) which categorized the demand as very weak (0 – 40%), weak (41- 60%), strong (61 – 75%), and very strong (76 – 100%). The responses were analysed and reported.
Experiments on the Road side engine Bulk Oil Samples
Six samples of Road side engine Commercial Bulk Engine Oils (unknown compositions) designated as E1, E2, E3, E4, E5, and E6 (Figure 1) were obtained from local lubricant marketers in Kaduna Nigeria. The choice was made based on the knowledge of the wide coverage of Nigeria lubricant markets by the said products. The samples were tested for the earlier stated parameters, based on the indicated ASTM methods, using standard and properly calibrated industrial laboratory equipment. The results of the tests carried out were reported and discussed.
- Specific gravity (SG) @ 15oC according to ASTM D1298 – 85 (1990).
- Flash Point (0C) according to ASTM D92-90.
- Kinematic viscosity (KV) @ 40oC (cSt) and @ 100oC (cSt) according to ASTM
- Viscosity index (VI) of each candidate oil calculated from results of (c) according to ASTM D2270-93.
CHAPTER FOUR
RESULTS AND DISCUSSION
Survey of Users, Preference on Two Categories of Lubricating Oil Consumed in Nigeria
Figure 2 reports the survey of users’ preference on two categories of lubricating oil usage activities in 20 workshops in North Central Nigeria. Figure 2 depicts that 7 out of 20 workshops recorded very weak (between 0 – 40%) users’ preference for Good Quality Packaged Oil, while only 3 out of 20 indicated that users’ preference for Low- Grade Bulk Oil is very weak. As the demand indices grow from very weak to very strong, the number of workshops recording the users’ preference for Road side engine Bulk Oil increases while the preference for Good Quality Packaged Oil reduces. The number of workshops that indicated very strong demand (76 – 100%) for Road side engine Bulk Oil were 8 whereas only 4 workshops indicated very strong demand (76 – 100%) for Good Quality Packaged Oil, indicating that the demand for the Road side engine Bulk Oil is generally around double of the demand for the Good Quality Packaged Oil.
CHAPTER FIVE
CONCLUSION
Candidates E2, E5, and E6 have very low TBN numbers, below 3 g KOH/mg, the bench mark, below which in-service oils are recommended for change. This could be due to highly acidic base oils or additives used in their formulation, and complete absent of alkaline over-base supplements (TBN boosters). It could also be that they are straight blends of base oils without any additives, which more or less exposes the users to blatantly endangering their engines. This may be an attempt at maximizing the profit margins of these candidate products E2, E5, and E6, but resulting in an undue and unwarranted quality compromises.
This work has proven to be a good estimation of the quality and serviceability of any lubricant. It has shown that it is not all together cheap to use road side engine engine oils sold in Nigeria lubricant market. There are associated risks, including negative impacts on engine durability, especially if one sticks to one of the defective products (E2, E5, and E6).
It is now evident that the minimum quality of API: SD/CC (NIS 370:2006) for automotive engine oils marketed in Nigeria have not been adhered to by candidate products E2, E5, and E6 as revealed in their TBNs. A closer monitoring and enforcement capacity for the quality regulating bodies are to be ensured; with which these products may not have been in the market.
Notwithstanding, any of these candidate products may be safely used, provided the user engages a specialized oil treatment, comprises majorly of over-base additive(s) and VI improver(s), and the remaining components are not antagonistic to the other additives used in formulating the candidate oil, which the user may not be able to assess.
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