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results are shown at the bottom. The last results shown (table 7) are the 1-H2 diesel tests. All oils show acceptable performance in controlling top groove deposits. However, lacquer deposits resulted in three of the six oils (6694, 6697, and 6698) failing to meet the specification requirements.

In addition to the work just discussed, a portion of the program called for the field evaluation of a re-refined oil. Specifically, the evaluation involved the teardown inspection of engines from six vehicles operated by the city of_San Diego, California, where re-refined oil had been used since February 1974. To

complement the San Diego evaluations, engines from two vehicles using virgin-based engine oil and operated by the city of Hollywood Park, Texas, were also inspected. The data shown in table 8 summarize the vehicle fleets and operation. There are several differences (air conditioning, mileage and oil-change intervals) between the two groups of vehicles. These differences, in addition to the lubricants, likely influenced the deposit levels observed during the teardown inspections and are shown here.

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To briefly summarize these data (table 9), the San Diego vehicle had moderate engine varnish, light sludge, and very light rust, compared to the heavy engine varnish and moderate-to-light sludge and rust deposits observed in the Hollywood Park vehicles.

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Since there are some tests still in progress and there has been no real opportunity to make a detailed evaluation of the data generated during the program, I feel it is not proper at this time to attempt to draw firm conclusions. Therefore, I will conclude the presentation with a couple of general comments. From the positive side, the performance tests are most encouraging when compared to previous re-refined oil data generated by the Army. At the same time, these data have a negative aspect in that only one of the six oils appears to have met the desired performance level. In the case of the laboratory analyses, several of the re-refined stocks appeared equal to virgin basestocks. Again, this could be considered a positive factor in that it may indicate an acceptable level of re-refining. However, from the negative side, these data appear to provide no easy means for monitoring the consistency of the stocks in regard to engine performance.

National Bureau of Standards Special Publication 556. Proceedings of
a Workshop on Measurements and Standards for Recycled Oil - II held
at NBS, Gaithersburg, Maryland, November 29 and 30, 1977. (Issued
September 1979)

IOWA RE-REFINED OIL FLEET TEST

D. L. Ulrichson and D. E. Yake

Chemical Engineering and Nuclear Engineering Department
Iowa State University
Ames, Iowa 50011

Introduction

An

In 1975 the Iowa Department of Transportation (DOT) became interested in using re-refined oil in State vehicles. In order to properly assess the performance of re-refined oil, a road test, operating under normal fleet conditions, seemed desirable. The Bartlesville Energy Research Center (BERC), Department of Energy, was also interested in road tests of the oil from their recently developed process (1).1 agreement among the Iowa State University Engineering Research Institute (ISU), the Iowa State DOT, and the BERC was reached to test SE-CC service (10W30) oil from Motor Oils Refining Company (MORCO) and BERC on about 20 vehicles with a comparable number of vehicles operating on the normal DOT virgin stock under similar conditions.

In selecting the vehicles for the test, the primary consideration was that they operate in a service where they would accumulate sufficient mileage to allow meaningful comparisons in 2 years. The limited number of vehicles available of any one type required the use of station wagons, pickups, and trucks. One-year-old vehicles were also included to determine any possible effect from a change in oil. The engines were not premeasured because the cost of measuring all engines was prohibitive.

At the end of the 2-year period, 12 engines will be selected from those that complete the test, and deposit and wear ratings will be performed. Southwest Research Institute will assist in selecting the 12 engines and in performing the ratings. The cumulative oil analyses and the deposit and wear ratings are expected to provide, on the average, an adequate comparison of the oils. A lack of significant differences among the three oils would be a useful result and would permit the DOT and other State agencies to allow re-refined oil producers to bid for the State's business. It may also encourage environmentally superior use of waste oil in Iowa. A closed-loop recycle system might be the optimum result.

An evaluation of the potential for recycling oil in Iowa is another objective of this test. The cost of collecting and recycling oil from State fleets, urban areas, and rural areas is to be assessed along with the attitude of Iowans in general toward using re-refined oil. A survey of Iowa farmers has already been concluded.

Description of the Test Oil

The virgin oil was purchased on a bid basis from the Warren Oil Company to meet the performance requirements of an oil specified by the military specification MIL-L-46152 (i.e., American Petroleum Institute designation SE-CC service, 10W30). The MORCO re-refined oil was derived from the acid/clay process, while an experimental BERC solvent process produced the BERC re-refined oil. These oils were also formulated to SE-CC service (10W30).

Table 1 presents a detailed laboratory analysis, and Table 2 provides specific information regarding the various additive packages that were used to formulate each

oil.

Underlined numbers in brackets indicate the literature references at the end of this paper.

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Test Design

The DOT test fleet (table 3) consists of 12 1976 Dodge pickups, 12 1976 Matador wagons, 10 1975 Chevy Malibus, and 10 1976 Ford 750 trucks with hydraulic systems. The vehicles are paired to provide maximum comparison of oils. New vehicles were operated 1,000 to 3,000 miles on "original equipment" oil before being switched to the test oil. The used vehicles (Chevy Malibus) had accumulated 13,000 to 38,000 miles before being switched to the test oil.

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Conversion of the vehicles to the test oil required flushing the system by driving for 30 minutes on the test oil (with a new filter) and then changing oil and filter again. Appropriate labels were then placed on the vehicles to guard against the use of incorrect oil. A log book was placed in each vehicle to record gas consumption, unusual driving conditions, repairs, oil samples and changes, etc. The drivers and mechanics are keeping excellent records in these books. The log books are periodically inspected in the field.

Summary information is reported to Iowa State University at the time oil drain samples are taken: 4,000, 8,000, or 10,000 miles, depending on the specifications for that particular vehicle (table 3). The oil is drained into a clean pan used only for test oils and thoroughly mixed in the pan before two one-pint samples are obtained. One of these samples is labeled and stored at the site, and the other is labeled and mailed to Motor Oils Refining Company for analysis. The standard American Society for Testing and Materials analytical methods (table 4) are being used to determine the used oil's flash point, viscosity at 100° F and 210° F, viscosity index, benzene and pentane insolubles, total acid and base numbers, and fuel dilution. As indicated in table 4, 21 metals' concentrations are determined by standard spectrographic methods. Duplicate samples that were analyzed by Faber Laboratories of Chicago gave acceptable correlation with MORCO results.

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