Modifier The ideal of friction. Friction modifiers. Anti-promotional additives and friction modifiers

The essence of the problem:

IN modern engine There is a number of nodes with contact friction (mainly sliding) of the metal-metal type, not always and not completely separated by lubricant material. The consequence of this is not only physical wear, but also tangible power losses in inefficient operational modes (low turns, idle) and, especially important, high losses in.

Simple words: metals in contact groups wearing, the mode of overclocking engine (including elasticity) becomes less effective. Over the past time, the timing of engines is significantly more complicated, the sprinkle force increased in some cases (the normated turbosters becomes completely and nearby) to hundreds (!) Kilogram:

Constructively with this (increased load and losses) are trying to fight (for "ecology and fuel consumption"), for example, the introduction of combination pairs of friction type-combination:

But this is obviously only semi-dimensions: it is impossible to be so rapidly adapted by metal and tribology under clean physics: compare the motors of the past and the present with the same litter block. Classic M20B20 and modern B48B20: 120 hp against 255! 170 nm against 350 ... As can be seen, the growth of forcing more than twice.
In addition, these super-affiliated motors today are forced to carry the body significantly greater gravity.

Although even without it, in the already familiar 16-valve timing, moderately, according to today's standards, forced engines, the preloading force of the spring is quite serious 50-60 kg:

All these values \u200b\u200bof the effort almost exactly correspond to the real load in the pair of the cam-pusher for a typical surface above:

As you can see, in the peaks we have all the same dozens kgf on MM Square. We take into account that the blurring of the type of steel-steel (cast iron) has a coefficient of about 0.1-0.05 (depends on the load and starting roughness).

With standard modern timing, with a four-time open valves, the conversation will go about the values \u200b\u200bof equivalent 10-30 kgf / mm square friction losses. To feel them (loss), try tightening the engine "from hand" with the timing (candles turned out) and without timing.

Such a nutrhea experiment with the moment of engine strokes can be carried out and, for example, launching the engine mower. But such motors, as you know, have low working turns, compression and, therefore, a relatively low effort at the start.

The visual equivalent of the transition process of loading is the current characteristic of the starter. Striving power can reach several kW:

Formally, we are 2 kW in the peak, 1,5 kW of average, 0-300 rpm. The most interesting here is 0-200a in 0.2 s, with an excess of the level of consumption of the steady mode of rotation twice.

What to do with all this?

1.Modification of the friction surface - "".

Mineral plating looks like this:

Operating principle: This is a kind of "polyroller" or "mastic" for the surface. The first actually isolates the grinding pairs of metal-metal, the second - changes the nature of their interaction (wear), embedded in the surface.
Resource: Depending on the load, tens of thousands of km.
Analogy: grasp parquet and run.
Comparative efficiency:average and high depends on the type of raw materials and dosage.
: Low and medium turns.

2.Cliding friction modifiers:

Formally - dry oil leafy lubricant.

Operating principle: Physically present in a pair of contact is a slippery graphite micropide, tungsten disulfide, molybdenum, boron nitride, fluoroplast and similar organic matter. For maximum use efficiency, it requires walkers in the volume of oil with a surfactant, so often sold in the form of finished products (concentrates).
Resource:efficiency is very reduced after another oil replacement, since a significant part of the drug is poured along with oil.
Analogy:wake up on the floor flour and run .
Comparative efficiency:from low to high, depending on the type and dosage of the drug.
The greatest visibility when using: Low and medium turns.

3.Modification of oil as a liquid (friction in layers of fluid).

This can include some polar and non-polar fractions: esters (Esttersa), PJSC, PAG, in addition, various modifiers with other principles of action,.

Operating principle: The effect of internal friction in layers of fluid increases as the pressure increases in the lubrication system and is proportional to turnover, while the proportion of contact friction decreases in proportion.
Resource:efficiency when replacing the oil is completely lost, as the drug is poured along with oil / is the basis of the oil.
Analogy:shed water to the floor and freeze .
Comparative efficiency:from low to high.
The greatest visibility when using: Middle and high revs.

1. "Well all manufacturers of oils / additives / motors around such stupid ..."
Already at the end of the 20s of the last century, large and advanced US Oilloques, such as QUAKER STATE., began to use twisted packages of phosphorus and zinc compounds in oils. They have been unaware of today's day And in Pest. modern video Known under ZDDP abbreviation. This is a typical clairting additive with low, according to today's standards, efficiency. But without it, it was much worse, despite the fact that the oils "at all without additives", the API SA on a modern classification, they are autolant, have been existed in the world as long as the end of the 70s. So in any modern engine oil there is a primitive, doping, but still an anti-wear molding additive.

2. With ZDDP well known, and the rest ...
Molybdenum and graphite compounds as friction modifiers are used, for example, Motul and Liquimoly. As a rule, oils of these varieties do not have and cannot be specific "tolerances", assigned to the manufacturers of standard additive packages that earn money on "tolerances". Therefore, these products simply cannot get a common passage to the mass market. Paradoxically, they most often also the most expensive / sophisticated in the line, and the manufacturer places the statements of the type "exceeds all the well-known tolerances." Not even "corresponding", namely "exceeds":

Yes, by the way, here is your excellent example of public oil with three technologies in the time: zddp as weeping, ethers (polar fraction - oil base modifier) \u200b\u200band molybdenum (laminate friction modifier).

In addition, for example, a more complex modification of the "chemistry" of the oil base offers, for example, such a well-known premium brand as Castrol:

3. Immediately hear about the cutting by weeping by plating additives ... And what does it have to do with it?!
A clamping additive, almost no matter what basis, should inevitably get to the metal - friction. If there will be ash on the way of its superficially active material in a pair of friction, part of it will go rub off:

HMT grains hardness, for example, can reach 3 units in Moos. Copper, Lead, Tin, Antimony - these are all the same 2-3 units on the scale ...

4. Does it ruin it?
Hardness are incomparable. Buckle can be started with chalk and even sand, but it is impossible to contempt the star from the polishing.

5.If technologies at least three, what to choose?!
Nobody interferes, literally rub the parquet polyrolol and additionally pour out the result of flour. Since the principles of action are different, both of these technologies work completely independently. Modification of fluid properties - the more working independently, as it is mostly effective higher by turnover.

6. I am a well-known in the narrow circles, the engine with a problem painting camshaft will help?!
It's funny that constructive miscalculations in the timing associated with the working profile of the cams are pursued by car enthusiasts literally from the very beginning of the emergence of mass forced constructions of the European school. Smart people on this whole enterprises are based. In the yard of the XXI century, and your super-modern Honda, on oils "with all tolerances and additives", as you know:

Let's just say: the chances of a significant reduction in the load and an increase in the resource is definitely, but the layer is relatively thin, and its wear in the case of almost an emergency will be anomalous. To constantly resume the layer, it will be necessary to spend so many tools soon that it would be easier to replace camshaft once again (probably) finally modified by the manufacturer's version ...

7. Permanently standing in traffic jams, mainly urban exploitation of type "Start-Stop" - I do not have any such loads so that something is used - there is no point.
Paradoxically, but it is these modes that make the use of something like that - the matter of first importance. Low frequency modes, overclocking conditions under low oil pressure - most unpleasant for metal. You, for example, when the refrigerator in the kitchen moves, all straighten the water under it to fill it easily. The engine in this sense is not harder in this sense, and the load on the square MM surface of the friction is repeatedly higher. There is 1 square mm surface of the pair cam-pusher installed just on the refrigerator ...

8. Well, where are the results for improving wear?! In the analysis, repeatedly showed that there is no result!
ICP, as a research technique is not and never. Is that in the imagination of readers forums. But for the sake of justice, what is called, I will say that on those runs until the oil is contaminated (!), And this is not more than 100-200 hours (2500-5000 km in the city), the content of suspended wear products in oil does not register this method (Located within the methodological error) for almost any good oil / engine. Closer to 10,000 km, the dirty oil begins to "rub" metal carbon soot and the metal powder begins to grow threatenly by exponential. To compare the protection efficiency in this, just say, emergency modeYou will need to take two fully identical cars and make a lot of tests (and maybe all this and several times), but I will make it easier and clearer:

8. Money friction means more power! Where are the graphics?!
In the understanding of most forum readers, b aboutthe more part of which has never seen a dinostand, the power stand shows some "virtual all" on the characteristics of the engine. , the stand builds only the engine of the engine in quasi-stationary mode (the measurement passes into ten ten one and a half seconds), without measuring transitional modes - temporary derivatives. You can earn 10,000 rubles per hour, and you can - in a week. But it will formally all the same amount. You can attribute a bag of 50 kg to a 10th floor per minute and in an hour, and formally it will remain all the same "bag 50 kg." VSh is a palliative technique for fixing power values \u200b\u200bfor revolutions achieved with full opening of the choke, bypassing the questions of partial and alternate loads. If you have not realized the difference now, then you have no problems in the material world. The connection is approximately the same as between the engine capacity and its required conversion - overclocking time to 100 km / h. Cars of approximately equal power can be very different in the dynamics. Moreover, a car relatively lower power can even have an advantage over dynamics. The first condition (power) is necessary, but not enough. Nevertheless, almost all existing friction modifiers provide a clearly fixed difference in power on the VSH from 1.5 to 3% even in quasistationaryWhat is evidenced by, for example, Motul and dozens of my personal experiments, but much more would be to measure at least (!) Overclocking:

Supplement should be ...

Additive to motor or transmission oil for purification and erosion of nagar and varnish formations with steam of friction, protection against wear engine parts and transmission nodes. This is ours newest development Contains friction modifier and active metal conditioner enhancing oil resistance to abrasion and gap. On friction pairs, a thin protective metal-ceramic coating (500-700 nm) is created. The use of active protection allows you to exclude dry friction when the engine is started.

The result from the use of additives into the engine is very good noticeable when the motor is knocked out hydrocomathers or rings and from it increased flow Oils at the avgar. All these problems eliminates our active protection. When applied in the nodes of the transmission, the hum and vibration decreases, the operation of hydraulic pumps is improved.

As prevention and protection against wear, its work is very well noticeable on the "fresh" wear engines less than 50% (on cars russian production With mileage up to 60,000 km, on foreign cars up to 100,000 km run). It is also well felt by the increase in dynamism and savings on fuel on units, which were previously treated with metocheramic additives Edial or other manufacturers.

This additive was created as "finishing" processing after applying repair and recovery additives to engines with big mileage. It is completely mixed with engine oil or transmission and falls on all friction pairs in the unit. According to the principle of exposure to the engine, an EDIUL is similar to the repair and recovery modifier, only the resulting protective coating on the friction pairs is thinner and grieves for 20-25 thousand km of the car.

The active protection is safe in application and is suitable for periodic use, especially ideal for turbocharged engines, where the use of powder additives is not desirable not to scratch the "pastels" of plastic, high-breed bearings.

Active Protection - Draws Rings !!!

An additional plus of this additive to the oil is fast and very high quality cutting piston rings Engine from Nagara. Rings quickly acquire mobility, significantly reduces the consumption of oil on a voligator, compression increases. The oil change is not required (oil changes on a staffing schedule). It can be applied to the express cleaning of the rings, because after 10-15 minutes of work on idling There is already softening and splitting in the grooves of the rings with the subsequent washout of the engine oil. As a result of cleaning the rings from Nagara - black smoke and splashes "black" dirt from exhaust pipe When applying additives.

We recommend active protection to apply the piston rings with a strong start-up rings together with, so in the complex you can clean the engine from Nagara.
The bottle is designed to handle the mechanism with 5 liters of oil in the lubrication system.
Method of applying active protection: In a heated engine, pour the contents of the vial (pre-sequentially shaking it well) through the hole for the oil pouring and give the engine at idle 10-15 minutes. After that, the operation of the car is in normal mode.

Repair and recovery additives

Repair and recovery additives in the oil are designed to process the engine and transmission nodes with a large mileage (from 100,000 km or more). On such a mileage, there is already an increase in the gaps in friction pairs, and the use of a recovery additive allows you to return the mechanism of the workability of the "new" aggregate. A protective metal ceramic coating with a thickness of up to 200 microns is formed on the friction parats, which allows you to return the geometry of parts to the nominal values. The mains of the resulting coating 70-100 thousand miles of mileage and does not depend on the change of oil. After a run of 70-100 thousand km or earlier (deterioration dynamic characteristics Because of poor oil or fuel), re-use of the additives to the engine for restoring the engine or the periodic use of the active protection of edinal every 15-30 thousand km of mileage is required.

The use of restorative additives (friction modifiers) on new nodes or after overhaul allows much faster and softer to run the engine, gearbox or other transmission nodes.

The invention relates to the field of mechanical engineering and can be used as an additive to lubricant materials, mainly in the drives of stationary devices and engines vehicle, in nodes of transmissions and driving parts of machines. Entity: The friction modifier contains serpentin as mineral components as an antigerette and kaolin with a particle dispersion of 1-5 microns. The composition contains, wt.%: Serpentin in the form of an anti-roof 0.5-2; Kaolin 0.5-3; Engine oil 89-97; Castor oil 1-3; Boric acid 1-3. The technical result is an increase in antifriction and anti-wear characteristics, restoring the worn friction surface in the process of impact operation of friction assemblies by creating a protective two-layer coating on the rubbing surfaces. 6 Tab., 2 il.

Drawings to the Patent of the Russian Federation 2420562

The invention relates to the field of mechanical engineering and can be used as an additive to lubricant materials, mainly in the drives of stationary devices and vehicle engines, in nodes of transmissions and moves of machines.

There is a composition for the formation of a servit film on rubbing surfaces [A.S. No. 1601426], containing as an abrasive-like powder 0.1-5 wt.% Natural scatter quartz and the rest of the organic binder, which is used as synthetic solidol. Quartz is used with dispersion of 0.1-5 microns.

The disadvantage of this invention is the deterioration of the antifriction characteristics of the rubbing bodies, due to the loss of the mechanicallyactivated abrasive-like powder (steroid quartz) into the precipitate, as a result of the coagulation process, and the intensification of the abrasive wear of the surfaces of the rubbing bodies during the previously larger composition of the composition.

Solid media coating is known [Patent of the Russian Federation No. 20433 93], containing a powdered filler and a binder, comprising, wt.%: Ni 0.2-0.3; Ti 0.66-0.70; Cu 0,10-0.15; From 0.01-0.05; FEO 10,50-14.50; S 1,20-1,60; Si 36.0-43.0; CaO 3.0-5.0; MGO 21.0-27.0; Al 2 O 3 3,8-4.4,

with the following ratio of solid sensor components, wt.%:

Natural mineral mixture of the specified composition of 0.5-2.0;

Binding 98.0-99.5.

The disadvantages of the invention are the deterioration of the antifriction characteristics of the rubbing bodies with long-term operation of solid sensor coating, due to an increase in the adhesive component of the friction force due to an increase in the area of \u200b\u200bactual contact of the driving surfaces as a result of the formation of sliding mirrors, as well as the risk of abrasive wear of the friction nodes as a result of solid-sensing coating The presence of a significant amount of solid abrasive particles in its composition.

The repair and reduction composition used in the method of formation of a protective coating, selectively compensating for the wear of the friction surfaces and the contact of the parts of the machines [Patent of the Russian Federation No. 2135638], containing wt.%: OFIR 50-80; Nephrite 10-40; Shungitis 1-10; Catalyst up to 10, with particle size of 5-10 μm.

The disadvantage of the inventive composition is the low wear resistance of the coating, due to the fact that the forming coating has a type of metal-ceramic, having a high hardness and fragility, easily destroyed in dynamic friction contact conditions.

The composition is known for the impact improvement in the tribotechnical characteristics of the friction geomodifier [Patent of the Russian Federation No. 2169172], adopted for the prototype containing wt.%: 87.4-88.0 serpentine (lysardite, chrysotyl) Mg 6 (Si 4 O 10) (OH) 8; 8.2-8,6 iron in isomorphic impurity Fe; 2.2-2.7 aluminum in isomorphic impurities al; 0.6-1.0 silica SiO 2; 0.6-1.0 Dolomite CAMG (CO 3) 2, dispersion of 0.01-5 microns.

The disadvantage of the prototype is not enough high antifriction and anti-wear characteristics of rubbing bodies, due to abrasive destruction of engine friction surfaces. internal combustion, mechanisms and devices due to use in the "friction geomodifier" solid with respect to serpentine and abrasive-aggressive in relation to the friction surfaces of internal combustion engines, mechanisms and devices of dolomite particles and silica.

The objective of the invention is to develop the composition of additives to lubricant materials that increase the durability of the hubs of friction of machines and mechanisms.

At the same time, a technical result is achieved, consisting in partial compensation of wear, increasing the antifriction and anti-wear characteristics of the process of friction assemblies in the process of their impairment due to creating a protective two-layer coating on the rubbing surfaces.

This technical result is achieved by the fact that the composition of the friction modifier (hereinafter referred to as the modifier) \u200b\u200bincludes mineral components, which use serpentine in the form of antigoritis and kaolin with particle dispersion 1 ÷ 5 μm, moreover, the composition contains engine oil, castor oil , boric acid, with the following ratio of components, wt.%:

serpentine in the form of an antigorite 0.5 ÷ 2;

kaolin 0.5 ÷ 3;

engine oil 89 ÷ 97;

castor oil 1 ÷ 3;

boric acid 1 ÷ 3.

The specified qualitative and quantitative ratio of the modifier components is optimal, the output for the claimed ranges of relations is not economically justified, since the technical result is not achieved above.

The specified particle size of mineral components provides optimal antifriction modes at the stage of the hosting stage of the proposed modifier, and subsequently improves its anti-wear properties due to the fact that particles of this size:

Reduce electrostatic wear as a result of increasing electrical conductivity and surface tension of oil films;

Improve heat transfer between friction surfaces;

Level roughness of friction surfaces, reducing the pressure in the pairing, and therefore, the possibility of microsing.

Exceeding the size of particles of mineral components Over 5 μm leads to a deterioration in the tribotechnical characteristics of the modifier, both at the stage of running and the steady wear; A decrease in particle size of less than 1 μm does not lead to any noticeable improvements in the tribotechnical characteristics of the modifier and economically not reasonable.

The manufacture of the proposed modifier proposed on the legal protection is made at the next sequence of performing technological operations.

1. Separate grinding of mineral components to the specified dispersion. Grinding is performed using known small small load ball mills (not more than 250 mg) in the aqueous medium to prevent the combustion of chopped particles of mineral components on the walls of the bootable glass.

2. Homogenization (mixing) of mineral components using the same small-scale ballmills.

3. Thermal treatment of a homogenized mixture of mineral components, designed to remove the sorbed water, consisting in the shutter speed of the obtained homogenized mixture of mineral components in the drying cabinet at a temperature of 45 ° C for 5 hours.

4. Introduction of a homogenized and heat-treated mixture of mineral components into oil motor aviation, for example MS-20 GOST 21743-76.

5. Introduction to Motor Aviation Aviation MS-20 Castor Oil, which prevents the fallout of the mineral components of the modifier in the sediment, during the long-term storage.

6. Adding to Motor Aviation Aviation MS-20 Boric Acid in a given percentage ratio and mixing it with any known stirring device, such as a magnetic stirrer or an ultrasonic mixer.

The use of castor oil provides a long (up to 24 months from the date of manufacture), finding mineral components in a suspended state in the composition of the modifier, which increases the efficiency of its use in conditions of wide consumption.

The introduction of a modifier as an additive to lubricants is carried out during the operation of the friction assembly of the machine or the mechanism without the need to pars. The amount of modifier introduced is determined by the working conditions, design, geometrical characteristics (wear value) and the material of the conjugate surfaces of the rubbing bodies measured visual inspectionlearning technical documentation on the this car or a mechanism, as well as diagnostics using any known methods and tribonitoring tools.

Introduction of the modifier is carried out in one or three receptions until the friction of the machine or mechanism is optimal for this node performance characteristicsdefined by the testimony of technical passport, devices or indirect features (reducing the vibration and accent activity of the friction assembly).

The introduction of a modifier in the friction assembly leads to the formation of a two-layer coating on the rubbing surfaces consisting of an abrasion of a microchloric mineralocheramic layer and a tribopolyme layer that increases the antifriction characteristics of machine friction and mechanisms. The mechanism for the formation of the first layer of two-layer coating occurs according to the following scheme:

1) serpentine in the form of an antigorite, the preferred variety of serpentine, most stable to mechanical effects and high temperatures as an accommodating mineral component (3 ÷ 3.5 units on the MOOS scale) of the inventive composition of the modifier affects the microabrasive material on the surface films present on rubbing surfaces, Clearing the latter from contamination by forming open adhesion and active sections of juvenile surfaces.

2) kaolin, as the most soft mineral component of the modifier (1 unit on the MOOS scale), places the surface of the friction, forming complex spatial structures on arising adhesionally active sites - polyhedra, constituting the structural framework of a microchloric mineral cell layer, resistant to abrasion with high absorption activity, effectively retaining a tribopolymer layer. The thickness of the microeteric mineral cell layer reaches the values \u200b\u200bof about 5935 nm.

The second two-layer coating layer is a tribopolymer layer (about 5065 nm thick), which occurs in the process of tribodestruction of engine aircraft molecules MS-20 and their subsequent radical tribopolymerization. The tribopolymer is present on the surface of a microchloric mineral cell layer in the form of a thin transparent layer, firmly associated with it due to the absorption process, providing its protection against shock loads, keeping the principle of a positive gradient mechanical properties. The tribopolymer layer is hydrophobic and has the ability to self-healing, the intensity of which is determined by the amount of injected boric acid.

Boric acid, which is part of the modifier, catalyzes the formation of a two-layer coating.

The microeteric mineralocheramic layer determines the high anti-wear properties of the patent protection of the modifier, and the tribopolymer layer causes an increase in antifriction characteristics and expanding the loading range of the friction surfaces when using a modifier.

The following essence of the proposed technical solution gives us the opportunity to argue about the compliance of the proposed solution to the patentability criterion of the invention "Novelty". Comparison of the proposed composition of the "friction modifier" not only with the prototype, but also with other technical solutions in the art did not reveal signs similar to the claimed, which makes it possible to conclude a compliance with the condition of the patentability of the invention "inventive level".

The invention can be illustrated by the following examples.

The tests of the modifier proposed on the patent protection were carried out on a four-haired friction machine at a temperature of (20 ± 5) ° C by a method, regulated by GOST 9490-75: "Materials lubricating liquid and plastic. Method for determining tribological characteristics on a four-haired machine. "

The modifier proposed for patent protection is an additive to lubricant materials, which uses, for example, motor oils, transmission oils, lubricating technological environments, plastic lubricants.

The proposed composition of the friction modifier is introduced as 5% by weight of the additive in motor oil, Which is used, for example M-14B 2. Tests illustrated table 1.

The proposed composition of the friction modifier is introduced as 5% by weight of the additive to the transmission oil, which is used, for example, TAD-17. Tests illustrated table 2.

The proposed composition of the friction modifier is introduced as 3 wt.% Supplement to the lubricating and cooling technological means, which is used, for example, AZMOL SC-2. Tests illustrated table 3.

The proposed composition of the friction modifier is introduced as 3 wt.% Supplement in lithium plastic lubricantWhich is used, for example, Litol-24. Tests illustrated table 4.

The proposed composition of the friction modifier is introduced as 3% by weight of the additive to the complex calcium plastic lubricant, which is used, for example, unison 2m / 1. Tests illustrated table 5.

For comparative tests of the tribotechnical characteristics of the compositions, two sample samples of materials are prepared:

1) Sample sample - the proposed composition of the friction modifier is introduced as 3 wt.% Supplement in plastic lubricant Litol-24.

2) Sample sample - "friction geomodifier" of the composition of the composition reflected in Patent Patent No. 2169172, dispersion of 0.01 ÷ 5 μm, introduced as 3 wt.% Supplement in plastic lubricant Litol-24.

Tests illustrated table 6.

Partial surface reduction can be illustrated by photos (FIG. 1 and figure 2), made on the nanoeducator atomic-force microscope (AFM), as a result of microscopic friction surfaces after testing the latter on a four-gravity friction machine, carried out by the preliminary fingerprint method [Lubricants : Antifriction and anti-wear properties. Test Methods: Directory / P.M. Mattheevsky, V.L. Lashhi, I.A. Bianovsky, I.G. Fuchs and others. - M.: Mechanical Engineering, 1989, 27 p.] On a regular lubricant material, which is used, for example, Motor M-14V 2 oil.

Figure 1 presents a photo of a worn friction surface after time tests. And in FIG. 1A is a top view of the worn surface. Fig. 1b shows the type of thickness of the worn surface.

Figure 2 presents a photo of a two-layer coating formed when using a modifier on a pre-worn friction surface. Moreover, in FIG. 2A is a top view of a two-layer coating consisting of a microchloric mineralocheramic layer and a tribopolyme layer. Fig. 2B shows the type of distribution of the specified layers in the thickness of the two-layer coating.

Dark color (Figures 1A, 1B) corresponds to surface oxide films having a thickness of about 700 nm and present on the worn surfaces of friction. Light color corresponds to a layer of standard lubricant Thick about 76 nm.

Dark color (FIGS. 2A, 2B) corresponds to a microchloric mineralocheramic layer having a thickness of 5935 nm. The light color corresponds to a tribopolymer layer having a thickness of 5065 nm.

Antifriction additives Allow to significantly increase the validity of motor oil, as well as increase the efficiency of its operation. In addition, additives enhance protective and lubricating oil properties. The third feature that this composition performs is the additional cooling of the driving parts in the engine. Thus, the use of anti-wear additives allows you to increase the engine resource, protect its individual components, increase the power and pickup of the motor, reduce fuel consumption.

Antifriction additives are a special chemical composition that allows you to achieve oil saving, increase compression in the cylinders, and in general, extend the service life of the engine.

Such means are called differently - straotalized, additives to reduce friction or antifriction additives. Manufacturers promise when they use an increase in engine power, reduce the friction of its moving parts, reducing the fuel consumption, increasing the engine resource, reducing toxicity exhaust gases. Many reshetallizant additives are also able to "heal" wear on the surfaces of parts.

Description and properties of antifriction additives

Any engine oil in the car engine performs three functions - lubricates, cools and cleans Surfaces of rubbing parts. However, during the operation of the motor, it gradually loses its properties for natural reasons - due to work when high temperatures and under pressure, as well as due to gradual clogging with small elements of garbage or mud. Therefore, fresh oil and oil that has worked in the engine, for example, three months are already two different composition.

In the new oil initially there are additives intended to perform the functions listed above. However, depending on their quality and durability, their service life can vary considerably. Accordingly, the oil loses its properties (though the oil can lose its properties and for other reasons due to the aggressive driving style, the use of the machine in conditions of dirt and / or dust, low quality oil and so on). Accordingly, there are special auto-chemical market additives to reduce wear both engine elements and directly oil (increasing the duration of its use).

Types of antifriction additives and where to apply

The composition of these additive includes various chemical compounds. This can be a molybdenum disulfide, microcramber, air conditioning elements, so-called fullerenes (carbon compound running at the nanosphere level) and so on. Also additives may be in their composition the following types of additives:

• polymer-containing;
• layered;
• metal plating;
• friction geometrs;
• metal conditioners.

Layered additives Used for new engines, and are intended to wipe the nodes and parts with each other. The composition may include the following components - molybdenum, tungsten, tantalum, graphite, etc. Minus this type The additives are that they have an unstable effect, which is also almost completely disappeared after the oil additive goes. Also, the result can be an increased corrosion of the exhaust gas gases in which layered additives were used.

Metal blocking additives (friction remodes) are used to restore microcracks and minor scratches of the engine nodes. In their composition there are microparticles of soft small (most often copper) that are mechanically filled with all roughness. From disadvantages, you can note the too soft forming layer. Therefore, that the effect is permanent, you need to use and use these additives on an ongoing basis - as a rule, with each oil replacement.

Friend geomodifiers (Other names are repair and reducing formulations or revitalizers) are made on the basis of natural or synthetic minerals. Under the influence of friction of moving parts of the motor, a temperature is formed, due to which mineral particles are connected to the metal, and a strong protective layer is formed. The main minus - because of the layer that has arisen appears the temperature instability.

Metal conditioners Consist of chemically active substances. These additives allow you to restore anti-wear properties, penetrating the surface of the metals, restoring its antifriction and anti-wear properties.

What anti-wear additives is better to use

But you need to understand that such inscriptions on packages with additives are actually more marketing moves, the purpose of which is to attract the buyer. As practice shows, the miraculous additive transformations do not give, but there is still a positive effect of them, and in some cases it makes sense to take advantage of a similar anti-wear means.

Beware of additives, which contains chloroparaphin. This tool does not restore the surface of the parts, but only thickens the oil! And this leads to clogging of oil canals and excessive engine wear!

A few words about Disulfide Molybdenum. This is a popular anti-wear additive used in many lubricants used in cars, for example, in. Another name "friction modifier". This composition is used everywhere, including manufacturers of antifriction additives in engine oil. So, if the packaging says that the additive includes a Molybdenum disulfide, then such a tool is uniquely recommended for purchase and use.

Cons of use of antifriction additives

There are two drawback from the use of antifriction additives. The first is that to restore the working surface and maintain it in a normal state, the permanent presence of an additive in oil in due concentration is necessary. As soon as its importance falls, the additive work immediately, and besides, it can lead to a significant clogging of the oil system.

The second disadvantage of using antifriction additives is that the rate of oil destruction is although it decreases, but does not stop completely. That is, hydrogen from the oil continues to flow into the metal. And this means that there is a hydrogen destruction of metal. However, it is worth noting that the advantages of using antifriction additives are still greater. Therefore, the decision to apply these formulations or not, entirely and completely lies on the car owner.

In general, it can be said that the use of antifriction additives makes sense if they are meant add to inexpensive or secondary oil. This follows from the simple fact that the price of antifriction additives is often high. Therefore, to extend the life of the oil, you can buy, for example, inexpensive oil and some additive. If you use high-quality engine oils, for example, or, then the use of additives with them is unlikely to make sense, they are present there (although, as they say, do not spoil porridge). So use antifriction additives to the oil or not - to solve only you.

The method of using additives from the overwhelming majority is identical. It is necessary to pour the composition of the canister from the canister from the engine oil. It is important to comply with the required volume (usually indicated in the instructions). Some formulations, such as Suprotec Active Plus, must be poured twice, in particular, at the beginning of oil operation, and after a run about one thousand kilometers. In any case, before using one or another additive, be sure to read the instructions for its use and follow the recommendations given there! We, in turn, give you a list of popular brands and brief description Their validity to you choose the best antifriction additive.

Popular additive rating

Based on numerous reviews and tests from the Internet, which conducted various car owners, the rating of antifriction additives was drawn up, which were distributed from domestic motorists. The rating is not a commercial or advertising nature, but only puts the goal to give the most objective information about the various funds submitted at present on the shelves of automata. If you had a positive or negative experience of using a nasty antifriction additive, do not hesitate to speak in the comments.

Tests conducted by specialists of the authoritative domestic edition "driving" showed that the antifriction additive Bardal Full Metal shows one of the most the best results Compared to similar compositions. Therefore, she gets first place in the ranking. Thus, the manufacturer positions it as a new generation additive, based on the use of C60 fullerenes (carbon compounds), which can reduce friction, restore compression and reduce the flow of fuel used.

The execution of real tests really showed excellent efficiency, let and not so much, as the manufacturer indicates. Belgian additive to Bardal oil really reduces friction, and hence the power increases and the fuel consumption is reduced. However, there are two drawbacks. The first is a positive effect of short. So, the additive must be changed with each oil replacement. And the second drawback is its high cost. Therefore, the question arises about the feasibility of its use. Here, every car owner must decide individually.

Antifriction additive Bardahl Full Metal is implemented in a 400 ml bank. Its Article - 2007. The price of this bank as of summer 2018 is about 2300 rubles.

SMT2.

A very effective additive intended to reduce friction and wear, as well as preventing the discharge of parts piston group. The Metal Air Conditioner is positioned by the manufacturer as a means capable of reduced fuel consumption, reduce the smoke of exhaust gases, increase the mobility of the piston rings, ensure the growth of engine power, increase compression, reduce oil consumption.

Real tests have shown its good efficiency, so the American antifriction additive SMT2 is fully recommended for use. Also, the positive effect is noted in the restoration of the surfaces of parts, that is, tribotechnical processing. This is explained by the presence of elements in the additive that "heal" of irregularities. The action of the additive is based on adsorption of active ingredients with a surface (quartz fluoroscapats, estrices and other surfactants are used as the specified components).

Of the disadvantages of this fund, it is worth noting that it is rarely found on sale. And depending on the engine's condition, the effect of using SMT additives, in particular the synthetic air conditioner of the 2nd generation Metal SMT-2, may not differ at all. However, this can be called a conditional disadvantage. note that It is not recommended to pour into a gearbox (especially if it is an automatic), only in the engine!

It is implemented in a canister of 236 ml. Article Goods - SMT2514. The price for the same period is about 1000 rubles. Also for sale in a package of 1000 ml. Its articula - SMT2528. The price is 2800 rubles.

A completely efficient additive that is positioned as a means is guaranteed working for 50 thousand mileage kilometers. The composition of keracta includes special microcracial particles, as well as additional chemically active components, whose task is to correct the irregularities on the surface of the engine work parts. Additive tests have shown that the friction coefficient falls by approximately twice, which cannot but rejoice. The consequence of this is an increase in power and reduce fuel consumption. In general, it can be argued that the effect of the use of the German antifriction additive into liquida oil Cera Tec definitely is, although not such a "loud", as the manufacturer claims. It is especially good that the effect of use is sufficiently long.

There were no visible disadvantages, therefore antifriction additive Liqui Moly. Ceratec is fully recommended for use. It is fusing 300 ml bottles. Article of goods - 3721. The price of the specified packaging is 1900 rubles.

Positioned by the manufacturer as an atomic air conditioner of metals with revitalizant. This means that the composition is capable of not only to reduce friction, but also restore roughness and irregularities on the working surfaces of individual parts of the engine. In addition, the Ukrainian antifriction additive XADO increases (levels) the engine compression value, reduces fuel consumption, increases the power, engine pickup and its shared resource.

Real additive tests have shown that, in principle, the effects declared by the manufacturer are really observed, but in the average degree. It rather depends on the overall state of the engine and the oil used. Of the shortcomings, it is also worth noting that in the instructions there are many incomprehensible (awesome) words, in which it is sometimes not easy to figure out. Another disadvantage is that the effect of using the HADO additive is celebrated only after a significant time. And the means is very expensive, as for its average efficiency.

The agent is fusing a 225 ml spray. Its articula - XA40212. The price of the specified canopy is 3400 rubles.

The antifriction additive of Molybdenum is very popular among domestic motorists (with the addition of Molybdenum Disulfide). Known also called Manol 9991 (produced in Lithuania). Its main purpose consists in reducing the friction and wear of individual parts of the engine during their work. Creates a reliable oil film on their surface, which does not disappear even at high loads. Also increases the engine power and reduces fuel consumption. Does not score oil filter. You need to pour the additive for each oil replacement, and at its operating temperature (not completely hot). One packaging of the antifriction additive mannol with the addition of molybdenum is enough for oil systems with a volume of up to five liters.

Merol additive tests show the average efficiency of its work. However, the low cost of the means suggests that it is fully recommended for use, and harm the motor will not be accurate.

The jar of 300 ml can be fusing. Article means - 2433. Packaging price is about 230 rubles.

Er abbreviation is decrypted as Energy Release (Energy Reset). ER oil additives are produced in the USA. It is positioned by this means as a metal conditioner or the "friction winner".

The operation of the air conditioner lies in the fact that its composition increases the number of iron ions in the upper layers of metal surfaces with a significant increase operating temperature. This reduces the power of friction and the stability of the parts mentioned approximately 5 ... 10% increases. This increases the power of the engine, the fuel consumption and the toxicity of exhaust gases decreases. Also, the air conditioning-additive EP reduces the noise level, eliminates the appearance of scaling on the surface of the details, and also increases the resource of the engine as a whole. Among other things, it facilitates the so-called cold launch Motor.

ER air conditioning can be used not only in the oil systems of internal combustion engines, but also in transmissions (except automatic), differentials (except self-locking), hydraulic motors, various bearings, hinges and other mechanisms. There is a good efficiency of work. However, it rather depends on the conditions of use of lubrication, as well as the degree of material wornity. Therefore, in "launched" cases, there is a weak efficiency of its work.

It is implemented in the jars of 473 ml. Article of goods - ER16P002RU. The price of such packaging is about 2,000 rubles.

The Russian XENUM VX300 tool with microcramber is positioned as a friction modifier additive. Is a completely synthetic additive, which can be added not only to the motor, but also to transmission oils (except those used in automatic transmission). It has a long validity period. The manufacturer marks a mileage equal to 100 thousand kilometers of run. but real Reviews Indicate that this value is much smaller. It depends rather from the engine status and the oil used in it. As for protective effects, the composition is capable of reduced fuel consumption and ensure good protection of the surfaces of moving parts of the motor.

One package is enough for an oil system with a volume of 2.5 to 5 liters. If the volume is greater, then you need to add an additive from proportional calculations. The remedy has proven itself when working in various motors, both gasoline and diesel.

Silends in a jar of 300 ml. Article - 3123301. Packaging price is about 950 rubles.

This additive is created on the patented PROLONG AFMT technology (produced in Russian Federation). Can be used for various gasoline and diesel engines, including turbocharging (also can also be used for motorcycles and two-stroke engines, for example, in lawn miles and chainsaws). "Prolong Engine Treatment" can be used both with mineral and. It effectively protects the parts of the engine from wear and overheating in a large period of operating temperatures.

Also, the manufacturer declares that the remedy can reduce fuel consumption, increase the engine resource, reduce the smoke of exhaust gases, reduce the consumption of oil into the avgar. However, real tests conducted by car owners show the low efficiency of this additive. Therefore, the decision to take only the car owner.

It is realized in bottles of 354 ml. Article of such a package - 11030. The price of the bottle is 3400 rubles.

Antifriction additives in transmission oil

Less popular are antifriction additives for transmission oil. Mainly applies only for mechanical gearboxes, for "automata" very rarely (due to its structural features).

The most famous additives for transmission oil in mechanical box Gears:

• Liqui Moly Getriebeoil-AdDitiv;
• Nanoprotec M-Gear;
• Resurs Total Transmission 50g RST-200 Zollex;
• Mannol 9903 GetRiebeoel-Additiv Manual Mos2.

The following compositions are most popular for automatic transmission:

• MANNOL 9902 GetRiebeoel-Additiv Automatic;
• Suprek-automatic transmission;
• RVS MASTER TRANSMISSION TR5;
• Liqui Moly ATF Additive.

As a rule, these additives are added along with the transmission of the gearbox oil. It is done to increase the performance of lubricant, as well as increase the service life of individual parts. As part of these antifriction additives, there are components that, when heated, create a special film that protects from excessive wear of moving mechanisms.

IN modern world Golden digitalism, each "improvement" has to be justified with numbers. Little to man only "sensations", you must attach the numbers of these sensations. You say, for example, that the iPhone 5S is the best display (and blind seemingly clear), please show the "dot points" and the coverage of the SRGB color palette. Without it will not believe! A pair of versions ago, reviewers and developers Android have already stated the same "smoothness" of the system of the system as IOS. Type, everything is almost as smooth, everything is just as smooth ... Now it is already two years soon, and it's all "almost", although you don't attach a ruler to this fact, you have to believe on the word, until the eyes are not Compare ...

Modern High-End class video card in medium-sized games. Games shows supported high level And the feeling of movement is passed so well as possible. Try turning off the sound at all and compare - and the car "rides" is absolutely the same. No wonder, many modern "heated" cars even serve the sound of the synthesized exhaust to the salon ...

I will definitely return to this fact in the article.

So, what can be hired from the analysis of racing statistics, if real access is only ensured by the time of passage of the track? The best absolute result is united and absurd. In mathematics, this concept is akin to Excessia. In statistics, excesses are generally excluded from consideration - any "record" is only an accident rate. No athlete will be able to put records every day. Moreover, the record is simply by definition, in general can be delivered only once.

Of course, it would be reasonable to averaging the time of passage of the track for each pilot to get an average time as an effective assessment. It seems like not bad. Most often, it is already implemented at the level of software and is issued a pilot in printed form:
Fig. one
The problem is that this value conflict with the format of testing - riders are forced to perform overtaking, as well as skip circular, have the right to a couple of circles "unsuccessful" route. In averaging the results of high-end riders, with a minimum difference as piloting, such averaging can make the first - the latter. And vice versa. And if at such a level of methodology to start "compare oils" in different races and draw conclusions ...

Nevertheless, I tried to use all reasonable analysis techniques, and attempted to bypass all possible disadvantages of all possible techniques.

Before the announcement of the results, I would like to pay attention to such a fact: according to the initiatives of the organizers, with an increase in engine power by 4 hp The difference of results on this highway will be the magnitude of only about 1.5 seconds ( best time Professional arrival for 9 hp, is approximately 24 seconds).

That is, a dynamic corridor in a second half of a second, caused by an additional power in +4 hp, corresponds only to 6.25% of the improvement in record time. And somewhere in these pathetic percentages "lost" would be a clean effect of oil. It is not so difficult to calculate that for 1 second the improvement of the result accounts for about 2.6 hp. "Effective Power". And this is a lot by the standards of the initial power of the engine in 9 hp - Quarter!

One tenth of a second can "weigh" a quarter horsepower! Do not think about the downs!

This is how the overall "cardiogram" looks like, smoothed, with eliminated excesses - moments of overtaking, rare clashes, etc.
This is the distribution of the circles of the entire race for arrival at each brand oil - Motul, Mobil, Castrol and Xenum.

Fig. 2.

For comparison, here is a complete cardiogram of the entire race time, removed only for the "light" group of pilots - two riders of the same mass - 57 kg, but without mathematical averaging. From the point of view of physics, two cards with pilots were almost the same, but it also looks quite unclean - try to do at least some conclusions ...

Fig. 3.

I am sure that there is nothing to catch from such data in its pure form - each absolute check in is hopelessly "noise", you can work only with relative data. If the first "warm" race is still noticeably different from the rest (blue schedule), then the group of subsequent three is almost indistinguishable!

To begin with, consider the map of the first check-in with color labeling relative to the middle time body. Green - slow circles. Red - fast circles. White - medium circles. The dedicated boundaries are quite conditional, but give an idea of \u200b\u200bthe delimitation of these zones:

Fig. four It was a race on the "usual" oil "Motul 6100 10W40"
It was the race on the "ordinary" oil "Motul 6100 10W40", Which were initially filled with all club cards.

Obvious patterns are well noticeable:

1. Easily viewed by the so-called. "Cold circles" and even zone "stabilization" is almost half of this race and almost a whole second difference! Here, I am sure, a lot has influenced the heating of rubber and the tracks of the track. Cards pre-warmed, but only engines were warm.
2. The site "saturation" comes from about 23 circles - pilots begin to stamp "credit" - red - circles. According to the timing, it is almost the equator of the race - about 50% of the total arrival went to heating. The color is noticeable that the "movement" of this site is high - all further circles are stable - almost all red.

Second check-in: Mobil 1 Low viscosity oil - 0W20
The picture changes markedly, the chronomet of "rolling" is narrowed (the rubber at the beginning of the arrival is already clearly not room temperature, the tracks of the track also warmed), and the credits themselves begin before, also noticeable, for example, "green" traces of collisions on the 18th round ...

As in the previous test, the test zone is very smooth, therefore here and earlier, by me for a reference pointing difference values \u200b\u200bof the extreme sections of the zone ... The heating seems to be the same in length, but noticeably shorter about the absolute break in time - about 0.5 Seconds - about twice:
Fig. five

Castrol 10W60 oil
On this oil, three pilots almost avoided the cold "rolling" zone. But in general, the picture is almost identical to the previous one, with the exception of the "slow" excesses at the end of the race, which have a little influenced the averaged result ...
Fig. 6.

On the xenum oil WRX10W40.
Oil category "With friction modifier") We observe a completely different distribution:

Fig. 7.

The section "Husion" is practically absent - the riders immediately come out "on the mode."

On the averaging column, it is noticeable that the stability of the result of the entire Petelon is straightely different from the first races! Watch the right column - it is almost perfect "red-white".

Unfortunately, the third card prepared us a real substation - on the 34 circle he had a gas cable ...

The forced gathering from the track is a bit (the resulting circles is still done enough) blurred statistics, but these tables are not central in the study, but only demonstrate general distribution trends. Significant results will be discussed in the future.

Cheating with friction modifier
It is also important and an additional experiment with friction geometr, when Motul oil returned to two cars in comparison with Xenum - "XM") and after the minimum time of the modifier hosting in all machines, check-in - test circles on two cards were formally started from the first The same circle!

Fig. eight

But the results of the control check, made by the Marshal of the track (circles less by an obvious reason - it was necessary to give the start and finish race). For the very first, "cold" check-in, control was not carried out. It can be seen that the pronounced distribution anomalies was not detected. This is especially noticeable in comparison.
with "modifiers" - two last races. Here, throughout the green and zone of "rolling" and "red" test time is noticeable.

Fig. nine

The methodology for further information processing is given in this table:

1. From the whole race there were filtered ten and twenty-top circles for each pilot on each oil.
2. A second step, a break in Petelton (from the very rapid time to slower time) for each check-in for 10 and 20 best circles.
3. The gap "best" is also estimated - the "worst" result for each pilot and for each arrival.

Fig. 10

That was how the "best times" in 20 circles were distributed throughout the race, for three groups of riders. Attention: It is clearly noticeable that the "average racing time" for the last three races is almost identical, which group you do not take. Moreover, the check-in "with a modifier", on average, it turned out to be even slightly slower.

Fig. eleven

Time stability for each pilot with averaging for each arrival. This schedule shows how much the pilot loses "Himself" in the best circles of each of its racing. How stable it is piloted. Any anomaly would have been identified: for example, if he began to specially "bump" the race on some oil. The average value obtained by an independent pilot on the same oil was almost exactly 0.3 s.

All that would not fit into this result, would create a reason to clarify the reasons for such bias.

Fig. 12

And here is the first result schedule that speaks about the direct effect of oil and friction in the engine on the result of the race. This is so-called. "Stretchability" of Peteton in every race to different oils. In detail, we will consider this trend when summing up.

Fig. 13

It's time, answer the urgent questions:

Why were these oils were chosen?
Oils of four key categories were selected:

1. "Qualifying" extremely low viscosity oil - 0W20. He was introduced by the product from Mobil 1 with a viscosity of 0W20.
2. The thickened sports oil 10W60, intended for work in extremely intensive conditions - such an oil is about two times the first one.
3. Oil with a layered friction modifier - presented Xenum WRX.
4. External friction modifier, as an experiment. In this case, one of the combinations of hydrosilicates with the maximum percentage time was used.

And why so little oils?!
The test presents all major oil categories and even an external friction modifier, let them and accommodated for the minimum possible program.
The whole race took almost five hours. Further increase in timekeeping, within a single test, for various reasons, is impossible.

Why was this sequence that was chosen?
First, two contrasting product viscosity - "Mobil" and "Castrol" are checked.
The second stage, the oil with a modifier and an additional external modifier of another principle of operation is checked.
From my point of view, it is generally an ideal possible sequence within the framework of the specified experiment - practically no mutual influence,
what is well correlated with my experience and the data obtained.

And what can I say about the results of the first check-in?
It was produced outside the overall standings. This is the starting point. I would consider (and provided in advance) it as a "warm" in all senses, including pilots. Although cars (engines), formally, were prohibited before the race. Nevertheless, it is absolutely characterized by the time of this check-in and in general, I would not have become categorically. Absolute testing was really done on three oils of five races - Mobil, Castrol, Xenum, plus a bonus fully credit race with friction modifier.

Now go to the most interesting: the results under which I mean, above all, the impressions of the pilots themselves. Reviews I propose in ascending order of the weight category:

My name is Seryoga and I am the pilot of MADS teams in DOZOR and Encounter projects (Racing around the city on passenger cars). This is not directly related to the kart, just there is love for machines and speed :) In competitions participated only in amateur, trophies for karting I have no, which cannot be said about "street" projects ...

As for "10 inches" - yes, the track is familiar, spent a lot of time in training and just came with friends to ride, so the knowledge of the track is excellent.

The engine works smoothly, gently, the result of the arrival is essential.

Undermines from the bottom, enough sharp operation of the engine

Liked most, the maximum responsiveness of the pedal for all actions. Unlike the second arrival, a little less than a sharp subsection, but more smooth responsiveness of the pedal.

The car rides somehow strange, showed the best time on this oil, but I can not characterize it. It would be interesting to drive at least an hour race on it.

Rode by simple oil With the additive, the sensations are disgusting, the car does not accelerate. Show times that usually happens average, it cost me tremendous effort.

It is impossible to speak, rolled not long, the fatigue is minimal. On the track everything is stable, the same pilots, about one rhythm.

Before that, I just regularly changed the oil in my car, lil Motul. And I did not understand why, but felt that the engine is good, but there were no experiments and would never have thought that the dynamics depends on the oil.

It has changed in principle, although I will not carry out tests on my car, but now I realize that the oil also affects the dynamics.

"Very noticeable"

Despite interest in oil in 2 and 4 arrival, if it were not possible to recover them again - it would be stopped on the third.

In the fifth arrival, some experiment was put on us and the time was significantly deteriorated, so uniquely bad oil would noticeably spoil the result.

.
3,4,2,1,5

Any of your comment on the experiment in free form
Thank you for invited to become a member of this test, it was interesting experience! I will be glad to take part in something like that :)

Sharikov Yuri Alekseevich.
Carting experience since 2012, Autosport: Time Attack since 2008, RHHCC and RTAC since 2011. Prizes for victory in weekly races, as well as individual marathons for 90 minutes.

The track in "10 inches" is familiar very, very much. Vcat on it somewhere around half a year and almost every other day workout with a coach.

Your impression from changes in the sensation of the engine in the first race
The usual (perfectly familiar) sensations without any addition, work stability and good overclocking.

Your impression of changes in the sensation of the engine in the second arrival
The placebo effect is possible, but it seemed that there was a change in the elasticity of the motor operation, but without some noticeable effect of improvement.

Your impression of changes in the sensation of the engine in the third arrival
In this race, the impression was made, the fact that the cards began to accelerate very and very well with low revolutions and go to high.

Your impression of changes in the sensation of the engine in the fourth race
In this race, the cards did not go almost, very slow accelerations and BNG on low revs, the engine work almost arranged to demonstrate the results and high speed of the route.

Your impression of changes in the sensation of the engine in the fifth arrival
In the last arrival, the cards drove approximately as in 3 arrivals - there was elasticity, but the speed of the speed and the bottom of the map was noticeable as very good, the cards completely satisfied with the power.

Is it possible to say that your fatigue has significantly affected the results in any of the arrived races, or the situation on the track?!
Fatigue was, rather, in 4 arrivals, when I had to give a kick card for a set from low speeds and it was very hard for revolutions.

So that you answer the question about "the effect of the oil on the sensation of the engine" until the experiment (all your life experience)?
Oil is cleaned Efficiency engine For a decent percentage - from 5% to 15%. Once I revealed the loss of engine power when I participated in RHHCC competitions in 2012. Filled instead of the usual oil, oil of another type. After I went for measurements and surprised the loss of power - the car simply did not go. I think it also applies to all engines.

How has changed (if changed) your opinion after the experiment? What could you say now in addition to paragraph 7?
Certainly need proper selection Engine oils.

Perform measurements on the stand and show already accurate figures to confirm the facts about the power loss just stole not very good oil.

If you evaluate the entire experience gained during today's experiment, as if you can, in general and monitor it to characterize the importance of the influence of oil on the sensation from the engine: "None", "barely noticeable", "noticeable", "very noticeable", "extremely noticeable"
"Noticeable."

If you had to choose the oil "on the race" tomorrow, from which arrival would you choose?
Would choose oil from 3 arrival and from the last, fifth.

According to your feelings, if you poured the most "unsuccessful" oil from the tested, could it significantly affect your result in the race?
Always affects how cards are rifled, gaps usually between 1,2,3 places are 2-6 seconds - in 40 minutes of the race. The first place can be lost due to the tenths of a second - this may be due to the fault of an unsuccessful oil.

Arrange the races in descending order of utility, starting from the best on your feelings.For example: 1-2-5-3-4. Where 1 is the best check-in. And 4 - the worst
3-5-2-1-4

Any of your comment on the experiment in free form
I wanted to thank, for the opportunity to participate in this experiment. It was very and very exciting.

IV-absolute result of races. Category 83 kg.

Fig. sixteen
Alexander Botvinov, Auto mechanic. A repeated medalist of amateur competitions, mainly Karting.

Your impression from changes in the sensation of the engine in the first race
Normal, quite familiar feeling.

Your impression of changes in the sensation of the engine in the second arrival
The tougher sound of the work, the feeling of more liquid oil ... I did not feel about the speed of major changes.

Your impression of changes in the sensation of the engine in the third arrival
The best sensations, feeling from acceleration better.

Your impression of changes in the sensation of the engine in the fourth race
Fleamed gas cable, failed to understand.

Your impression of changes in the sensation of the engine in the fifth arrival
It seems like the first, quite ordinary sensations. But they smeared a little after an unsuccessful previous arrival.

Is it possible to say that your fatigue has significantly affected the results in any of the arrived races, or the situation on the track?!
Definitely not.

So that you answer the question about "the effect of the oil on the sensation of the engine" until the experiment (all your life experience)?
There were personal experiments with the American address STP for car motors. The softness of work and even increase in compression was noted.

How has changed (if changed) your opinion after the experiment? What could you say now in addition to paragraph 7?
Of course, the sensation from the engine is seriously changing.

Among the readers there are quite a few people who are completely confident in your self-sustainment and the absence of "real" impressions. So you, as a real member of the experiment, could they answer?
In order to understand, you need to try yourself.

If you evaluate the entire experience gained during today's experiment, as if you can, in general and monitor it to characterize the importance of the influence of oil on the sensation from the engine: "None", "barely noticeable", "noticeable", "very noticeable", "extremely noticeable"
"Noticeable."

If you had to choose the oil "on the race" tomorrow, from which arrival would you choose?
Third.

According to your feelings, if you poured the most "unsuccessful" oil from the tested, could it significantly affect your result in the race?
Yes of course. Pure technically, this would have affected the result.

Arrange the races in descending order of utility, starting from the best on your feelings.For example: 1-2-5-3-4. Where 1 is the best check-in. And 4 - the worst
Since there was a technical problem, then I feel like 3 check-in. The rest for this reason is difficult to arrange.

Test test results:

Fig. 17.

Understand this schedule is very simple: the stability of every pilot in the race, provided that it does not sabotize the check-in and is not tired, should be extremely high. The ratio between different pilots after such a multi-scale averaging must be almost perfect and depend only on mass and skill (possibly from the individual, but unchanged features of the car).

The above shows several verification criteria that do not allow to doubt the purity of the experiment conducted, but now we are seeing pronounced anomaly.

To consider this tendency better, build the same data in another form:

Fig. eighteen

It is clearly noticeable that the ratio between riders in the first three arrives almost perfectly smooth.

All gaps are visually almost identical, despite the fact that absolute numbers grow a little - all pilots go a little better until the third arrival. The third check-in is almost no different from the fourth and fifth in average time.

Look at the top of the figure - Motul. Even with complete "continuity", this trend is already obvious. On the mobil oil In the second arrival, the rupture is generally reference - it can be seen that the dependence of the result from the mass is even physically correct - not quite linear. The third check-in is about the same. But the fourth check-in (oil with a modifier, xenum) equals the races of heavy weight category, not even the fact that one of the cards made less credit circles. The fifth race, with an external modifier, in general broke the entire picture - three pilots gave out almost the same average result, although the main focus must be made to a heavy group of pilots - 75 and 83 kg ...

Testing is organized on the basis of the Karting Club:

Fig. nineteen

FAQ:
1. And what was it at all?
They took four credit cards and four oils, plus an additional friction modifier. Five races rolled out about 50 circles. Behind the wheel were professional karts. Maps were the same. All that could generally have levels, levels and averaged.

2. And what as a result?
Oils with friction modifiers allow "heavy" pilots to catch up "lungs". Just the case when you need and affect the "elasticity" of the engine. The engine and its turnover is approximately like a ball on the gum - the heavier the ball, the more his amplitude when he is swinging in different directions. With the "modifier", a heavy ball has a smaller inertia. It roughly how to take more tight gum. Well, or drill the center in the ball: looks like heavy, but behaves like light. The result of the modifier work will be the more noticeer, the higher the weight gain. It is believed that "extra" ten kilograms on this highway give 0.1 with time loss.The difference between the control groups was approximately 26 kg. You can see how modifiers pulled the results of a severe group of pilots ...

4. The power of the light category has noticeably worsened the result on the friction modifier. Why?!
It has already been said that the choice of the geomodifier was due to a small time of work. Time depends on the size of the drug dosage. With this card
i could well miss the dosage - everything was done in the conditions of the limit of time. Three others showed a stable additional improvement or stability of the result. But the main thing in the other: the absolute result of the arrival of one pilot does not apply to the data obtained.

5. How did the friction modifier been used?
Geomodifier. I do not use commercial preparations. Geomodifiers on the market dozens, if not hundreds (!) Names. You can try any. All work in different ways. The study of a specific commodity sample (and even more so - comparative) - a huge work, not less than this. Google to help by keywords ...

6. What can be said about Castrol oil?
On this oil, most pilots showed excellent (and the best in the absolute, if we consider hundredths of the second) results. The reason this obviously lies in the simple fact that the film of this obviously thick oil significantly reduced the boundary friction of the metal-metal. What was especially felt against the background of more liquid oil from Mobil. This, of course, gives a reason to assume that for the conditions of grease "splashing", without the oil pump and the irrigation system of camshafts, this option and theoretically, and almost very curious. It is worth trying, in other words.

7. What can I say about Mobil oil?
Almost all the pilots are marked more "metal" engine operation, which is completely expected. The results on this oil are completely ordinary.
That, by the way, makes it makes sense to use extremely discharged oils for qualifying. This is a global practice with the complete lack of arguments "for". All super-lighted oils for some reason are called "qualifying". It is surprising that possible pumping losses are not compared with the obvious increase in the contact friction of metal-metal, which is heard and visible according to the results!

Fig. twenty Uonn-Uon