Anonim

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Expertise

ON ENVY PAN

OR 5000 KM WITHOUT OIL

We continue the topic of anti-friction additives, friction modifiers and remetallizers.

Fedor Maslov

Our acquaintance with the four drugs has already taken place (ЗР, 1999, No. 10). The trial ball showed that there was no reason to talk about a dizzying triumph or, on the contrary, about the complete failure of the products, and it would be nice to expand the list of applicants. Therefore, to the pioneers, we added a representative group of six sympathizers (see photo).

Who are they? Despite a similar expected effect - reduced friction and wear in the engine, the principles of action of the drugs vary. We conditionally divide them into three groups. The first is friction modifiers. These include ER (photo 2), “Aspect-modifier” (photo 9) and “Universal modifier” (photo 10). The second group is cladding additives containing fine particles of a special substance or compound: molybdenum disulfide (MoS2), teflon (polytetrafluoroethylene - PTFE), etc. This includes STP with XEP2 (photo 1), Motorol from Liqui Moly (photo 4) and PTFE from Hi Gear Products (photo 6). The third group - remetallizers, designed to "restore" the surface for some types of wear. Among our experimental subjects there are four: Swiss Metalyz 6 (photo 3), Ukrainian PBC (photo 5), Russian “Tribo” (photo 7) and “RiMet” (photo 8). This four should be divided even further: into preparations with “soft” and “hard” active agents.

In the category of “soft” we write Metalyz and “RiMet”, containing in their composition the composition copper-lead-silver and copper-tin-silver, respectively. They must fill microcavities (cracks, cavities, etc.) on rubbing surfaces and thus increase the area of ​​the contact spot (what happens with honing, history is silent). If you believe the laws of physics, the protrusions of the microrelief existing on the metal surface should not increase, but the compression can actually increase slightly. However, this also applies to “solid” remetallizers.

"Solid" - RVS and "Tribo" - are offered as a means for continuous repair, capable of selective welding of a layer of cermet in the most worn areas of the engine. Moreover, the Ukrainian manufacturer officially (!) Declares that an engine properly processed with its preparation can drive up to 5 thousand km without oil. The expected coefficient of friction in the restored zones, according to both manufacturers, is 0.003–0.007. There are other interesting coincidences between Ukrainian and Russian products, although both manufacturers of "cermets" behave as if they know nothing about each other. Maybe.

Now a step back - to cladding additives (STP, Motorol and PTFE). Their principle of action is somewhat similar to the work of “soft” remetallizers, with the only difference being that particles of the cladding substance do not “get stuck” in the hollows of the microrelief forever, but remain mobile, like rolling bodies in bearings. Therefore, if remetallizers promise to remain in the engine after changing the oil, then cladding additives for the most part leave it.

It remains to be said about the friction modifiers (ER, “Aspect-modifier” and “Universal modifier”). Without claiming that this fully applies to the trinity, let us try to explain the general principle of the action of modifiers as a class. It is based on the chemically active interaction of the product with protrusions of the microrelief. In the regime of boundary friction, the thickness of the oil layer is insufficient to exclude contact of the metal-to-metal surfaces. However, this does not occur over the entire area of ​​the contact spot, but only between the protrusions of the microrelief. The ledges, trying to cut off each other, heat up. This is where the modifier “calculates” them and, when it comes to work, makes the interfering protrusion more “soft”. When all the "extra" protrusions are neatly cut, the thickness of the oil layer is enough to avoid the metal-to-metal contact … and everyone is fine.

Fire, water and copper pipes. It is easy to guess that each manufacturer considers his drug to be one of the best. And it is not a matter of pride. Each product under development is tested in accordance with the methodology chosen by its fathers. When the authors are satisfied with the result, they will offer the goods to the market. Choose one of these methods for comparative testing of different drugs - you will get one result, choose another - the picture will change. And in order to build on one universal assessment methodology, we must focus on the Gosstandart. Fortunately, in his bins there were methods designed to test products designed to reduce friction and wear in the engine (see also ZR, 1999, No. 10). True, it is not yet possible to verify the metal-changing properties by a standard method - it is not there yet.

Let us inquisitively explain: the method used to evaluate the effectiveness of our preparations simulates the boundary friction regime, which is simplified outlined a little higher. Two other existing regimes - hydrodynamic and dry friction - are not modeled by this method. In the first of them, the additives practically do not work, in the second - the engine itself almost never works, except in the absence of oil at all.

Boys go to the left, girls go to the right. Unlike the first acquaintance with modifiers and the company, this time we decided not to summarize two different effects - friction and wear. Despite the apparent kinship, they are similar to the sides of the coin. Some of the manufacturers made a bet on the “eagle”, someone on the “tails”. Bet played or not, can be seen from our tables.

A pleasant surprise was the test results of one of the three "Americans" STP (with XEP2). Despite the indecent combination of letters in the Russian reading indicating the composition of the potion, the effectiveness of the drug turned out to be beyond praise (something similar was once represented by the domestic "Frittol"). The remaining samples stretch in the tables down a long string of numbers.

Learning to draw conclusions. While the reader did not have time to draw hasty conclusions himself, we hasten to make small adjustments to the course of his reasoning. The 54% reduction in friction shown by the leader does not mean that the fuel consumption of a car using a “good” (by the way, quite expensive) additive will be halved or at least a quarter. Once again, we recall that the proportion of friction losses in the engine in the nominal mode (maximum power mode) rarely exceeds 7–9%. Of these 7–9%, 54% should be counted. This is ONCE! We also recall that the experiments simulated only the boundary friction regime, in which the details of the cylinder-piston group work briefly at the time of the outbreak of the fuel-air mixture and the piston shift. Basically, the engine operates in the hydrodynamic friction mode, which determines hated losses (the same 7–9%). In this mode, additives are practically powerless. This is TWO!

What then is the conclusion "correct"? Obviously the one that is prompted by the experience of using such drugs. The effectiveness of Frictol, to which we have already referred, when tested by the same standard method turned out to be at the level of today's STP results. The reduction in fuel consumption in actual operation did not exceed 3-5%.

This could be the end. We prefer the ellipsis. Firstly, there was an understatement regarding remetallizers. Secondly, our life is changing much faster than you expect, and that no one can predict what the coming day is about …

STP (with XEP2). Manufacturer - STP, USA.

Type - cladding additive.

Price - 500 rubles.

During testing, it reduced friction by 54%, wear - by 37%. A high (up to 20%) concentration of the product in oil aroused alertness of experts.

Antifriction metal conditioner ER. Manufacturer - Energy Release Corp., USA.

Type - friction modifier. Sold in bottles of 150, 240 or 470 g.

Price - 240, 330 and 550 rubles. respectively.

According to the description, it contains iron ions. During testing, it reduced friction by 12%, wear - by 22%.

Metalyz 6. Manufacturer - Actex SA, Geneva, Switzerland.

Type - remetallizer.

Price - from 150 to 1000 rubles. (depending on the volume of packaging and purpose).

According to the description, contains a composition of copper-lead-silver. During testing, it reduced friction by 14%, wear - by 7.5%. Remetallizing properties due to the lack of an appropriate standard have not been tested.

Motorol. Manufacturer - Liqui Moly Gmbh, Germany.

Type - cladding additive.

Price - 120 rubles.

As described, it contains molybdenum disulfide (MoS2). During testing, it reduced friction by 5.1%, wear - by 14.8%.

PBC. The manufacturer is Hado, Ukraine.

Type - remetallizer.

The price is about 750 rubles.

According to the description, it selectively builds up a cermet layer in the most worn-out engine areas. During testing, it reduced friction by 6.1%, wear - by 13.6%. According to the manufacturer, a correctly processed engine can drive up to 5 thousand km without oil. Remetallizing properties due to the lack of an appropriate standard have not been tested.

PTFE Manufacturer - Hi Gear Products Inc, USA.

Type - cladding additive.

Price - 245 rub.

According to the name, it contains polytetrafluoroethylene (Teflon). During testing, it reduced friction by 8.2%, wear - by 8.6%. A high (up to 20%) concentration of the product in oil aroused alertness of experts.

"Tribo." Manufacturer - Research Institute of the RTK Scientific and Production Center “Tribo”, Russia.

Type - remetallizer.

The price is about 240 rubles.

According to the description, it selectively builds up a cermet layer in the most worn-out areas of the engine. During testing, it reduced friction by 5.1%, wear - by 9.9%. Remetallizing properties due to the lack of an appropriate standard have not been tested.

RiMet. The manufacturer is VMP, Russia.

Type - remetallizer.

Price - 55 rubles.

According to the description, contains a composition of copper-tin-silver. In tests, no decrease in friction was found, and a decrease in wear was 13%. Remetallizing properties due to the lack of an appropriate standard have not been tested.

"Aspect modifier."

Manufacturer - “Aspect” JSC, Russia.

Type - friction modifier.

Price - 65 rubles.

During testing, it reduced friction by 2%, wear - by 7.4%.

"Universal modifier."

The manufacturer is Avtokoninvest, Moscow, Russia.

Type - friction modifier.