ACTA UNIVERSITATIS AGRICULTURAE ET SILVICULTURAE MENDELIANAE BRUNENSIS

SBORNÍK MENDELOV Y ZEMĚDĚLSKÉ A LESNICKÉ UNIV ERZITY V BRNĚ

Volume LVII 11 Number 4, 2009

TEMPERATURE DEPENDENT
KINEMATIC VISCOSITY OF DIFFERENT
TYPES OF ENGINE OILS

L. Severa, M. Havlíček, V. Kumbár

Received: March 16, 2009

Abstract

SEVERA, L., HAVLÍČEK, M., KUMBÁR, V.: Temperature dependent kinematic viscosity of different types of
engine oils. Acta univ. agric. et silvic. Mendel. Brun., 2009, LVII, No. 4, pp. 95–102

The objective of this study is to measure how the viscosity of engine oil changes with temperature.
Six different commercially distributed engine oils (primarily intended for motorcycle engines) of
10W–40 viscosity grade have been evaluated. Four of the oils were of synthetic type, two of semi–
synthetic type. All oils have been assumed to be Newtonian fluids, thus flow curves have not been
determined. Oils have been cooled to below zero temperatures and under controlled temperature
regulation, kinematic viscosity (mm2 / s) have been measured in the range of −5 °C and +115 °C. An-
ton Paar digital viscometer with concentric cylinders geometry has been used. In accordance with ex-
pected behavior, kinematic viscosity of all oils was decreasing with increasing temperature. Viscosity
was found to be independent on oil’s density. Temperature dependence has been modeled using se-
veral mathematical models – Vogel equation, Arrhenius equation, polynomial, and Gaussian equa-
tion. The best match between experimental and computed data has been achieved for Gaussian equa-
tion (R2 = 0.9993). Knowledge of viscosity behavior of an engine oil as a function of its temperature is
of great importance, especially when considering running efficiency and performance of combustion
engines. Proposed models can be used for description and prediction of rheological behavior of en-
gine oils.

engine oil, kinematic viscosity, modeling

Motor oil, or engine oil, is an oil used for lubrica- this standard was revised and updated many times
tion of various internal combustion engines. While it is still used today world–wide for Motor Oil ap-
the main function is to lubricate moving parts, mo- plications. Now, an oil’s viscosity is identified by its
tor oil also cleans, inhibits corrosion, improves seal- SAE’s (Society for Automotive Engineer’s) number.
ing and cools engine by carrying heat away from The thinner the oil is, lower its number, e.g. SAE 10
the moving parts. Motor oils are derived from pe- W. The numerical relates to viscosity at particular
troleum and non–petroleum synthesized chemi- temperature and the alphabet ‘W’, indicates the oil’s
cal compounds used to make syntehetic oil. Motor suitability for colder temperature. With the visco-
oil mostly consists of hydrocarbons, organic com- sity index improver, the viscosity increases at higher
pounds consisting entirely of carbon and hydrogen temperature and at lower temperature it does not in-
(Wikipedia, 2009). crease significantly, thus achieving optimum visco-
For satisfactory lubrication of the engine the oil sity at lower and higher temperature. Such oils are
should possess some functional properties of which called multigrade oils, for instance ‘20 W40’ shows
viscosity of oil is one of the most important proper- thinness at low temperature and thickness at higher
ties, as it brings out the oil’s capacity to lubricate temperature (Leugner, 2005).
(Stewart, 1977). That is why the first lubricant stan- However, there are other service classification of
dard J300 that was developed by SAE in 1911 was oil apart from viscosity, developed by API– Ame-
Viscosity Classification of Motor Oils, and although rican Petroleum Institute, which indicates ser-

95
96 L. Severa, M. Havlíček, V. Kumbár

vice characteristics. It is graded on a scale from SA tional failure ultimately results in both material and
(the lowest) to SJ (the highest) for gasoline engines, performance degradation of machine components.
it is graded on a scale from CA to CG (Spearot, 1992). Temperature extremes have a pronounced effect
Both the recommendations for viscosity and service on component materials as well as machine perfor-
classification can be found on label of the oil con- mance. When temperature is too low, fluid viscosity
tainer is high. At low temperatures, the fluid o
en reaches
Following general recommendations apply (Thi- the point where it actually congeals and will no lon-
bault, 2001): SAE viscosity grade motor oil: 5W–30; ger flow (pour point). High temperature also accele-
Temperature conditions: Below −18°C; Description: rates wear, destroys hydrodynamic lubrication re-
Provides excellent fuel economy and low tempera- gimes, increases the oxidation rate, fosters additive
ture performance in most late–model engines. Es- depletion and affects other critical aspects of the ma-
pecially recommended for new car engines. SAE chine.
viscosity grade motor oil: 10W–30; Temperature Fluid temperature also grossly affects chemical
conditions: Above −18°C; stability and particularly the oxidation rate of the ba-
Description: Most frequently recommended mo- sic elements of the oil. The primary accelerator of all
tor oil viscosity grade for most automobile engines, oxidation reactions is temperature. Like any other
including high–performance multivalve engines reaction, the oxidation rate of hydrocarbons will ap-
and turbo–charged engines. SAE viscosity grade proximately double for every 18 degrees Celsius in-
motor oil: 10W–40; Temperature conditions: Above crease in temperature. Below 60 °C, the reaction is
−18°C; comparatively slow, but the life of an oil is reduced
Description: The first multigrade introduced. 50 percent for every 15 degrees Celsius temperature
A good choice for controlling engine wear and pre- rise above 60 °C, according to the Arrhenius equa-
venting oil breakdown from oxidation. SAE visco- tion for chemical reaction rates. Hence, for high–
sity grade motor oil: 20W–50; Temperature condi- temperature applications, the oxidation stability of
tions: Above −7°C; Description: Provides maximum an oil can have great significance (Fitch, 2002).
protection for high–performance, high–RPM rac- The thermal stability of a fluid is its ability to re-
ing engines. Excellent choice for high temperature sist decomposition due to temperature alone. It es-
and heavy loads such as driving in the desert or tow- tablishes the ultimate high–temperature limit for
ing a trailer at high speeds for long periods of time. a tribological system fluid that will ensure continual
SAE viscosity grade motor oil: SAE 30 & SAE 40; unimpaired service. The most significant change in
Temperature conditions: Above 5°C & Above 16°C; fluid properties caused by thermal decomposition
Description: For cars and light trucks, where re- of organic molecules is an increase in vapor pressure
commended by manufacturers. Not recommended caused by the shearing of molecules into smaller,
when cold–temperature starting is required. more volatile fragments.
Adding anything foreign to the oil can change This study considered the effects of variations in
its viscosity. Some types of a
er–market oil addi- lubricant viscosity under different temperatures.
tives cause a quite high viscosity at operating tem- Such knowledge is critical for description of pro-
perature. While an additive might improve bear- cesses running in the combustion engines. Quanti-
ing wear, it can o
en cause poorer upper–end wear. fication of variations in oil’s viscosity during the en-
Other changes to viscosity can result from contami- gine cycle are useful for description of ring–pack
nation of the oil. Moisture and fuel can both cause friction and wear.
the viscosity to increase or decrease, depending on The influence of viscosity on ring/liner friction
the contaminant and how long it has been present in stems from a trade–off between hydrodynamic and
the oil. Antifreeze o
en increases an oil’s viscosity. boundary effects – increased viscosity causes an in-
Exposure to excessive heat (leaving the oil in use too crease in shear losses but a decrease in asperity con-
long, engine overheating) can also increase viscosity tact, and vice versa. Because other factors, such as
(Khonsari, 2007). piston speed, are changing throughout the engine
There are several different methods for measuring cycle, the “ideal” viscosity that provides the lowest
oil’s viscosity. Except traditional methods (such us friction is also changing (Takata and Wonk, 2006).
capillary, falling ball, rotary etc) – in detail described
in Spearot (1989), Dawson (2000), or Troyer (2002),
MATERIAL AND METHODS
there are new approaches described eg. in ASTM
Standard (2005), Anonymous (2006), or Albertson
et al. (2008). Engine oils
Fluid temperature stability is essential to the suc- Six different commercially available motorcycle
cess of mechanical systems. All lubricating fluids engine oils were used. Four oils were of synthetic
have practical limits on the acceptable operat- type, two were of semi–synthetic type. The oil sam-
ing temperature range – both high and low levels. ples were purchased in local distribution network.
The machine loses stability and experiences condi- The description of the oils is given in Table I.
tional failure whenever the system’s fluid tempera- Prior to viscosity measurement, the oils were
ture violates these limits. If le
unabated, the condi- cooled to below zero temperatures. Since the oils
are supposed to be Newtonian liquids (Noria,
 Temperature dependent kinematic viscosity of different types of engine oils 97

I: Basic description of tested oils

Assigned
Oil type Mark/Manufacturer Viscosity Grade Country of origin
No.
1 Synthetic Moto 4T Off Road / Repsol 10W–40 Spain
2 Synthetic Motex 4T–X / Chevron 10W–40 Belgium
3 Synthetic Silkolene Comp 4 / Fuchs 10W–40 UK
4 Synthetic 5100 Ester 4T / Motul 10W–40 France
5 Semi–synthetic Power 1 GPS / Castrol 10W–40 EU
6 Semi–synthetic DuraBlend 4T / Valvoline 10W–40 Netherlands

2008), no pre–treatment or pre–shear was neces- namic or kinematic viscosity (η, ν), shear stress (τ),
sary. Although oils were assumed to be Newtonian, and shear rate (). The DV–3 P is a rotational viscome-
it is known that in the case of additives supplement, ter, based on measuring the torque of a spindle ro-
a side effect of such additives is to cause shear thin- tating in the sample at a given speed. Shear stress is
ning – the oil viscosity becomes dependent on its expressed in [g/(cm.s2)], shear rate in [s-1], kinematic
shear rate, where high shear rates cause the oil vis- viscosity in [mm2 / s], and speed of spindle in revolu-
cosity to be reduced (Takata and Wong, 2006). Ob- tions per minute [rpm]. The experiments have been
viously there are differences between new and used performed with use of R3 spindle. Due to the pa-
engine oil. All tested samples were new (unused) rallel cylinder geometry shear stress, except other
oils. Measuring of kinematic viscosity of used oils is values, can be determined. Kinematic Viscosity is
described in Maggi (2006). the ratio of absolute or dynamic viscosity to density
– a quantity in which no force is involved. Kinematic
Viscosity measurement viscosity can be obtained by dividing the absolute
The procedure of sample preparation for viscosity viscosity of a fluid with it’s mass density
measurements corresponded to a typical sampling ν = η/ρ,
procedure. The adequate volume (250 ml) of oil was where
put into the apparatus cuvette without previous ν = kinematic viscosity
heavy mixing or any other kind of preparation. η = absolute or dynamic viscosity
There are several methods to measure kinematic ρ = density.
viscosity of fluid or semi fluid materials and diffe-
In the SI–system the theoretical unit is m2/s or
rent geometries may be utilized: concentric cylin-
commonly used Stoke (St). Schematic of the mea-
ders, cone and plate, and parallel plates. Presented
suring geometry is shown in Fig. 1.
data have been obtained from measurements per-
The viscosity data were obtained for temperature
formed on laboratory digital viscometer Anton Paar
range −5 and +115°C.
DV–3 P (Austria), which is designed to measure dy-

1: Schematic of the measuring geometry

98 L. Severa, M. Havlíček, V. Kumbár

Mathematical models II: Kinematic viscosity at reference temperature 40 °C

Mathematical models have been created with Oil No. 1 2 3 4 5 6
use of so
ware MATLAB® v. 7.1.0.246(R14) Service ν (mm / s)
2
116 127 142 120 104 116
Pack 3, Curve fitting application (The MathWorks,
ρ (kg/m3) 830 834 852 839 840 860
Inc., USA). The suitability of the fitted models was
evaluated by the determination coefficient (R2) and
the significance level (p < 0.05). Decrease of oil viscosity with increasing tempe-
rature was expected and corresponds with conclu-
RESULTS AND DISCUSSION sions reported in literature (Guo et al., 2007; Mann,
2007). It is obvious that dependence is far to be li-
Kinematic viscosity as a function of temperature near. The reason can be explained as an effect of
of 6 different synthetic and semi–synthetic oils have chemical processes proceeding in the oil.
been considered. Figure 2 shows the overview of ex- Influence of temperature on oil kinematic vis-
perimental data of viscosity–temperature depen- cosity can be modeled. Modeling provides a means
dence. Fig. 3 shows the values of kinematic viscosity of representing a certain quantity of rheological
as a function of density and temperature. It is ob- data in terms of a simple mathematical expression.
vious that density is not the ruling or determinative Many forms of the equations are possible and one
factor influencing viscosity. This effect can be ex- master model, suitable for all situations, does not
plained by partially different chemical composition exist (Steffe, 1996). The temperature–dependence
of individual oils. The viscosity of oil is highly tem- of the viscosity can be modeled e.g. with the Vogel
perature dependent and for either dynamic or kine- equation:
matic viscosity to be meaningful, the reference tem- ⎛ T1 ⎞
perature must be quoted. In ISO 8217 the reference ν = z·e⎜⎝ ⎯⎯⎯ ⎟
T + T ⎠,
2

temperature for a residual fluid is 100 °C. For a dis-

tillate fluid the reference temperature is 40 °C. Table where ν is the kinematic viscosity of the lubricant, z is
II lists the values of kinematic viscosity at reference an oil “thickness” parameter, T1 is an overall tempe-
temperature of 40 °C and oils density. rature–viscosity dependence parameter, T2 is a lower
bound parameter that is related to the glass transition
temperature of the lubricant, and T is the lubricant
temperature. Increasing T1 increases the change in
viscosity for a given temperature change, while in-
creasing T2 has the opposite effect. For a small T1 or

2: Temperature dependent viscosity of 6 tested oils

 Temperature dependent kinematic viscosity of different types of engine oils 99

3: Kinematic viscosity as a function of density and temperature

large T2, the viscosity can become virtually indepen- 0.9993 ± 0.003 was gained in the case of Gaussian fit
dent of temperature (Takata and Wonk, 2006). Use and following formula:
of this approach yields in R2 = 0.92 ± 0.04 of match
a1*exp(−((x-b1)/c1)^2) + ... + a4*exp(−((x-b4)/c4)^2.
between experimental and tested data (for all tested
oils). Example of polynomial and Gaussian fit for oil
The influence of temperature on the viscosity of No. 3 is given in Fig. 4. Prediction bounds are also in-
Newtonian fluids (including engine oils) can be also cluded.
expressed in terms of an Arrhenius type equation The similar mathematical relationships have been
involving the absolute temperature (T), the univer- used by many researchers (e.g. Marcotte et al., 2001;
sal gas constant (R), and the energy of activation for Tavares et al., 2007) to describe the temperature de-
viscosity (Ea): pendency of rheological parameters of different ma-
⎛ Ea ⎞ terials. Tendency of viscosity decrease with increas-
ν = f(T) = Aexp ⎜ ⎯⎯ ⎟. ing temperature was analogical in above mentioned
⎝ RT ⎠ works and presented study.
Ea and A are determined from experimental data. It can be concluded that knowledge of viscosity
Higher Ea values indicate a more rapid change in vis- behavior of an engine oil as a function of its tem-
cosity with temperature. Considering an unknown perature is of great importance, especially when
viscosity (ν) at any temperature (T) and a reference considering running efficiency and performance of
viscosity (νr) at a reference temperature (Tr), the con- combustion engines. Viscosity influences the oil’s
stant (A) may be eliminated and the resulting equa- ability to flow which in–turn influences the motivat-
tion written in logarithmic form: ing force, or pressure, required to push the oil suffi-
ciently to develop the necessary flow. The rate of oil
⎛ ν ⎞ ⎛E ⎞ ⎛1 1⎞
ln ⎜ ⎯ ⎟ = ⎜ ⎯a ⎟ − ⎜ ⎯ − ⎯ ⎟ . flow is important to the life of an engine. Previously,
⎝ νr ⎠ ⎝ R ⎠ ⎝ T Tr ⎠ engine oil viscosity was of interest only to provide
Such or similar approach has been used for de- good hydrodynamic lubrication of load–bearing
scription of temperature dependent viscosity of surfaces and to assure adequate flow throughout
Newtonian fluids by many authors (Friso and Bol- the engine. With recent advancements in engine
cato, 2004; Hlaváč, 2007; Severa and Los, 2008). Use controls that use engine oil for precise timing, oil
of this approach yields in R2 = 0.96 ± 0.08 of match viscosity has become increasingly important (Al-
between experimental and tested data (for all tested bertson et al., 2008). Such advancements include
oils). cam phasing, active fuel management, and two–step
Very good match between experimental and com- valve actuation. These are all positive displacement
puted values can be obtained using Gaussian or devices that require an oil flow source to develop
polynomial model. Satisfying result of R2 = 0.993 ± sufficient pressure which provides hydraulic actua-
0.007 (for all tested oils) was achieved with polyno- tion of components within an engine. Thus, their
mial fit of 6th degree. Even better match with R2 = function can be sensitive to the viscosity characteris-
tics of the oil.
100 L. Severa, M. Havlíček, V. Kumbár

4: Experimental data and mathematical models for oil No. 3

SUMMARY
Motor oil lubricates, cleans, inhibits corrosion, improves sealing and cools engine by carrying heat
away from the moving parts. This study is primarily focused on quantification of how the viscosity
of motor oil changes with temperature. Six different commercially distributed engine oils were used:
Moto 4T Off Road / Repsol, Motex 4T–X / Chevron, Silkolene Comp 4 / Fuchs, 5100 Ester 4T / Motul,
Power 1 GPS / Castrol, and DuraBlend 4T / Valvoline. The oils used are primarily intended for motor-
cycle engines and belong to same viscosity grade (10W–40). The first four aforementioned oils were
synthetic, two last were semi–synthetic. The flow curves have not been constructed since the fluid
was (according to literature results and own measurements) considered to be Newtonian. Due to this
fact, no special pretreatment, such as pre–shear, of specimens was necessary. Oils have been cooled to
below zero temperatures and under controlled temperature regulation, kinematic viscosity (mm2 / s)
have been measured in the range of −5 °C and +115 °C. In accordance with expected behavior, ki-
nematic viscosity of all oils was decreasing with increasing temperature. Since the viscosity of oil is
highly temperature dependent and for kinematic viscosity value to be meaningful, the reference tem-
perature (in accordance with ISO 8217) was chosen as 40 °C. Viscosity value at this reference tempe-
rature changed from 104 to 146 mm2 / s. Viscosity was found to be independent on oil’s density. Seve-
ral mathematical models have been used for modeling of oils’ temperature dependence. Following
matches between experimental computed values have been achieved: R2 = 0.92 for Vogel equation,
R2 = 0.96 for Arrhenius equation, R2 = 0.993 for polynomial fit of 6th degree, and R2 = 0.9993 for Gaus-
sian equation. Description of viscosity behavior of an engine oil as a function of its temperature is of
great importance, especially when considering running efficiency and performance of combustion
engines. Proposed models can be used for description and prediction of rheological behavior of en-
gine oils.

SOUHRN
Teplotní závislost kinematické viskozity různých druhů motorových olejů
Motorové oleje slouží k mazání a čištění spalovacích motorů. Dále chrání motory před korozí, zdo-
konalují těsnění a odvádějí teplo od jednotlivých částí a prvků motoru. Tato práce je primárně za-
měřena na kvantifikaci vlivu teploty na kinematickou viskozitu motorových olejů. Sledováno bylo
šest komerčně distribuovaných olejů různých výrobců: Moto 4T Off Road / Repsol, Motex 4T–X /
Chevron, Silkolene Comp 4 / Fuchs, 5100 Ester 4T / Motul, Power 1 GPS / Castrol a DuraBlend 4T /
Valvoline. Použité oleje jsou určeny především pro motocyklové motory a patří do stejné viskozitní
třídy 10W–40. Čtyři oleje jsou syntetické, dva polosyntetické. Tokové křivky sestavovány nebyly, pro-
tože (v souladu s literaturou a vlastním měřením) byly oleje považovány za Newtonovskou kapalinu.
 Temperature dependent kinematic viscosity of different types of engine oils 101

Vzhledem k této skutečnosti nebylo třeba provádět žádné speciální úpravy vzorků před začátkem
měření (např. zatěžování definovanou rychlostí deformace po definovanou dobu, odstávání vzorků
apod.). Oleje byly zchlazeny na teploty pod 0 °C a dále u nich byla v řízených teplotních podmínkách
stanovena kinematická viskozita (mm2 / s) v rozsahu teplot −5 °C až +115 °C. V souladu s očekáváním
u všech olejů hodnota kinematické viskozity klesala se zvyšující se teplotou. Vzhledem k tomu, že je
viskozita motorového oleje výrazně teplotně závislá a za účelem objektivizace jejího vyjádření, byla
v souladu s normou ISO 8217 stanovena referenční teplota 40 °C. Hodnoty viskozit testovaných olejů
se při této referenční teplotě pohybovaly od 104 do 146 mm2 / s. Bylo zjištěno, že viskozita různých
olejů přímo nekoreluje s jejich hustotou. Teplotní závislost olejů byla modelována pomocí několika
matematických modelů. Mezi naměřenými a vypočtenými hodnotami byly zjištěny následující kore-
lace: R2 = 0,92 pro Vogelův vztah, R2 = 0,96 pro Arrhéniův vztah, R2 = 0,993 pro polynom šestého stupně
a R2 = 0,9993 pro Gaussův vztah. Popis a znalost teplotní závislosti kinematické viskozity motorových
olejů jsou velmi významné, a to zvláště při hodnocení provozní účinnosti spalovacích motorů. Navr-
žené modely mohou být použity pro popis a predikci tokového chování motorových olejů.

motorový olej, kinematická viskozita, modelování

The work has been supported by research and development project EU COST 356 “Agricultural trans-
portation and its environmental effects” and research plan No. MSM6215648905 “Biological and
technological aspects of the sustainability of controlled ecosystems and their adaptability to climate
change” financed by the Ministry of Education, Youth and Sports of the Czech Republic.

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Address
doc. Ing. Libor Severa, Ph.D., doc. Ing. Miroslav Havlíček, CSc., Bc. Vojtěch Kumbár, Ústav techniky a auto-
mobilové dopravy, Mendelova zemědělská a lesnická univerzita v Brně, Zemědělská 1, 613 00 Brno, Česká
republika, e-mail: severa@mendelu.cz