Oils Ain't Oils
Naphthennic Oils and Parafinic Oils.
It is not common knowledge, even among mechanics, that there are two types of mineral oils. Naphthennic Oils and Parafinic Oils.
Naphthennic Oil – Burns easily, having a flash point of around 160deg.C. and emulsifies in water or steam. This type of oil evaporates and will retreat from metal bearing surface areas when subjected to heat. This can lead to equipment breakdowns. Most equipment breakdowns are caused, because Naphthennic Oil will “shear” easily, allowing metal surfaces to come into direct contact with each other and bind together. Oils will shear when the oil molecules break down under stresses such as excessive heat. Naphthennic Oil contributes to creating excessive heat and hastens engine wear. Parafinic Oils on the other hand, have a long chain molecular structure. Unlike Naphthennic Oil, when the molecular “chain” in Parafinic Oil breaks, it simply forms into smaller chains and so tends to maintain its lubrication.
Naphthennic Oil is relatively cheap to produce and is in plentiful supply World Wide, so this type of oil accounts for around 98% of the oils on the market. By-products of Naphthennic oils include tar. CFC’s, bitumen, acetone, carbonundum, butane, hydrocarbons and plastics.
Imagine what is happening inside your motor with “nasties” like those just described in your common oils. Carborundum is what is placed on emery paper as the rough base for the cutting compound. Over time, tar residues from the combustion process gums up the piston rings, which prevent the rings from expanding to follow the taper of worn cylinder barrels. It is little wonder then, that engines wear out ahead of time, with the carborundum contributing to “Cylinder Taper”, and tar, bitumen, and plastics binding the piston rings into the piston grooves preventing the piston rings from working efficiently.
Parafinic Oil – Is mainly used in Cosmetics, the manufacture of high grade plastics, and it is also useda as a major source of Additives to fortify ordinary Naphthennic engine oils. Parafinic Oils are hard to burn, having a flash point of around 360deg. C. As has been explained already, Parafinic Oils greatly resist shearing, and will not mix with water. Neither will Parafinic Oils emulsify or breakdown with either extreme heat or extreme cold. Parafinic Oils will not carbonize and they do not contain any waxy solids.
Additivies – The modern vehicle engine is often a highly sophisticated piece of machinery. The lubrication in these motors is all too often stretched to the limit, placing enormous stresses on the engine’s oils. Only high quality oils with sufficient additives can withstand these stresses for any length of time. Many oils on the market today only have a lifespan of about 2000 to 3000 klms. A cheap base stock of Naphthennic oil with a minimum quantity of cheap additives simply cannot last. The additives that have been put into the oil are either depleted or they get used up, and the oil breaks down with the heat and condensation. Carbon and sludge start forming, and it is only a matter of time before you have a noisy, worn out, smoky engine.
Bi-Tron – is not an additive –it is a superior metal treatment. Bi-Tron does not contain any plastics, PTFE’s, resins, Teflon’s or heavy metals. It simply a 30W oil that has been changed at the Molecular Level so that it is attracted to heat and to metals, unlike ordinary oils which are repelled by heat from heated metal. Bi-Tron has an extremely strong resistance to oil shear – stronger even than Parafinic Oils. When you add Bi-Tron to your motor, you will be doing your part toward creating a cleaner environment, because there are many things that Bi-Tron will do, while it is working in your motor vehicle that ordinary oils cannot. Bi-Tron will remove carbon, tar and bitumous deposits from your piston rings, freeing the rings within the ring grooves so that they can do the job that they were created to do – that is, help maintain peak compressions and prevent oil from the sump by- passing the piston and entering into the combustion chamber. Bi-Tron will also maintain maximum lubrication on all metal engine parts preventing damaging “dry starts” and protecting the motor from an expensive seizure in the accidental oil and/ or coolant loss.
IMPORTANT INFORMATION ABOUT ENGINE OIL ADDITIVIVES: Probably, the most important, yet least understood ingredient of most modern engine oils, are the additives that are included in the oil itself. Most oil additives fall into one or two main categories. One category of detergent type additive contain phosphorus, sulphur or chlorine derivatives and the other contains proportions of heavy oil.
Motor oils are only as good as the ingredients that go into their make-up. Many engine oils today use inferior quality additives or minimal amounts of costly additives to ensure their product is competitive with other engine oils. These low cost/low performance additives cause the oil to deteriorate the moment they are called upon to operate in an engine.
Most engine oil additives use metal soaps to impart detergency to the oil, and to break up oil oxidation by-products, which form and acidic by-product, which in turn corrodes the engine parts. Corrosion of engine parts is caused by the acids formed during the process of oil oxidation and hydrocarbon combustion.
ORDINARY OIL ADDITIVES: At present the major oil companies market their engine additives in a multiude of ways, but all of them fall into one of the following categories. Their marketing people make up scientific sounding terms to describe what are basically detergent-type additives or heavy oils additives. The first group containing phosphorous, sulphur or chlorine derivatives are detergents. These are successful up to a point. They do keep the crankcase free of gumming and carbon deposits by their detergent action, and thus improve engine performance to a degree. Unfortunately, they also form highly corrosive elements that in turn attack the internal engine metal parts, contributing to premature failure of pistons, valves and rings due to on-going acid formation.
The second group of engine oils additives are nothing more that the addition of a heavier grade of higher viscosity oil, which is included in the belief that a “heavy oil is a good thing”. However, no scientific proof exists to substantiates such an unscientific second guess.
In stop/start engine operations, the detergents in the ordinary engine oils do not do a very good job of dispersing the oxidation by-products in the oil (these by-products are part of the wear characteristics). These tend to accumulate and ultimately form a sticky residue that tends to be heat lacquer to form a varnish coating on engine parts. This action in turn causes engine hotspots and gradually leads to engine failure due to localized overheating.
In normal engine, a chemical reaction occurs when petroleum lubricating oils are exposed to oxygen-bearing materials such as air and water. This oxidation is accelerated by an increase in temperature, aeration and the presence catalytic metal. A by-product known as hydroperoxide is produced by the combination of oxygen and hydrocarbons (ie petroleum products). These form a chain reaction which, ultimately produces sludge, gum, varnish, lacquer, carbon deposits and acidic compounds.
BI-TRON THE ANSWER TO ALL THESE PROBLEMS: Bi-tron is unique in that it does not fall into either of the above categories. Bi-tron is a completely new and advanced metal treatment that is superior to all existing oil additives.
There is a great amount of frictional drag in every piece of machinery. Bi-tron reduces the frictional drag by providing better lubrication. Since 95% of all equipment operating costs are for fuel, a great saving results, when Bi-tron is used, since more power results, from burning the same amount of fuel. Bi-tron employs a non-metal, ashless, unique 100% pure petroleum-based metal treatment that is compatible with all motor oils, including synthetics. Bi-tron is non-corrosive, contains NO plastic particles, Teflon resins, molybdenum disulphide or lead.
This metal free treatment is also effective in maintaining cleanliness in the piston ring zone thereby eliminating ring and value sticking problems. The “free ring action” and proper piston ring operation at all times ensures lower oil consumption and virtually eliminates combustion stroke blow-by, thereby giving maximum engine and component life.
The fact is Bi-tron is a superior treatment means that Bi-tron’s engine oil formulation improves cold start engine protection of the parent oil. At the same time, Bi-tron keeps the parent oil from thinning out when the engine temperature rises to the proper operating range. What this means to the user is that there is a lot less initial start wear on cold engine parts and better lubrication when the engine reaches its normal operating temperature.
Bi-tron provides a protective film of lubrication that displays a positive affinity to metal and thereby coats all metal parts coming into contact with engine oil to protect the metal from acid action. Bi-tron forms an oily film over metal that gives super wettability (or oiliness) to the engine parts, reducing frictional drag by over 95% and therefore lessens the initial starting torque required in stop and go city driving.
This results in improved engine fuel consumption and greatly reduced internal engine wear. And unlike ordinary oils, the hotter the metal gets the more the Bi-tron is attracted to it.
Take the piston rings of an internal combustion engine as an example. The rings and valves of an engine are just like the heart and lungs of a human. Free ring action must be maintained at all times for the engine to function efficiently. A longer life between overhauls results, if engine rings are kept in good working order.
Pistons cannot be fitted close enough in an engine cylinder to prevent blow-by. The piston rings must perform this function – and they cannot do their job properly if they are not free. The top ring (fire ring) is in contact with the combustion chamber fire and so it serves as a compression ring and a fire ring. The next ring down is the compression ring and it has the big job of preventing blow-by. The oil control ring is the lower ring and it has to keep oil from reaching the combustion chamber. When fuel scum scrapped from the engine cylinder wall along with the tar residues from partly burnt fuel and oil collects on the top ring, trouble starts.
As layer upon layer of this “goop” accumulates on the top ring and fills the space between the groove and the rings, it interferes with the free movement of the piston rings. As residue builds up, the pressure of combustion and compression forces the “goop” around the ring and into the ring groove and causes the rings to become embedded in the gum.
Once the top ring sticks, the problem multiplies in a vicious cycle and soon all the piston rings are stuck. Stuck rings cause an increase in operational costs and soon a complete expensive overhaul becomes necessary. Overhauls become the only option because the stuck rings allow blow-by with a resulting loss of power. Ultimately the piston rings become subjected to extreme stresses and eventually break, causing major damage to the pistons and also the cylinder walls.
Every mechanic knows that engine cylinders wear more at the top of the barrel than they do at the bottom. This condition is known as cylinder wall taper. When a piston moves upwards, the rings expand and maintain their contact with the (slightly) tapered cylinder walls. Piston rings that are stuck fast within their grooves cannot expand, and therefore this permits crank case oil to flow into the combustion chamber where it adds to the deposits and residues as it burns. Simultaneously raw fuel (unburnt) escapes past the rings where it contaminates crank case oil and destroys lubricity, causing even more wear on the bottom end of the engine.
When one considers the tremendously high speed that pistons must move from the bottom of the cylinder barrel to the top of the cylinder (only a fraction of a second), it becomes obvious how the piston rings must adjust quickly, which cannot happen if Bi-tron is not being used and rings have become “gummed” into the piston ring grooves.
All fuels are combinations of hydrocarbons and oxygen. With combustion, the oxygen combines with hydrogen and forms water (H2O). Water is actually formed at the same rate as fuel is burned. So for every 10 litres of fuel consumed, 10 litres of water is formed.
When cylinder head reaches 200 deg. F, the water is eliminated as water vapor. In short runs and in any start up where the cylinder does not reach 200 deg. F, a certain amount of the water is retained and does not become expelled from the motor.
This water forms the basis for acids, which corrodes working parts. Gasoline, which contains 1% sulphur for sulphur oxides at the rate 1 kilogram for every 60 litres of fuel burned. If any of this sulphur gets into the crankcase or behind the piston rings or on the piston walls, the engine cylinders begin to rapidly wear out. Bi-tron is truly a brilliant preventative maintenance product. Bi-tron helps to prevent engine failure before they actually happen. Using Bi-tron is just like maintaining a swimming pool – if you do not use the right ingredients you will have algae and other problems with the water in the pool. You must use preventative maintenance in all machinery and vehicles and Bi-tron is the greatest engine and machinery preventative maintenance tool yet invented.
SO HOW DOES BI-TRON WORK: If you can imagine that everything that is mined from the earth is negatively charged, you will begin to appreciate the problems that have faced automotive engineers and mechanics for years. The metal that forms engine & machinery parts are mined from the earth, as is the oil used to lubricate those machinery [arts.
Q. What happens when you place two negatives in close proximity to each other? A. They push each other away! And the hotter the machinery and bearing metal gets, (ie with friction), and the hotter the oil gets, (ie. With use), the