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Two 10W30 mineral‐base phosphorus containing (commercial) and phosphorus‐free (P‐Free) crankcase oils were tested in the engine dynamometer for the poisoning effects on a catalytic converter and emission‐engine’s performance. The emission results of the two oils were compared with and without a catalytic converter, including the light‐off temperature of the catalyst. Surface characterisation was used to determine accumulated catalyst poisoning from the oil additives. The performance analysis shows that the catalytic converter lowers the torque and power for the commercial and P‐Free oils, whereas the specific fuel consumption increases for both oils in the presence of the catalytic converter. In both cases of the presence and the absence of catalytic converter the torque, power and specific fuel consumption remain the same for phosphorus containing and P‐Free oils. The presence of the catalytic converter shows lower HC and CO and higher CO₂ emissions for both P‐Free and commercial oils. Surface characterisation using x‐ray microanalysis techniques of Scanning Electron Microscopy and indicated residual amounts of poisons, predominantly P, Ca, S and Zn deposited on the catalyst.

Two 5W‐30 synthetic‐base phosphorus containing (commercial) and phosphorus‐free (P‐free) crankcase oils were tested for engine performance characteristics, engine emissions and poisoning effects of oil additives on a three‐way catalytic converter using engine dynamometer. The emission data of the two oils taken during engine operation were compared in the absence and presence of the catalytic converter. Surface characterization was used to determine the poisoning catalyst effect accumulated from the oil additives in the ceramic washcoat. Oil analyses were also used to examine the condition of the lubricant occurred during engine performance testing operation. The experimental engine performance tests indicated that the catalytic converter diminished the torque and power for the commercial and P‐free oils, whereas the specific fuel consumption increased for both oils in the presence of the catalytic converter.

Commercial oil fortifier was added to fully‐formulated crankcase oils, and their performance, in terms of friction, wear and, most importantly, the role of the additive protective layer on the sliding surfaces, was investigated. Tests were performed on a pin‐on‐disc machine using steel and steel sliding partners under boundary lubrication conditions. Tests were carried out at a constant load and velocity at different temperatures with different lubricants and the results were achieved using analytical methods such as light microscopy, electron microscopy and X‐ray diffraction. Related to the experimental work, lubricants and the lubricants containing oil fortifier presented satisfactory protective additive layers which were identified on the wear track at high and low temperatures.

The article by Mr. Brian J. Vaughan in the January issue of Scientific Lubrication, dealing with the chemical and theoretical qualities necessary in refrigerator oils, was of great interest to users of refrigerating machines, and these notes are submitted as a practical supplement to Mr. Vaughan's paper.

IN an article published in the February issue of AIRCRAFT ENGINEERING the writers discussed the influence upon lubrication of various physical and chemical characteristics of lubricants, practicable and otherwise.

This paper attempts to show that unsatisfactory engine life is not necessarily connected with the quality of the lubricating oil and that many of the faults often attributed to the lubricant are, in fact, controlled by incorrect engine design, excessive operating conditions or poor maintenance. Better results can be usually be obtained by the use of additive treated oils.

KOHLER of Wisconsin, U.S.A., has doubled the number of models in its engine line from eight to sixteen. The five new cast iron vertical shaft engines are in the lower horsepower range—4, 5, 6, 7 and 8. The three new horizontal shaft engines —4, 5 and 14 h.p., are four‐cycle, air‐cooled, cast iron engines of large bore, short stroke design. The major difference between the horizontal and vertical crankshaft engines is in the lubricating system. While the horizontal engines have “splash” systems, two different types of positive lubrication systems are used on the vertical shaft models. The system eliminates the need for a conventional oil pump. The KV101 engine is illustrated in Fig. 1 and a cutaway diagram in Fig. 2.

The MAIN PURPOSE OF THIS INVESTIGATION was to examine and compare new and regenerated crankcase oils.

The discusssion was opened by Mr. A. T. Wilford (London Transport Executive) who referred first to Mr. Towle's statement “but the evidence is not vet sufficient to indicate whether heavy duty oil would show up better than those of the premium type in every day automobile use” and asked for the author's definition of “everyday automobile use”. London Transport had been carrying out large‐scale service tests with heavy duty type oils and the author's statement led him to wonder if they should not have tried premium oils before concentrating on the heavy duty oils.

THE Mercedes‐Benz Model DB‐601A aero‐engine is a development of the Daimler‐Benz Aktiengesellschaft of Stuttgart, Germany, a firm which lias been engaged in the manufacture of automotive and aero‐engines for over fifty years. During the first World War the Daimler Motorcn Gesellschaft of Stuttgart produced the famous Mercedes aero‐engines iii three 6‐cylindcr types with ratings of 160 horse‐power, 180 horse‐power, and 260 horse‐power. Equally renowned were the 160 horse‐power and 230 horse‐power 6‐cylindcr aero‐engines built by Benz and Company in Mannheim. After the war, and as a result of the economic and financial crisis which brought almost complete stagnation to the automotive industry in Germany during the early twenties, these two companies were practically forced to combine their activities in order to survive. Accordingly in 1926 a merger was consummated between the Daimler and Benz organizations. Thus came into being the firm of Daimler‐Benz A.G. and their product, the Mercedes‐Benz line of automotive vehicles and aircraft power plants.