Tag Archive | "Lubricants"

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PROMO: TOTAL LUBRIFIANTS REVEALS NEW CAN DESIGNS


PROMOTIONAL CONTENT SUPPLIED BY TOTAL UK 

 

New colours, new labels and a more ergonomic design: that’s what you’ll find on the new can that Total Lubrifiants* has unveiled for its entire range of TOTAL and ELF lubricants.

In addition to these design developments, Total Lubrifiants contributes to the Group’s ambition to become the major in responsible energy. In particular, a reduction in the weight of cans will prevent the emission of 9,500 tons of CO2 equivalent* each year owing to raw materials savings.

A can at the forefront of innovation

The new TOTAL and ELF cans are a major step forward! They’re more practical and easier to read, with an attention to detail that aids consumers by showcasing the product’s premium quality. 

Who hasn’t found himself looking at a row of motor oils on the shelf, unsure of which product to choose? With the new TOTAL cans, consumers can identify the product they need at a glance, thanks to the color coding: Platinum for top-tier, Silver for mid-tier and Bronze for entry range products. Buyers can then zoom in on the product they need by checking the new label, which is much clearer and easier to read.

A unique label designed to look like a dashboard

The essential product information curves around the brand name, similar to a car dashboard, displaying the viscosity, manufacturer approvals and a QR code that can be used to confirm the product’s authenticity in a flash. It’s a label unlike any other and a radical advance in relaying information about the lubricants.

Better ergonomics for an enhanced customer experience

The new can offers a new design with a more ergonomic handle that makes it easier to grasp and carry. The cap has been functionally redesigned as well, to make it easier to fill the oil sump when replacing or topping up.

“We have always offered products that are very simple for customers to decipher,” says Jean Parizot, Vice President Automotive at Total Lubrifiants. “But today’s shoppers need different information about products and how to use them, so we decided to redesign our cans by giving them a new shape, color and label. The challenge was to maintain a distinctive design so consumers find it even easier to identify our TOTAL and ELF products. I think we achieved our goal, and the results are on a par with our lubricant’s performance — in other words, excellent!”

The new TOTAL and ELF cans will be rolled out gradually in every market where the brands are available beginning in January 2020.

*Total Lubrifiants is the company that sells TOTAL lubricants.

*calculated on the basis of volumes and ADEME CO2 conversion factor.

 

About Total UK Limited

Total UK Limited is the UK Marketing & Services operation for the Total Group. The division manufactures and sells lubricants, bitumen products and petroleum-based solvents into the transport, building and manufacturing sectors.

Total UK is also one of the country’s leading suppliers of aviation fuels, supplying London’s Heathrow, Gatwick and Stansted airports, as well as many smaller airfields around the country.

In November 2019, Total entered into an agreement with Harvest Energy, a member of the Prax Group, to allow Harvest Energy to develop its network of service stations with the support and expertise of Total and to secure its fuel supply. The first TOTAL service station opened in December 2019 in Thirsk (North Yorkshire, England). Further deployment will continue in 2020. The TOTAL outlets offer the public and business customers the company’s full line-up of fuels and lubricants, as well as a broad range of products and services, including EV charge points.

https://www.total.co.uk

 

 

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LUBRICATION THAT CAN DAMAGE OIL SEALS

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LUBRICATION THAT CAN DAMAGE OIL SEALS


PROMOTIONAL STORY ON BEHALF OF CORTECO

Today’s cars are becoming increasingly powerful but are still retaining the convenient size which fits with the chaotic world we live in. With cars becoming more demanding, the engines have to do more while trying to meet efficiency targets, this is helped by the engine oil that we put in to keep the car ticking over. However, although this oil is beneficial for many parts within the engine it also causes a lot of harm to components such as oil seals.

Oil additives are chemical components that improve the lubricating performance of the base oil. These additives are vital for the proper lubrication and prolonged use of engine oil in modern combustion engines. Without many of these the oil would become contaminated, breakdown, leak out or not properly protect the engine parts at all operating temperatures. Some of the most important additives include those used for viscosity and lubricity, contaminant control, for the control of chemical breakdown and for seal conditioning. The viscosity of oil also changes with temperature, becoming more viscous when cold and less viscous when hot. So the viscosity of the oil can be affected both by the weather and how hot your engine is.

Although the additives in the oil are extremely beneficial for most engine components, the additives being used today have an adverse effect on oil seals, often causing them to wear or leak causing early repairs being done to fix the problem. One way a seal can fail from oil additives is due to chemical compatibility, this is an issue that arises when changes are made to the formula of lubricants. Sometimes even though the base fluid remains the same an additive causes the seal to fail. However, the effect is not always predictable as the seal may wear out faster than expected or simply not perform as it should.

Alternatively the seal material can break down when it encounters a corrosive fluid. This will occur when the improper seal material is chosen for an application. The use of non-compatible materials can lead to chemical attack by oil additives, hydrolysis, and/or oxidation of seal elements. This will result in the loss of the seal lip interface, softening of the seal durometer, swelling, and/or shrinkage of the seal. Discolouration of the seal is an indicator of chemical erosion.

To avoid the seal from wearing early or not performing as expected then certain things need to be looked at. The fluid pressure range needs to be checked, this includes not just the operating range of the fluid system pressure, but also the severity and frequency of the system pressure peaks.

Another crucial factor is the temperature range as this will be effected by the additives within engine oil and can also be effected by the engine temperature and even the weather. The resting and operating temperature range of the fluid and the cylinder assembly are important with seal selection.

The fluid type due to the fluid media and viscosity are important for seal efficiency and effectiveness. Getting this right will ensure the long life of an oil seal as well as reduce the need for early repairs.

The size of the seal will determine the size of the cylinder. This includes the rod and bore dimension, seal groove dimensions, gaps, cylinders overall length, surface finish specifications and the stroke length. How the cylinder is used will impact how long it can last under certain operating conditions. This includes cylinder installation, environmental factors, and exposure to harsh conditions.

With oil additives being added to engine oil it is becoming ever more crucial to ensure the right seal is chosen not just for the application but for operating conditions and to work well alongside the additives.

Corteco offers a range of more than 7,000 gaskets and over 6,500 different shaft seals Simmering® and valve stem seals in OEM quality for a wide range of vehicle applications to ensure you can get the right seal for the job.

For more information on Corteco’s range of products head to www.corteco.com/en/products/sealing alternatives head over to Facebook, Twitter or LinkedIn and follow Corteco to get all the latest new, technical information and promotions.

 

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NEW CASTROL DISTRIBUTION DEAL FOR CERTAS COMPANY

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NEW CASTROL DISTRIBUTION DEAL FOR CERTAS COMPANY


Lubricant distributor The Race Group has announced that it has renewed its partnership with Castrol with a new five-year contract, extending its supply of product to customers in the South of England in addition to the Midlands and the North which were covered int the previous agreement.

The contract secures The Race Group, part of nationwide distributor Certas Energy, as Castrol’s largest authorised distributor in the UK.

Andrew Salton, General Manager at Certas Energy and Sales Manager at The Race Group, commented, This is great news for both current and new customers who will experience improved levels of service and technical knowledge”.

 Mark  Scarisbrick, Distributor Manager at Castrol UK, added,“As our chosen route to market, we awarded The Race Group the contract to grow the Castrol brand in the South of England. We are confident that customers will enjoy a professional service that delivers business results. Given our long standing partnership we have the utmost trust in their experience, expertise and capabilities to be an ambassador of the Castrol brand across the South of England”.

 

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OIL SUPPLIERS STRIKE DEALS

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OIL SUPPLIERS STRIKE DEALS


Lucas Oil MD Les Downey

CV factor Digraph has inked a deal with lubricant firm Millers Oil. The move follows the factor chain’s expansion plans .

“As we continue to support the CV market, we were keen to partner with a company that has an innovative roadmap for growth”, notes Andy Black, Platform Business Manager at Millers Oil. “Digraph has exciting development plans and is recognised for its service and support. We are looking forward to driving innovation together”.

Elsewhere, France-based lube supplier Motul has done a deal with Automotive Brands to distribute it’s passenger car oil range in the UK.

Gunter Steven, Head of BU Sales Export for Motul, said, “To also have the opportunity to work with Automotive Brands to expand our presence in the UK Aftermarket sector was an  exciting opportunity for us both. We are delighted to work together”

Motul was already a sponsor of Automotive Brands’ Power Maxed Racing and prior to the distribution deal had renewed sponsorship of PMR’s Astra touring cars for the new season.

On a similar note, A1 Motor Stores now distributes Lucas Oil products, after the latter received ‘Approved Supplier’ status from the group.

Commenting on this partnership, Lucas Oil MD Les Downey, said: “It’s an exciting time for us. It is a terrific opportunity for us and for A1 members, too”.
He added: “We will be working directly with them to increase product awareness and to boost sales”.

Meanwhile, garage aggregator WhoCanFixMyCar has arranged a partnership with Shell. The website and the oil major will share stand space at the upcoming Automechanika Birmingham. Al Preston, co-founder of WhoCanFixMyCar. com, said, “We’re excited to be returning to Automechanika Birmingham. I’m sure it’ll be better than ever, especially as we’re partnering with Shell”.

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ACEA DROPS A1/B1 AND INTRODUCES C5

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ACEA DROPS A1/B1 AND INTRODUCES C5


Old specs to be discontinued as new oil sequence is introduced.

In the ever-changing world of modern lubricants, the ACEA A1/B1 standard is no more from December 1 2017 (though you can still sell products with this mark for another year). In its place is ACEA C54. So why the change? “In terms of the background to the removal of A1/B1 this grade reflects the trend towards low viscosity lubricants such as 0w20 which are becoming increasingly popular for newer modern cars, especially those from the Far East” explained David Wright, Chairman of industry body Vehicle Lubrication Standards (VLS).

“However, traditionally, the ‘A’ and ‘B’ ACEA sequences are reserved for vehicles without exhaust after treatment devices such as catalytic converters or diesel particulate filters. Today it is very rare that modern cars are sold, especially in Europe, without some form of exhaust after treatment device. So, the category A1/B1 became incongruous because most modern cars requiring low viscosity oils are fitted with exhaust after treatment devices” he explained.

We spoke to an industrial chemist at lubricant firm Comma, who confirmed that in a lot of cases, products that had been made to the old standard (or ‘sequence’ as it is known in
the lube business) were already compliant with the new one. Producers that had tested their products and found they met C5 were able to label them as such from December 2016 (and it became mandatory for new products produced since December 2017 to have the mark, though as mentioned you have a while to sell through anything that still has the A1/B1 label).

Our chat with the Comma chemist also confirmed some other good news, namely that as the makeup of the additive packs are broadly similar there shouldn’t be any significant price difference. Variations in lube prices are more likely to be down to the raw cost of products, rather than any different technology. It is also worth noting that most new C5 products will be have a high temperature viscosity of 20, rather than the more usual 30.

TOTAL QUARTZ
There are a few oils on the market ready to meet the new ACEA C5 technical standard. Among them is the new Total Quartz 0w20, which has been developed to meet a number of VM approvals,
including Volkswagen Group’s 508.00 ‘blue oil’ standard (despite the name, the product is in fact green). The criteria set down by VW Group were described by Total as being ‘severe’ as long-life oils can go more than 18,000 miles between changes.

Oil blender Comma is also among the first to market with a C5 oil. The firm’s Eco0-F 5w30 product needed no extra reformulation to meet the new standard, and is now sold bearing the mark. However, may of the major suppliers have yet to bring a C5 oil to range.

WHAT IS ACEA?
The European Automobile Manufacturers’ Association (or Association des Constructeurs Européens d’Automobiles in French, hence the ACEA abbreviation) is a group that represents the 15 most important European motor vehicle manufacturers. The website oilspecifications.org notes that ACEA is the successor of CCMC (Comité des Constructeurs du Marché Commun). According to their statement, ACEA is an advocate for the automobile industry in Europe, representing manufacturers of passenger cars, vans, trucks and buses with production sites in Europe.

Among various other activities ACEA defines specifications for engine oils so called ACEA Oil Sequences. The sequences are usually updated every few years to include the latest developments in engine and lubricant technology. ACEA itself does not approve the oils, they set the standards and oil manufacturer’s may make performance claims for their products if those satisfy the relevant requirements. According to fuel supplier Infineum, there are a number of revised tests for C5 oil, compared with previous standards. These include tests for the effects of biodiesel and high temp, high shear rates.

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ELECTRIC VEHICLES VS THE AFTERMARKET

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ELECTRIC VEHICLES VS THE AFTERMARKET


What challenges does the lubricant industry face? With impending bans on traditional vehicles and increasing market share of EVs

At the end of last year, the UK media reported a sixth month consecutive decline in sales of diesel cars. UK Government’s uncertainty about how to treat vehicles once classed as ‘the green option’ has led to consumer caution about buying cars that might be subject to higher taxation in future.

In July 2017, the UK Government declared that from 2040, sale of motor vehicles powered with internal combustion engines, petrol or diesel, would be banned. This followed similar announcements made by the French Government earlier that year. Even Original Equipment Manufacturers (OEMs) followed suit with Volvo and more recently Jaguar Land-Rover announcing the end of petrol and diesel car sales from 2019 and 2020 respectively.

The impact on the automotive sector, its fuel and lubricant sales, as electric vehicle sales increase cannot be underestimated.

Barclays’ analysts reported that if electric cars with greater efficiency increased to one third of the current automotive sector, this would cut global oil consumption by 3.5 million barrels a day by 2025. This is roughly the equivalent of Iran’s current supply of oil at 3.8 million barrels a day that is the Organisation of Exporting Petroleum Countries (OPEC)‘s third largest member.

Globally, demand for oil is still growing. In their 2017 outlook OPEC signalled that the medium-term demand for oil for the period 2016–2022 would increase by 6.9 million barrels a day, rising from 95.4 million barrels in 2016 to around 102.3 million barrels a day by 2022. Developing countries are expected to account for the majority of this increase, with demand expected to increase here by 43.2 million barrels a day in 2016 to 49.6 million barrels a day by 2022.

A cut in automotive demand for oil would effectively wipe out half the expected increase in global oil demand by 2022. But globally, the demand for oil would still increase.

Transportation is expected to remain the largest consumer of oil products, both fuel and lubricants, well into 2040. Much of the sector faces weak competition from alternate sources of fuel and lubricants although improved efficiencies, the rise of hybrid or electric vehicles and a tightening of energy policies will help to decelerate increases in the demand for oil from this sector.

WHAT IS ALLOWED?
Details of the French and UK Governments’ decision to ban conventional internal combustion engine vehicles is still vague. Will hybrid vehicles still be allowed? What about heavy goods vehicles or diesel powered public vehicles such as taxis? Some analysts believe that Governments might have kicked an emissions issue aligned to poor air quality into the long grass. The UK faced with the prospect of fines by the European Union over the quality of its air in cities, needed to be seen to be doing something positive about the issue.

Today’s vehicles are cleaner and leaner than those of ten or twenty years ago. Exhaust after treatment devices, both catalytic converters and diesel particulate filters, have removed many post-combustion harmful gases. Car scrappage schemes promoted by both Government and car manufacturers have incentivised owners to replace ageing vehicles with more modern cars. Changes to car taxation duties reward cars with lower emissions.

Electric cars might not be the panacea for everyone. Limited battery range and the high cost of lithium power cells means that extended ranges between charges of 300 miles or more are not yet a reality. As local town run-arounds or shopper cars, electric vehicles provide a viable alternative to conventional vehicles for journeys typified by short local stops. For longer commuter journeys then electric vehicles alone do not currently provide a realistic solution in the absence of a national and comprehensive electric charging network.

Much needed investment in electric charging stations along major motorway routes and trunk roads still remains in short supply. The Petrol Retailers Association (PRA) gave evidence to UK Government’s Automated and Electric Vehicles Bill Committee in November arguing against proposals to mandate electric vehicle charge points in petrol stations and motorway service areas. Although subsidies exist for domestic installation, the Bill proposes that a larger commercial network of charging points would be paid for by fuel retailers who would, by implication, pass the charges back to motorists. Government would not fund such a scheme.

REQUIREMENTS
In terms of engine oil and lubrication requirements, hybrid vehicles act in a slightly different manner to more conventional vehicles. A distinguishing feature of hybrid electric vehicle is that the conventional engine switches off when the power available from the electrical cell exceeds that needed to propel the vehicle. This results in lower operating temperatures and higher stress during stop/start for the conventional engine, which could lead to increased sludge and varnish than that of conventional engines.

What of service intervals? In the UK, service intervals of 12,000 miles are usually expected by motorists. In America, some dealers are claiming that hybrid vehicles require oil changes every 5,000 miles or 10,000 miles if using a synthetic, more typical of conventional cars sold in that country. The move to lower viscosity oils could also confuse matters if a motorist has been used to using a 5w30 engine oil in their hybrid ten years ago and today the same, but newer, model of their much-loved car requires a lower viscosity lubricant of 0w20 or less.

For the aftermarket, although electric cars might prove a challenge today, a hybrid car is a more popular and obvious choice for motorists. They provide the assurance of extended ranges for longer journeys similar to that of conventional vehicles, with the benefit of lower emissions under town centre driving conditions.

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ARE CLASSIC OILS A GOLDEN OPPORTUNITY?

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ARE CLASSIC OILS A GOLDEN OPPORTUNITY?


There is growth in the classic oil market, but it is an overcrowded area

i-Sint formulation

Buying oil is an ever more complex process for modern vehicles, so don’t you just long for the days when there was a choice of about three?

Well, there is a section of the market that caters just for classic cars (and by ‘classic’, we mean anything from the straight weight oils of the veteran and vintage eras, right up to the high-detergent multigrades used in the late 1990s). Oddly, as demand for volume of older oil grades such as 10w40 decreases, the number of brands available has actually increased. It is also one of the few areas in the lubes market where a high percentage of sales go to DIYers rather than to the trade, so retail visibility is important.

Old brands, long out of circulation have been revived during the year just passed, notably Veedol and Duckhams. The latter being produced under new ownership as a private consortium bought the brand from BP, though at the time of writing, the only way to get your hands on a can is to mail order it from the brand’s website.

Traditional brands have got a lot of cache among older motorists, but a name isn’t the only reason that consumers would choose one brand over another. Indeed, there is plenty to suggest that the market for this type of product is oversupplied.“The temptation is to think there’s always room for one more brand, but there have been some spectacular failures in recent years where people have assumed they can carve a niche and found that it’s much harder than they thought” said Guy Lachlan, a Director of Bicester-based retailer Classic Oils.“Kroon Oils was one that didn’t work in the UK, and the Shell X100 brand tried to come back but hasn’t really made the leap into the mainstream yet.”

TOUGH OLD TIMER
Others concur that the old-timer segment is tough to crack. “The classic market all told is relatively small, so we are noticing a degree of increased competition, oversupply and also margin squeeze” said Tony Lowe, Sales Director at Brighouse-based Millers Oils. Interestingly, both Millers and Classic Oils have found a significant market for direct sales via the internet, something that would have seemed unlikely even a few years ago. “Online is the big driver for this range,” said Lowe. “Our own web shop via the Millers website has been key in driving sales forward.”

Penrite oil

However, the assurance of modern quality also goes a long way according to Adam Young, a Field Sales rep for lube supplier MotoWorld which imports ENI and Agip into the UK, both long- standing brands featuring the fire- breathing six- legged dog. “The oil market in general, is very crowded, but Penrite oil we believe there is a space for ENI” he said. “The products are fully certified to the latest ACEA, API and JASO and manufacturer standards so consumers can be certain they’re receiving the best quality possible from our oils.” As you might expect, all of the suppliers that we spoke to said that the message of quality was something that any consumer working on their pride and joy would take to heart, however other aspects of the marketing message differed. Millers’ Lowe said that the ‘Made in Britain’ tag was important to its customers, while Classic Oils’ Lachlan makes the point that it is easier for brands that were originally mentioned in the handbook, which must be good news for the likes of Castrol.

RETAIL IS DETAIL
When selling directly to consumers, ‘retail is detail’ as the old saying goes. However, how much difference does retro- styled packaging really make? “Packaging does have an effect on retail sales as the product has to firstly catch the consumers eye if they are unfamiliar with the brand” said Young.

Putting oil into traditional metal tins and using a design based on a 1950s logo has certainly paid off for Millers. “Since rebranding, sales of the Millers Classic range have enjoyed double digit growth in terms of revenue” Tony Lowe confirmed.

Conversely, Lachlan makes the point that product recollection is extremely important. “People tend to be looking for a familiar design rather than a ‘good’ one” he said. “We have seen clever rebrandings actually damage sales because customers don’t recognise it as being the same as their trusted product.”

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LIQUI MOLY ACQUIRED BY WÜRTH GROUP

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LIQUI MOLY ACQUIRED BY WÜRTH GROUP


A deal has been struck by German lube producer Würth Group to acquire Liqui Moly.

Würth Group has owned shares in the Ulm-based company for some years. Now, Managing Partner Ernst Prost has agreed to sell his controlling share in the company, effective January 1s subject to the usual regulatory approvals.  

Following the sale, Würth has said that Liqui Moly will continue to operate as an autonomous company with an independent brand in the Group. Prost will remain with Liqui Moly as joint MD, sharing the role with the firm’s long-standing Head of Sales, Günter Hiermaier.

Liqui Moly has sponsored Team Engstler for years

Peter Zürn, Deputy Chairman of the Central Managing Board of the Würth Group said: “We are proud that this successful and established brand, which is known for its outstanding reputation and great dynamics, will enrich the portfolio of the Würth Group. Our objective is the sustained successful development of Liqui Moly in the future. This is why we will continue to put our faith in the entrepreneurial expertise of Ernst Prost, just as we have done in the past 20 years as a silent partner at Liqui Moly”.

From Prost’s perspective it will be business as usual: “Those who know me know that my employees are my focus,” he said. “After all, it would be foolish to change anything about the road to success over the past few years. Everything will continue just as before – just under a bigger roof that offers greater protection.

In fiscal year 2016, Liqui Moly generated sales of approximately EUR 500 million with 800 employees.

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VLS RECEIVES 50TH CASE

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VLS RECEIVES 50TH CASE


As the Verification of Lubricant Specifications receives its 50th case complaint, the Director reviews the cases it has investigated so far

VLS was formed in 2013, when the industry faced a real problem. Lubricant products were being sold by some new market entrants with claims that just did not seem to be believable. Closer inspection found that occasionally sub- standard formulations provided by newly-established companies were being passed off as the latest specifications to their customers, or even failing to perform effectively at low temperatures.

Even though the majority of lubricants were compliant with relevant market standards and manufacturer approvals, out of this concern reputable lubricant blenders and manufacturers came together to launch the Verification of Lubricant Specifications (VLS), an industry-led service that independently validates complaints regarding the technical specifications and performance claims of products.

Four years on, VLS has tackled 50 cases, receiving its 50th complaint in September this year. Looking back over the cases so far presents some interesting reading.

MISLEADING CLAIMS
The first case was received in March 2014. The complaint related to an engine oil which was making unrealistic claims that did not comply with ACEA sequences for which it was claimed to be suitable. At the time, VLS was still relatively new and people did not know what to expect. The company involved soon saw that it meant business as the case was escalated to Trading Standards and the company suspended from membership of the United Kingdom Lubricants Association (UKLA) until the matter was resolved.

Non-compliance with ACEA has accounted for the majority (60 percent) of cases. These engine oil sequences change every four years to take account of developments in emission regulations and technical developments in OEM engine design. Lubricant marketers need to manage their stockholding to ensure they are not left with old stock on the shelves when the new sequences become mandatory. VLS cases have shown that they will get reported, investigated and required to withdraw mislabelled stock if necessary.

COLD WEATHER
Around a quarter of cases have related to low temperature properties, which is a particular safety issue. In one case a lubricant was found to turn solid at temperatures of minus 40 degrees centigrade. Whilst the temperature in some parts of the country rarely stays below freezing for a sustained length of time, in Scotland, extreme temperatures are not uncommon. To be within specification, lubricants must be able to perform even in these extreme conditions to avoid damage to vehicles.

OIL TYPES
Of the cases investigated three quarters have related to passenger vehicle engine oils. This is in line with expectations, as automotive comprises a significant sector in the marketplace, as much as half of all lubricants sold. However, VLS’ remit does include everything from engine to transmission and gear oil and all have featured in cases. Seven cases of automotive gear oils with suspected low temperature properties have been investigated. Cases have also been reported in automotive transmission fluids and hydraulic fluids. VLS has even investigated agricultural tractor oil. So far only two cases have been received relating to industrial products and one in the marine sector. VLS plans to focus on raising awareness in this sector as well.

AFTERMARKET AND BEYOND

Over the course of 2017 the number of cases brought to the attention of the organisation has reduced as the initial issues of non-compliance have been tackled in the wider lubricant marketplace. There is now a greater awareness amongst marketers and blenders as to what constitutes a compliant product.

We know this because blenders report that there is a greater degree of compliance in the market place, additive companies tell us that they are engaging with companies that they have not had a relationship with previously, and European body ATIEL has also begun its own programme of policing conformity.

If you have any concerns about lubricant products then you can report them to VLS by calling 01442 875922 or emailing admin@ukla-vls.org. uk. VLS handles all cases anonymously through a clearly defined process which includes technical review by a panel of experts from across the industry and dialogue with the manufacturer and all relevant parties to work together to resolve any issues.

You can find out more about VLS by visiting their website: www.ukla-vls.org.uk or calling 01442 875922.

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ELF BACK ON THE SHELF

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ELF BACK ON THE SHELF


Lube maker Total has reintroduced the Elf brand to coincide with the latter’s 50th anniversary.

The oil firm will introduce a new line up, known as the ‘Sporti’ range comprising of six lubricants in a range of popular viscosities and with various OEM approvals. The product is now available in 208-litre barrels and 20-litre packs. Five litre and one litre refill packs will follow shortly.

Aimed at the mid-market, the maker says that the newcomers will all be blended with high-quality base oils and raw materials, though they will not have the so-called ‘Age Resistance’ additive technology used in the range-topping Total Quartz line.

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