These experiments were conducted to validate the surprising, heretofore unknown phenomena, that an iron/phosphate surface would occur in the presence of oil and that oil could actually be used as a carrier for the phosphate to the metal surface.

Further experiments were then conducted using A Falex Lubricity Tester to run the ASTM Standard Timken Bearing tests with standard motor oils. Pennzoil 10W40 and Exxon Uniflo 20W50 were selected as the standard motor oils. Standard Timken bearing blocks and rings were used. The test procedures consisted of putting the standard weight motor oils in the reservoir; inserting the bearings in a holding arm; the bearing was then held against the rings by a fulcrum that forced the bearing against the race rings; turning on the testing machine at a speed of 1,200 RPM; then incrementally adding two pound weights to the fulcrum until friction "locked up" the test specimens. The scars created by friction were then measured in millimeters (mm) and compared with a published chart. The chart correlates pounds of weight added to the fulcrum with the length of the scar in mm on the bearing that gives a calculated weight bearing load in pounds per square inch (PSI) of pressure.

EXPERIMENT 1

Ten ml of the Pennzoil 10W40 were placed in the reservoir of the Falex tester. A standard Timken bearing was inserted in the holding clamp and placed against the race. The Tester was turned on and two-pound weights were added incrementally on the back of the fulcrum. When the third weight was added, the machine locked up and was turned off. The bearing was extracted and the scar observed and measured. The scar was 8 mm in length indicating a load carrying capacity of Pennzoil of approximately 4500 PSI.9

EXPERIMENT 2

The bearing used in EX. V was reinstalled in the holder and the scar rotated 90 degrees from the race. The oil present in the reservoir was used, The machine was turned on. Two ml of the mother liquor was added to the oil in the reservoir and an emulsion formed. The bearing was placed against the race and the machine was turned on. After one minute two-pound weights were added incrementally until a total of 12 pounds of weights had been added to the fulcrum. The machine was stopped and started under full load. The machine was then stopped and the bearing and the race were examined. The scar on the bearing was measured at 1 ml., indicating a load carrying capacity of 427,000 PSI. There was a characteristic iron/phosphate surface on the portion of the bearing which had been immersed in the emulsion. The race was wiped with a cloth and the characteristic iron-phosphate surface was present on the race surface. This experiment demonstrated not only that the iron-phosphate surface, contrary to all the known literature, could be formed in the presence of oil, but that the oil itself took on super lubricating properties.

EXPERIMENT 3

The reservoir was cleaned of oil and fresh oil was then placed in the reservoir. The bearing was rotated 90 degrees, where an iron/phosphate surface was had formed. The bearing was then placed against the race and the machine started. Two-pounds weights were added incrementally until a total of 14 pounds of weight were on the fulcrum. The machine was stopped and started several times under the full load. The bearing was extracted and examined. The scar was less than 2 mm indicating a weight carrying load of 500,000 PSI for the oil when the iron-phosphate film was present on the moving metal parts. This experiment shows that once the iron-phosphate surface forms, that it is permanent surface for reducing coefficient of friction so drastically thaft an ordinary motor oil which could only carry 4500 PSI of weight is converted into a super lubricant.

It was postulated that the reduction in friction caused by the iron-phosphate surface would cause a significant reduction in heat in internal combustion engines which would translate into increased engine life, increased energy efficiency by increasing the miles per gallon, and a longer lasting lubricant life.

EXPERIMENT 4

The Ph of solution #1 was adjusted by adding 10 ml of 75% phosphoric acid to 10 ml of the #1 to arrive at a Ph below 3. Fresh motor oil was placed in the tester reservoir, a bearing was placed in the holder and the machine turned on. Two ml. of Ph 3 solution was added to the oil and an emulsion formed. Then eight 2-lb. weights were added incrementally to the fulcrum. After two minutes the tester was stopped. Trace and bearing were examined. Both parts had a dark, denser iron-phosphate surface when compared with the 7 Ph solution. The scarring effect was roughly the same, with a 1 mm scar on the bearing. This experiment indicates that by varying Ph readings denser iron-phosphate surfaces can be achieved.

EXPERIMENT 5

Ten ml. of solution #2 was adjusted to a Ph below 3 by adding 10 ml of 75% phosphoric acid to 10 ml. of #2. Then one milligram of zinc oxide was dissolved in the solution. Ten ml of fresh oil was added to the test reservoir. A fresh Timken bearing was used and the machine was turned on. Two ml of the zinc phosphate solution was added to the oil and emulsion formed. A total of 18 pounds of weights were added incrementally to the fulcrum. The machine was operated for two minutes and then turned off. The bearing and the race were then wiped clean of oil and examined. The scar on the bearing was calculated to be one mm. The surface showed a definite zinc-phosphate surface with a bright, burnished clear surface on the scar. This experiment demonstrates that metal ions could be incorporated into the electrolyte solutions and be co-deposited on metals through an oil reservoir. This led to the postulate that other metals could be co-deposited using the newly discovered method of depositing surface on sliding metal parts using an oil reservoir. The surface was analyzed by Electron Dispersive Analytical Xray in Exhibit I.

EXPERIMENT 6

Two ounces of solution #1 was combined with 2 ounces of 75% phosphoric acid to achieve a Ph below 3. Ten mg. of molybdic acid was dissolved in the solution. A piece of 12 gage 1010 steel, 1".times.3" in surface, was immersed in the solution for 10 minutes and extracted. A new surface was present on the metal. A propane torch was and the flame tip was held against the metal. Surprisingly, the thin piece of steel did not burn through as would be expected; instead the purplish characteristic color of molybdenum appeared on the surface. The metal piece could be held by hand away from the flame, indicating superior heat dissipation.

The results of this experiment were very surprising. First, molybdenum is a refractory metal and cannot be electroplated in its pure state. Molybdenum can only be electrolytically co-deposited. Thus to find molybdenum present on the surface of steel without the use of applied electromotive force in not taught in the literature. The benefits of a co-deposited phosphate/molybdenum surface on metal parts in internal combustion engines can be speculated. Molybdenum has a very low coefficient of friction, is an excellent corrosion inhibitor in a reducing atmosphere such as an oil reservoir, has superior heat dissipation properties, and is widely used as a dry film lubricant. All of these known properties of molybdenum would enhance performance of internal combustion engines, resulting in reduced friction, heat dissipation and corrosion protection.

EXPERIMENT 7

A bottle of Canola oil was purchased from a local store. Canola oil has some lubricating properties, but does not have the standard additive packages that go into motor oils, such as surfactants, corrosion inhibition, EP additives, etc. Thus the dry film lubricating properties of the molybdenum could be tested without the beneficial properties added to motor oils. Ten ml of canola oil was placed in the Falex reservoir, a new Timken bearing was installed in the holder and the machine turned on. Two ml. of solution from experiment 6 were put into the oil and an emulsion formed. Six pounds of weights were added to the fulcrum incrementally and the machine was operated for two minutes. The race and the bearing were examined and a coating with dark purplish hue was present on the surface of both parts. A scar of 1 mm was measured, indicating superior lubricating properties. The reservoir was then emptied of oil and fresh canula oil added to the reservoir. The bearing was then placed against the race and the machine started. Eighteen pounds of weights were added incrementally to the fulcrum. The machine was run for three minutes. At no time was there any indication that the canula oil would break down. The temperature in the oil reservoir did not rise above 150 F., indicating an almost total absence of friction on the sliding parts. The bearing was extracted, cleaned and The scar measured at less than 1 mm or a load carrying capacity in excess of 500,000 PSI. As canula oil has a load carrying capacity of 4,000 PSI, the 100,000% increase in load carrying is directly attributable to the formation of the dry film molybdenum-phosphate surface on the metal.

The below is an independent comparison:

HOW DO THESE FORTY THREE LUBRICANTS FARE IN A " TIMKEN BEARING LUBRICITY TEST " AGAINST REV-ER-UP ?

SYNTHETIC OILS

REGULAR OILS

POPULAR ADDITIVES

Copyright 2000, REV-ER-UP. All rights reserved.
----------------------------------------------------------------------------------------------------------
| HOME | DATASHEET | PRODUCTS | FAQ | LINKS | TESTIMONIALS
| DISTRIBUTOR | DYNOS | EMISSIONS | CONTACT US |