CA1311465C

CA1311465C - 10w-30 and 15w-40 synthetic hydrocarbon engine oils

Info

Publication number: CA1311465C
Application number: CA000563197A
Authority: CA
Inventors: Bruce J. Beimesch; James E. Davis
Original assignee: Ethyl Corp
Current assignee: BP Corp North America Inc
Priority date: 1987-04-01
Filing date: 1988-03-31
Publication date: 1992-12-15
Anticipated expiration: 2009-12-15
Also published as: DE3889492T2; EP0288777A2; KR960006008B1; EP0288777A3; EP0288777B1; BR8801426A; KR880012743A; DE3889492D1; JPS63260990A

Abstract

ABSTRACT OF THE DISCLOSURE
Non-polymer thickened multigrade engine oils based on synthetic hydrocarbons are provided. The SAE 10W-30 and SAE
15W-40 engine oils are derived from hydrogenated decene-1 oligomer mixtures wherein the oligomers range from C30 up to C70+. Oligomer mixtures of specified oligomer distribution are combined with appropriate performance additives so that the engine oils meet the desired API Service Requirements for gasoline and/or diesel engine usage.

Description

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IMPROVED 10W-30 and 15W-40 SYNTHETIC HyDRocARsoN ENGINE OILS
The present invention relates to non-polymer thickened multigrade engine oils based on synthetic hydro-5 carbons. More specifically, SAE 10W-30 and SAE 15W-40 engine oils derived from hydrogenated decene-l oligomers and which do not contain viscosity index improvers are provided.
SAE 10W-30 is the engine oil viscosity grade 10 recommended by most manufacturers for gasoline passenger car service whereas, for diesel truck operation, SAE 15W-40 is the most widely recommended engine oil viscosity grade. Both of these oils are multigrade or cross-graded which, in general terms, means that they are acceptable for use in either a summer or winter environment. More precisely, these oils must meet the current SAE J~00 APR84 specifications. For an SAE 10W-30 oil, a viscosity of 3500 centipoise or below at -20C. as determined in accordance with ASTM D-2602 and a viscosity between 9.3 and 12.5 centi-stokes at 100C. as determined in accordance with ASTM D-445 is required. Additionally, the oil must have a borderline pumping temperature (ASTM D-3~29) of -25C. or below and a stable pour point (FTMS 791b-203) of -30C. or below.
An SAE 15W-40 oil must have a maximum viscosity of 3500 centipoise at -15C., and a viscosity between 12.5 and 16.3 at 100C., and borderline pumping temperature of - -20C. or below.
In addition to satisfying these viscosity criteria, multigrade engine oils must also meet certain service classi-3o fications of the American Petroleum Institute (API). Thisis accomplished by the addition of appropriate performance additives to the oil. It should be noted that the formulated oil, i.e., the base oil containing all addi~ives, must meet the SAE J-300 APR84 viscosity criteria.

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l To obtain multigrade motor oils using petroleum base stocks, it is also necessary to add a viscosity index (VI) improver. VI improvers are polymeric materials, such as ethylene-propylene copolymers, hydrogenated styrene-diene block copolymers, polyalkyl methacrylates, polyisobutylenes, ethylene-vinyl acetate copolymers or the like, which modify the rate of change of viscosity of the basestock with temperature when added thereto. ~1hile the polymeric VI improvers are necessary to achieve cross-grading with petroleum ~asestocXs, the addition of these polymers is not without problem.
It is well docu~ented in the prior art that the high molecular weight polymeric VI improvers can undergo shear, i.e., breakdown, under conditions of thermal and mechanical stress.
Breakdown of the VI improver alters the viscosity characteristics of the formulated motor oil and can also contribute to the formation of sludge and engine deposits. Field studies have shown, for example, that a SAE 15W-40 diesel engine oil can drop to SAE 15W-30 after only several thousand miles of service. This presents a very ~eal problem with heavy duty over-the-road trucks where it is not uncommon to accumulate 30,000 miles between service intervals. Breakdown of VI improvers is even a problem with gasoline engines, particularly in view of the longer drain inter-vals which are now being promoted and the fact that today's smaller engines operate at higher RPM's and higher temperatures.
The general problems associated with the b~eakdown of polymeric VI
improvers is presented by W. Wunderlich and H. Jost in their entitled "Polymer Stability in Engines", Society of Automotive Engineers, Inc., SAE-429, Paper No. 780372.
One approach to overcoming the problems associated 3 with the use of VI improvers is to develop improved polymers which are more resistant to shear under conditions o~ thermal and mechanical stress. While the development of new polymeric thickeners is a viable approach, it would be even more desirable and advantageous if VI improvers could be totally eliminated from multigrade motor oil formulations~

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l Canadian Patent 1,2Q3,196 issued July 22, 1986 and European Patent Applications 115,069 and 119,070 both published September 19, 1984, disclose multigrade l~bricants which are combinations of synthetic fluids having dif-ferent viscosities. The lubricants consist of blends of hi~h viscosity ethylene-alphanolefin copoly~ers ~ith lower viscosity synthetic hydrocarbons, such as an alkylated benzene or polyalphaolefin, or ester, such as a monoester, diester or polyester. 5~-40 and 10W--40 oils indicated as being suitable for use as diesel cran~case lubricants obtained by blending different synthetic products are disclosed.
It would be highly desirable and advantageous if non-polymex thickened multigrade engine oils suitable for most passenger car and diesel truck service could be obtained using a single synthetic hydrocarbon bases,ock. This would preclude compatability problems which can be encountered when different basestocks are blended. It would also eliminate the need for multiple processes and/or suppliers and otherwise minimize problems and capi~al costs associated with storage and transfer of different types of produc-ts within a plant.
; We have now une~pectedly discovered SAE 10W-30 and SAE
~ 15W-40 motor oils obtained from a single synthetic hydrocarbon . .
basestoc~ without the addition of polymeric VI improversO The multigrade engine oils of the invention are mixtures of conventional oligomers of decene-l ~ith higher decene-1 oligomers, said oligomers being present in specific proportions.
The oligomeric composite is formulated with performance additives to meet the desired API service classification.
For the multigrade non-polymer thic~ened lubricants of this invention, signiicant amounts of hydrogenated hexamer (C60 oligomer), heptamer (C70 oligomer) and higher decene-l oligomers are present with hydrogenated trimer (C30 oligomer), tetramer (C40 oligomer) and pentamer (C50 oligomer). These compositions are most generally obtained by judicious blending of frac~ions having different oligomer distributions. However, with proper ~ 3 ~

l desisn and control of process equipment, compositions having oligomer distributions within the specified limits and suitable for formulation with additives to produce non-poly~er thickened SAE lOW-30 and SAE 15W-40 engine oils can be obtained directly.
Accordingly, the present invention provides a non-polymer thickened engine oil capable of meeting SAE requirements as low as SAE lOW and as high as SAE ao comprising 80 to 95% by weight of a hydrogenated decene-l-oligomer mixture and .5 to 20~ by weight of engine performance additives such that the for~ulated oil meets API Service Requirements, characterized by the oligomer mixture containing o.5% to 20%
C3~ oligomer, 43~ to 68~ C4~ oligomer, 14% to 34% C50 oligomer 3% to 16% C60 oligomer and 3% to 16% C70~ oligomers~
More specifically, non-polymer thickened SAE lOW-30 oils suitable for use in gasoline engines contain 5~ to lO~ by weight gasoline engine performance-additives which meet the requirements set forth in the appropriate API Engine Service Classification System and 90~ to 95~ by weight of a hydrosenated decene-l oligomer mixture containing 0.5~ to 20~ C30 oligomer, 43~ to 66~ C40 oligomer, 16~ to 26% C50 oligomer, 5~ to ll~ C60 oligomer and 5~ to ll~ C70~ oligo~ers. SAE lOW-30 oils suitable for use as diesel engine oils and as universal engine oils contain lO~ to 203 by weight ~lniversal performance additives which meet the requirements set forth in the appropriate API
Engine Service Classification 5ystem znd 80% to 90~ by weisht of a hydrogenated decene-l oligomer mixture containing 0.5% to 16 C30 oligomer, 55~ to 68~ C~0 o1igomer, 14~ to 23~ C50 oligomex, 3~ to 9~0 C60 oligomer and 3~ to 9% C70~ oligomers. S~E 15~i-40 diesel engine or universal engine oils contain from lO~ to 20~
3 by weight diesel or universal per,ormance additives t~hich meet the requirements set ~orth in the appropriate API Engine Service Classification System with 80~ to 90~ by weight of a hydrogenated decene-l oligomer mixture containing up to 2.53 C30 oligomer, 44% to 56% C40 oligomer, 23~ to 34~ C50 olisomer, 7 to 16~ C60 oligomer, ,nc 7~ to 16~ C~0+ o1}gomers.

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l In accordance with the present invention, cross-graded motor oils suitable for passenger car and diesel truck service are obtained using a single synthetic hydrocarbon basestock, namely polyalphaolefins comprised of specific decene-1 oligomers present in specified amounts. The multigrade engine oils of the invention are obtained without the use of polymeric VI
improvers. SAE lOW-30 and SAE 15W-40 engine oils,are obtained simply by addition of appropriate performance additives, i.e., additives which meet the designated API service classification, to the oligomer mixture.
Synthetic lubricants derived from alpha-olefins and processes for their production are well known. The polyalphaolefins are obtained using conventional polymerization techniques such as those described in U.S. Patent Nos~
3,149,178; 3,7'63,244; 3,780,128; 4,045,508; and 4,239,920.
These processes generally entail oligomerizing an alpha-olefin, such as octene-l or decene-1, using a boron trifluoride catalyst in combination with a promoter, such as alcohol or water. Such oligomerization processes typically yield mixtures comprised predominantly of dimer, trimer, tetramer and pentamer. The exact oligomer distribution will vary depending on reaction conditions, however, oligomers above pentamer have heretofore been produced in such small amounts that they typically have not even been reported.
As a result o changes in reactor design and better control of process conditions, it is now possible to produce polyalphaolefin products which contain substantial amounts of higher decene-l oligomers. For example, products containing 20 or more he~amer, heptamer and higher oligomers can consistently be obtained from the decene-l oligomerization process. In accordance with the present invention, it has now been found that oligomer mixtures containing substantial amounts of higher oligomers can be formulated with suitable performance additives to yield multigrade engine oils without the addition of . . .

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l polymeric viscosity index improvers. SAE 10W-30 and SAE 15W-40 engine oils, the two principal viscosity grades recommended for most passenger car and diesel truck service, can be obtained in this manner.
For this invention, specific mixtures of decene-l oligomers, also referred to as oligomer composite(s~ which contain substantial amounts of C60 and higher oligomers are employed. The useful oligomer mixtures are obtained by oligomerizing decene-1 using an alcohol-promoted boron trifluoride catalvst in accordance with the conventional procedures known to the art. It is especially advantageous for the present invention to utilize oligomex mixtures obtained from the oligomerization of decene-1 wherein the catalyst is boron trifluoride promoted with propanol. It will, ho~ever, be understood by those skilled in the art that any oligomerization procedure whereby compositions having the hereinafter specified oligomer distributions can be employed. Similarly, whereas all of the oligomeric composites utllized herein are mixtures of decene-1 oligomers, oligomeric products derived from o~her alpha-olefins in the C8 12 range can also be utilized. The ranges specified herein for the oligomer composites derived from decene-l will not, however, apply ~o oligomers derived from other olefins.
It is possible to obtain the oliyomer composite directly from the reactor without further blending~ This can be accomplished by controlling the reaction conditions and by proper reactor design. One or more distillation operations may be necessary to achieve the desired oligomer distribution.
Also, as with all alpha-olefin derived oligomer~ used for lubrication applications, the oligomer mixture should be hydrogenated prior to use in order to obtain optimum oxidative and thermal stability.

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1 Most generally, the oligomer composite which is combined with the performance additives to obtain the multigrade engine oils of the invention are blends of two or more fractions having different oligomer distributions. A fraction rich in lower oligomers is typically blended with a fraction rich in higher oligomers to achieve the desired oligomer distribution;
however, any combination of fractions which ~il~ yield a composite having the required distribution of oligomers is acceptable. The fractions employed for such blending may be different distillation cuts from the same process or may be obtained from entirely different oligomerization processes. A
particular fraction may be used in the blending of both SAE
lOW-30 and SAE 15W-40 oils. For example, a fraction rich in higher oligomers can be blended in one operation with a first fraction rich in lower oligomers to obtain a composite for S~E
lOW-30 usage and in another operation with a different lower-oligomer-rich fraction to produce a composite acceptable for SAE 15W-40 usage. If the ~ame lower-oligomer-rich fraction is employed, it is apparent that the proportions of the fractions must be different to produce SAE lOW 30 and SAE 15~-40 oils or that a di~ferent high-oligomer-rich fraction must be used. The composite obtained after blending can b~ hydrogenated or the individual fractions can be hydrogenated before they are blended.
The ollgomers are hydrogenated using conventional methods known to the art which typically involve combining the - oligomer with a suitable hydrogenation catalyst and pressurizing with hydrogen at an elevated temperature. Conventional catalysts, such as platinum or palladium supported on charcoal, 3 Raney nickel, nickel on kieselguhr, and the like, are employed.
Pressures can range from about several hundred psig up to about 2000 psig and temperatures range from about 50C to about 300C
The hydrogenation is terminated when the desired bromine n~mber is achieved, typically less than 1.

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1 Oligomer composites having specific oligomer distributions are necessary if engine oils which are cross-graded without the addition of VI improvers are to be obtained. Additionally, performance additives must be included in the formulation to obtain the desired service rating. An SAE
10~-30 or SAE 15W-40 engine oil which meets the manufacturer's specifications therefore requires both the proper selection of oligomers and additives -- the oligomer combination to impart the desired viscosity characteristics and the additives to impart the necessary service characteristics. Acceptable formulations cannot be obtained when either the specified oligomer composite or the specified additives are not used.
While SAE 10W~30 and SAE 15W-40 are the broadest multigrade formulations possible, it will be understood by those skilled in the art that narrower multigrade oils within the broader viscosity range are also possible. For example, SAE
15W-30 and SAE 10~~20 formulations can also be obtained and are within the scope of SAE 10W-30 even though the former grades are not specifically referenced. This aspec~ of thé invention can be better understood by reference to the following table wherein viscosity rec,uirements for multigrade engine oils described by the SAE Engine Oil Viscosity Classification --- SAE'J300 APR84 are provided.

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SAE (CENTIPOISE) ATl ATPUMPING 3 POUR4 GRADE TEMPE~TURE (C)100C~TEMP~RATURE POINT
Min. Max.
. =
50W 3250 at -30 3.8 ~ -35C
5W 3500 at -25 3~8/ - -30C -35C
10W 3500 at -20 4.1 - 25C -30~C
15W 3500 at -15 5.6 - -20C
20W 4500 at -10 5.6 - -15C
lO 25W 6000 at -59.3 - -10C
5.6 9.3 9-3 12~5 12.5 16.3 16.3 21.g 4 FTMS 791b-203 , ..

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l In one embodiment of the invention SAE 10W-30 engine oils which do not contain polymeric viscosity index improvers and which meet the appropriate API "S" Service Classificatio~
for gasoline engines are provided. These Service Categories 5 include, most notably, SC, SD, SE, and SF. Oils meeting API
Service Classification SF are the most important since they may be used where API Service Categories SE, SD or SC are recommended. Thus, where a specific Service Category is referred to herein, all prior Ser~ice Categories which have less lO stringent engine test requiremen~s are also included. The SAE
10W-30 engine oils suitable for use in gasoline engines contain 5~ to 10~ by weight gasoline engine performance additives so that the oil meets the ~PI "S" Service requirements and 90% to 95% by weight of a hydrogenated decene-l oligomer mi~ture 15 containing 0.5~ to 20~ C30 oligomer, 43% to 66% C40 oligomer, 16~ to 26% C50 oligomer, 5~ to 11% C60 oligomer and 5% to 11~
C70+ oligomers. Percentages reported herein for oligomers are area percentages determined by conventional gas-liquid chromatographic methods.
Generally, these engine oils are formulated with a performance additive package which meets the desired API l'S"
Service Rating, most typically, API Service Rating S~.
Performance additive packages are commercially available and widely used in the manufacture of engine oils~ These packages 25 are formulated to contain the necessary corrosion inhibitors, detergents, dispersants, antiwear additives, defoamers~
antioxidants, metal passivators and other adjuvants required to obtain a useful motor oil of the desired quality, i.e., meeting the desired API Service Rating. The use of these additive 3 packages greatly simplifies the task of the formulator. Highly useful SAE 10W-3Q engine oils suitable for use in gasoline engines are obtained when`the oligomer composite contains 2g to 17% C30 oligomer, 45% to 63% C40 oligomer, 18% to 24% C50 oligomer, 6g to 10% C60 oligomer, and 6% to 10% C70+ oligomers.

L3~.146 l In another embodi~ent of ~his invention non-polymer thickened SAE lOW-30 englne oils suitable for use in diesel engines, i.e., meeting the appropriatP API "C" Col~mercial Classification~ are also provided. The most common oils of this type are those having API Service Ratings CC and CD. In addition to mecting the service requirements for diesel engines, these SAE 10~-30 oils can also meet API "S" Service requirements.
Tnese latter types of "dual service" or "universal" engine oils have API Service Designations CD/SD, CD/SE, CC/5E, CC/SF, and lO CD/SF. Such universal oils are widely used by individuals with mixed fleets, i.e~, gasoline engine vehicles and lighter duty - -diesel engine vehicles, such as automobile diesel engines. This acilitates servicing since only one engine oil suitable for use in both types of vehicles need be inventoried. The SAE lOhl-30 15 diesel and universal engine oils contain 10% to 20% by weight performance additives so that the formulated oil meets the appropriate API Service requirements and 80% to 90% by weight of a hydrogenated decene-l oligomer mixture containing 0.5% to 16 C30 oligomer, 55% to 68% C40 oligomer, 143 to 23% C50 oligomer, 3% to 9% C60 oligomerj and 3% to 9% C70+ oligomers. Most advantageously, the oligomer composite will contain 2% to 13%
C3~ oligomer, 57% to 65% C40 oligomer, 16~ to 21% C50 oligomer, 4% to 8% C6o oligomer, and 4% to a% C70+ oligomers.
In yet another embodiment of this invention, non-polymer thickened SAE 15W-40 diesel and uni~ersal engine oils are contemplated. These oils, which are typically recommended for heavier duty usage, contain from 10% to 20% by weight of the appropriate performance additives so that the formulated oil meets the desired API Service Rating with 80~ to 90% by weiyht of a hydrogenated decene-l oligomer mixture containing up to 2.5~ C30 oligomer, 44% to 56~ C40 oligomer, 23~ !
to 34% C50 oligomer, 7% to 16% C60 oligomer, and 7% to 16% C70~
ollgomers. Most generally, the oligomer composite contains from 1% to 2.5~ C30 oligomer, 45~ to 55~ C40 oligomer, 25% to 33% C50 oligomer, 8% to 15~ C60 oligomer~ and 8% to 15~ C7n+ oligomers.

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l As previously indicated, the performance additives are most generally incorporated into the oil by the addition of an available additive package. The oil may, however, be formulated by the addition of the individual additive components~ In 5 either case the result is the same, that is, the engine oil contains the requisite amount of the necessary additives to achieve the desired API Services RatingO The useful additive packages and the individual additives are known and commercially available~
Commercial additive packages are formulated to contain the necessary detergents, dispersants, corrosion/rust inhibitors, antioxidants, antiwear additives, defoamers, metal passivators, set point reducers, and the like to meet a specific API Service Rating when employed at the recommended usage level.
5 They do not, however, contain viscosity index improvers. ~lhile it is not generally necessary, additional additives may be employed ln conjunction with these additive packages.
Most additive manufacturers supply a line of additive 2 packages to meet the full range of service re~uirements for gasoline engine oils, diesel engine oils, and universal oils.
For example, Ethyl Petroleum Additives Division provides a complete line of products which are sold under the trademar~
HiTEC. The following is a list of the various HiTEC additive pac~ages and the recommended API Service Rating for each: HiTEC
918 - SF, HiTEC 850C - CD, HiTEC 909 - SF/CC, HiTEC 910 - SF/CC, HiTEC 914 - SF/CC, HiTEC 920 ~ SF/CC, HiTEC 2000 - SF/CCt HiTEC
2001 - SF/GD, HiTEC 854 - SF/CD, HiTEC 861 - SF/CD, HiTEC 862 -SF/CD, HiTEC 865 - SF/CD. Similar additive package~ are available from other manufacturers~ For example, the following are representative universal additive packages: TLA-654A
(SF/CD), TLA-668 tsF/cc~ and TLA-679 (SF/C~) manufactured by Texaco Chemical Company; OLA 81SOA (SF/CD), OLA 8363C (SF/CC), OLA 8373 (SF/CC), OLA 8718 (SF/CD), and OLA 8730 (SF~CD) -13- ~3~

manufactured by Chevron Chemical Company, Oronite Additives Division7 Lubrizol (trademark) 7574 ~SF/CC) and Lubrizol 3978 (SF/CD) manufactured by The Lubrizol Corporation; and Amoco ~trademark) 6688 (SF/CD), 6689 (SF/CD), 6817 (SF/CC), and 6831 (SF/CC) manufactured by Amoco Petroleum Additives Company.
Other additive packages with different A~I service ratings are available from the aforementioned manufacturers and other suppliers.
The dosage level employed will vary depending on the particular additive package used. For example, optimal usage levels for SAE 15~-40 engine oils with the five HiTEC SF/CD
rated packages range from about 11.5 percent to 14.7 percent.
Variations in oligomer distribution may require adjustments of the dosage level even within the same SAE grade. Even when an additive package is employed for the formulation, one or more other additives may still be employed.
If desired, individual additive components including known antioxidants, dispersants, detergents, metal passivators, rust/corrosion inhibitors, setting point reducers, friction reducing agents and the like can be compounded with the oligomer composite to obtain the engine oil. Useful antioxidants include substituted aromatic amlnes, such as dioctyldiphenylamine, mono-t-octylphenylnaphthylamines, dioctylphenothiazine, phenyl- -naphthylamine, N,N'-di-butyl-p-phenylenediamine and the like; hindered phenols, such as 2,6 di-t-butyl-p-cresol, 4,4'-bis-(2,6-diisopropylphenol), 2,2'-thio-bis-~4-methyl-6-t-butylphenol), 4,4'-methylene-bis-(2,6-di-t-butylphenol); organic phosphites, such as trinonyl phosphite, triphenyl phosphite, and the like;
esters of thiodipropionic acid, such as dilauryl thiodiproplonate; and the like.
Representative detergents and dispersants include polyalkenylsuccinimides and oil-soluble metal soaps, such as Ca, Ba, M~ and Al carboxylates, phenates and sulfonates.

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-14~ 6~ --1 Useful metal passivators include benzotriazole, 2-mercaptobenzotriazole, 2,5-dimercaptothiadiazole, salts of salicylaminoguanidine, quinizarin, propyl gallate, and the like.
Useful rust/corrosion inhibitors include primary, 5 secondary or tertiary aliphatic or cycloaliphatic amines and amine salts of organic and inorganic acids; oil-soluble alkylammonium carboxylates; substituted imidazolines and oxazolines; alkali metal and alkaline earth metal carbonates;
alkali metal and alkaline earth metal salts of alkylbenzene sulfonic acids, such as ~arium dinonylnaphthalenesulfonates, calcium petroleumsulfonates, and the like, esters, anhydrides, and metal salts of organic acids, such as sorbitan monooleate, lead naphthenate, and dodecylsuccinic anhydride; and the like.
Set point reducers can include al~ylated naphthalenes, alkylated phenols, polymethacrylates and the like. Anti-wear additives can include sulfur, phosphorus, and halogen-containing compounds, such as sulfurised vegetable oils, zinc dialkyl dithiophosphates, chlorinated paraffins, alkyl and aryl disulfides, and the like. Multifunctional additives such as those described in U.S. Patent Nos. 3,652,410, 4,162,224, and 4,534,872 can also be utilized for the formulation of these engine oils.
The amount of the individual additives will ~ary and is dictated by the particular application and the service requirement desired. The total amount of the additivesl ~
however, falls within the above-prescribed weight percent limits specified for each of the engine oils.
~ he following examples illustrate the engine oil formulations of the present invention more fully. In these 3 examples all parts are on a weight basis. Hydrogenated decene-1 oligomer mixtures were employed throughout as the basestocks for the formulations. Oligomer distributions were determined by conventional gas-liquid chromatographic (GLC) methods using a .. .. . ~

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1 glass column [3' x 2mm 1 percent SP-2100 on 100 120 Superlcoport (trademark)]. Oligomer distributions are reported throughout as area percentages. The injector temperature was maintained at 300C and the flame ionization detector at 375C. Nitrogen was 5 used as the carrier gas at a rate of 30 cm3/min. The oven temperature was increased at a rate of 15C/min over the rang2 140C to 350C and then maintainecl at 350C for 10 minutes.
Separation of decene-l oligomers above C70 is not possible employin~ this technique. FQr this reason, the last oligomer lO fraction is reported as C70+ since it may also contain small amounts of oligomers higher than C70, primarily C80 and CgO
oligomers.
Viscosities reported in the examples and identified as the Cold Crank Simulator (CCS) viscosity and 100C viscosity are 15 determined in accordance with ASTM D-2602 and AST~ D-445 per SAE J300 APR84 specifications. CCS viscosities are reported in centipoise at the specified temperatures (C) whereas 100C
viscosities are reported in centistokes.

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1 E~AMPLE I
A non-polymer thickened SAE lOw-30 gasoline ~ngine oil having an API Ser~ice Rating SF was prepared using a mixture of hydrogenated decene-l oligomers. The oligomer composite employed as the basestock was obtained by blending two different polyalphaolefin synthetic hydrocarbon fluids. The first fluid contained 4.8 percent C30 oligomer, 63.7 percent C40 oligomer, 18.7 percent C50 oligomer, 6.5 percent C60 oliyomer, and 6.3 percent C70~ oligomer. The second fluid, which contained significantly higher amounts of the higher oligomers, contained 54.7 percent C~0 oligomer, 24.5 percent C50 oligomer, 10.0 percent C60 oligomer, and 10.8 percent C70+ oligomers. The first and second fractions were blended at a 1:1 ratic to produce an oligomer composite containing 2.~0 percent C30 oligomer, 59.2 percent C40 oligomerl 21.6 percent C50 oligomer, 8.3 percent C60 oligomer, and 8.6 percent C70+ oligomer. The oligomer composite (92.20 parts) was combined with 7.80 parts low ash gasoline engine performance additive package (Lubrizol (trademark) 75741 meeting API SF requirements. The resulting formulated oil had a 100C viscosity of 10.09 centistokes and CCS viscosity at -20C of 3290 centipoise. The oil also met the Borderline Pumping Temperature requirements and stable pour point requirements of SAE J300 APR84 for SAE grade lOW, thus fully qualifying it as a cross-graded lOW-30 SF engine oil.

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To further demonstrate the ability to obtain an SAE
lOW-30 engine oil an oligomer composite was prepared by blending the polyalphaolefin synthetic hydrocarbon fluids of Example I.
The first and second hydrocarbon fluids were combined in a ratio of 3.5:1 and 90 parts of the resulting oligomer composite (3.73 C30 oligomer, 61.40~ C40 oligomer, 19.70% C50 oligomer, 7.06%
C60 oligomer, and 8.58% C70+ oligomer~ was formulated with 1.36 parts of a calcium alkylphenate detersent, 5.40 parts alkenyl succinimide ashless dispersant, 1.57 parts alkyl zinc dithiophosphate antioxidant/antiwear additive, 0.30 part thiodiethylene bis-(3,5-di-t-butyl-4-hydxoxyhydrocinnamate antioxidant, 0.30 part alkylated phenyl-naphthylamine antioxidant, 0.05 part copper deactivator, 0.02 part antifoaming agent (10~ silicon in toluene) and 1.00 part overbased calcium sulfonate detergent/rust inhibitor. The resulting formulated oil had a 100C viscosity of 9.30 centistokes and CCS viscosity at -20C of 3000 centipoise. The non-polymer thickened oil met all of the SAE J300 APR34 requirements for lOW-30 oils.
A basestock obtained by blending the first and second polyalphaolein synthetic hydrocarbon fluids at a ratio of approximately 1:1.25 was also identically formulated to provide an SAE lOW-30 engine oil. The 100C and CCS (-20C) viscosities for the formulated oil were 10.0 and 3500, respectively, 3o , .

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In accordance with the general procedure of Example I, an SAE lOW-30 SF engine oil was obtained using a polyalphaolefin synthetic hydrocarbon basestoc~ without the addition of polymeric viscosity index improvers. The oil contained 92.20 parts polyalphaolefin basestock and 7.80 parts of the API SF
gasoline engine performance additive package. The oligomer distribution of the basestock and 100C viscosity and CCS
viscosity at -20C of the resulting formulated en~ine oil were as follows:
% C30 oligomer 4.1 40 oligomer 62.4 ~~ C50 oligomer 19.6 ~ C60 oligomer 7.0 g C70+ oligomex 7.0 Viscosity:
100C 9.39 CCS ~-20C) 2690 The formulation fully met the viscosity re~uirements of SAE J300 APR84 for lOW-30 oils.

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1E~PLES IV AND V
Additional non-polymer thickened SAE 101~-30 SF engine oils were prepared using basestocX. comprised of mixtures of decene-l oligomers. The basestocks were obtained by blending t~o polyalphaolefin synthetic hydrocarbon fluids. The first - fluid contained 84.9 percent C30 oligomer and 14.8 percent C40 oligomer. The second fl~id was the same as that described in Example I. The API SF performance additive package was also the same as used in Example I. Compositions of the engine oils, including the overall oligomer distribution of the resulting synthetic hydrocarbon blends, were as follows:

` EX. IV EX. V ?
First Hydrocarbon Fluid (Parts~ l8.44 ll.53 15Second Hydrocarbon Fluid (Parts) 73.76 80.68 Oligomer Distribution of Blend:
30 oligomer 17.0 lO.6 40 oligomer 46.7 49.4 % C50 oligomer 18.6 21.3 20~ C60 oligomer 8.Q 8.7 ~ C70+ oligomer 8.6 9.4 Additive Package (Parts) 7.80 7.80 The formulated oil of Example IV had a 100C viscosity of 9.31 centistokes and CCS (-20C) viscosity of 2810 centipoise~ The formulated oil of EY.ample V had a 100C viscosity of lO.00 centistokes and CCS (-20C) viscosity of 3200 centipoise.

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Non-polymer thickened SAE 10~-30 SF/CD universzl engine oils suitable for use in both gasoline and die~el engines were prepared. For these formulations, 86.31 parts polyalphaolefin synthetic hydrocarbon basestocks comprised of mixtures of decene-1 oligomers were combined with 13.69 parts performance additive pac~age meeting API SF/CD service requirements [Lubrizol (trademark) 3978]. The oligomer distribution of each basestock and the 100C and CCS (-20C~
viscosities for the resulting formulated engine oils were as ~ollows:

EX. VI EX. VII E. VIII EX. IX EX. X
% C3Q oligomer 3.8 4O0 4.3 4.8 11.7 15 % C40 oligomer 61.9 62.3 62.7 63.7 59.9 % C50 oligomer 19.9 19.6 19.3 18.7 17.7 C60 oligomer 7.2 7.1 6.9 6.5 6.0 % C70+ oligomer 7.2 7.0 6.8 6.3 4.7 Viscosity:
100C10.36 10.25 10.14 9.92 9.39 CCS ~-20C)3400 3220 3130 3270 ~300 - , ' ' ' , --21- ~31~

EXA~1PLES XI AND_XII
SA~ 15W-40 engine oils suitable for use in diesel engines were prepared which did not contain polymeric viscosity index improvers. The basestock employed were mixtures of h~drogenated oligomers obtained from the oligomerization of decene-l. The amount of basestock and the distribution of decene-1 oligomers in the basestock are set forth below. The amount of the performance additive package employed is also indicated. For the formulation of Example XI, a low ash universal SF/CD performance pac~age ~Lubrizol (trademark) 3978]
was used whereas the formulation of Example XII employed a high ash premium SF/CD performance package EOLOA 8718 manufactured by Chevron Chemical Companyl. Compositional details and viscosities of the resulting formulated engine oils were as follows:

. EX. XIEX. XII
Basestock (Parts) 86.31 83.70 Oligomer Distribution of Blend:
% C40 oligomer 51.2 - 51.2 % C50 oligomer 27.6 27.6 % C60 oligomer 11.7 11.7 % C70+ oligomer 9.5 9.5 Additive Package ~Parts) 13.69 16.30 Viscosity:
100C 12.77 12.52 CCS (-15C) 2g70 3380 Both oils also met the Borderline Pumping Temperature 3 requirements of SAE J300 APR84 for grade SAE 15W, thus fully qualifying these oils as cross-graded 15W-4~ SF/CD motor oils without the addition of polymeric viscosity index improvers.
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Claims

1. A non-polymer thickened engine oil capable of meeting SAE requirements as low as SAE
10W and as high as SAE 40 comprising 80 to 95% by weight of a hydrogenated decene-1-oligomer mixture and .5 to 20% by weight of engine performance additives such that the formulated oil meets API Service Requirements, characterized by the oligomer mixture containing 0.5% to 20% C30 oligomer, 43% to 68% C40 oligomer, 14% to 34% C50 oligomer, 3 to 16% C60 oligomer and 3% to 16% C70+ oligomers.

2. A non-polymer thickened oil according to Claim 1 wherein the oil is SAE 10W-30 gasoline engine oil comprising 90% to 95% by weight of a hydrogenated decene-1 oligomer mixture and 5% to 10% by weight gasoline engine performance additives such that the formulated oil meets API "S" Service Requirements, said oligomer mixture consisting essentially of 0.5% to 20% C30 oligomer, 43% to 66% C40 oligomer, 16% to 26% C50 oligomer, 5% to 11% C60 oligomer, and 5% to 11% C70+ oligomers.

3. A non-polymer thickened oil according to Claim 1 or 2 wherein the oil meets the requirements of API Service Category SF.

4. A non-polymer thickened oil according to Claim 1 or 2 wherein the oligomer mixture contains 2% to 17% C30 oligomer, 45% to 63% C40 oligomer, 18% to 24% C50 oligomer, 6% to 10% C60 oligomer, and 6% to 10% C70+ oligomers.

5. A non-polymer thickened oil according to Claim 1 wherein the oil is SAE 10W-30 universal or diesel engine oil comprising 80% to 90% by weight of a hydrogenated decene-1 oligomer mixture and 10% to 20% by weight universal or diesel engine performance additives such that the formulated oil meets APE "C" Service Requirements or API "S" and "C" Service Requirements, said oligomer mixture consisting essentially of 0.5% to 16% C30 oligomer, 55% to 68% C40 oligomer, 14% to 23% C50 oligomer, 3% to 9% C60 oligomer, and 3% to 9% C70+ oligomers.

6. A non-polymer thickened oil according to Claim 5 which meets the requirements of API Service Category CD.

7. A non-polymer thickened oil according to Claim 5 which meets the requirements of API Service Categories SF and CD.

8. A non-polymer thickened oil according to any one of Claims 5 to 7 wherein the oligomer mixture contains 2% to 13% C30 oligomer, 57% to 65% C40 oligomer, 16% to 21% C50 oligomer, 4% to 8% C60 oligomer, and 4% to 8% C70+ oligomers.

9. A non-polymer thickened oil according to Claim 1 wherein the oil is SAE 15W-40 universal or diesel engine oil comprising 80% to 90% by weight of a hydrogenated decene-1 oligomer mixture and

10% to 20% by weight universal or diesel engine performance additives such that the formulated oil meets API "C" Service Requirements of API "S"
and "C" Service Requirements, said oligomer mixture consisting essentially of up to 2.5% C30 oligomer, 44% to 56% C40 oligomer, 23% to 34% C50 oligomer, 7% to 16% C60 oligomer, and 7% to 16% C70+ oligomers.

10. A non-polymer thickened oil according to Claim 9 which meets the requirements of API Service Category CD.

11. A non-polymer thickened oil according to Claim 9 which meets the requirements of API Service Categories SF and CD.

12. A non-polymerized thickened oil according to any one of Claims 9 to 11 wherein the oligomer mixture contains from 1% to 2.5% C30 oligomer, 45% to 55%
C40 oligomer, 25% to 33% C50 oligomer, 8% to 15%
C60 oligomer, and 8% to 15% C70+ oligomers.