JP2018505276A - Motor oil blend and method for reducing steel wear and eliminating ZDDP in motor oil by modifying the plastic response of the steel - Google Patents

Abstract

An environmentally friendly motor oil blend and associated method for properly lubricating engine parts and advantageously modifying the plastic response of engine parts, the blend comprising zinc dialkyldithiophosphate (ZDDP) And a motor oil selected from the group of motor oils that does not contain zinc dithiophosphate (ZDTP) and consists of Group I, Group II, Group III, Group IV, and Group V motor oils; alpha-olefins, and hydroisomerization A motor oil additive comprising a highly hydrocracked base oil that has been hydrorefined, and wherein ZDDP is omitted from the chemical component of motor oil; and ZDTP is omitted from the chemical component of motor oil , And related methods. [Selection figure] None

Description

Related applications

CROSS REFERENCE TO RELATED APPLICATIONS This application claims priority to pending US patent application Ser. No. 14 / 699,924 filed on Apr. 29, 2015. Claims the benefit of pending US Provisional Application No. 62 / 109,172. This application also claims the benefit of pending US Provisional Application No. 62 / 287,942, filed Jan. 28, 2016. The foregoing applications are hereby incorporated by reference in their entirety.

  The field of the invention relates to state-of-the-art techniques for eliminating the need for zinc dialkyldithiophosphate (ZDDP) as an anti-wear component in motor oils and substantially reducing inter-steel wear. The composition of the present invention has been shown to modify the plastic response of steel and at the same time positively affect the chemical reactivity of surfaces that are worn due to friction. Specifically, P, S, which can be derived from ZDDP in oil, by spectroscopic analysis of engine disk wear scars based on the tribological test detailed in US Provisional Application No. 62 / 109,172. It became clear that chemical elements such as Mn and Zn were not detected. This suggests that this composition hinders the reaction of ZDDP and eliminates the need for ZDDP to reduce wear.

  This is important because there are moves in some states and countries today to eliminate or substantially reduce the need for ZDDP in motor oil. Environmentalists in the United States are encouraging both state and federal authorities to enact these bans. Unfortunately, the government will eliminate the need for ZDDP itself, while at the same time making cost-effective alternatives available that may have the same or better anti-wear performance results as ZDDP. I am not willing to issue a ban and enforce it.

  In fact, there are two types of zinc thiophosphate commonly added to currently used motor oils: zinc dialkyldithiophosphate (which is the original ZDDP) and / or zinc dithiophosphate (which is Often abbreviated as ZDTP). Unless otherwise stated, when the acronym ZDDP is used in this disclosure, ZDDP is used to refer to either of these that may or may not contain a dialkyl group. Specifically, the composition of the present invention eliminates the need for any more of the original ZDDP or ZDTP to be used in motor oil.

  The automotive industry was much simpler in the early days. The engine bearings were made of a soft tin / copper / antimony alloy, commonly referred to as Babit. This alloy is chemically relatively inert and has the ability to absorb small amounts of foreign particulate material. However, as engine horsepower increased, Babbitt alloy surfaces proved to be unsuitable for supporting increased loads on these surfaces.

  Thus, a need for stiffer bearings has arisen, and new types of bearings having cadmium / silver, cadmium / nickel, and copper / lead configurations have been developed. Such bearings were much stronger, but were not chemically inert like babbets and could be attacked by acids resulting from oil oxidation. These new bearings failed to absorb foreign materials such as carbon, grit and wear debris in the bearing material, resulting in improved oil filtration and used in automobiles to reduce premature wear.

  In addition, bearing corrosion inhibitors, antiwear and acid inhibitor compounds have been developed to protect these new bearings. While it was necessary to protect the bearing against both corrosive and mechanical wear, many of these compounds performed both functions. Compounds such as sulfur sperm oil, organophosphates, dithiocarbonates and dithiophosphates have been tried to reduce premature wear. In 1941, Lubrizol developed zinc dialkyldithiophosphates, which are still the most commonly used form of ZDDP, and began selling them.

  Initially, ZDDP is added to motor oil at a low concentration of less than 0.3% by volume as a bearing passivator (defined as treating or coating the metal to reduce the chemical reactivity of the metal surface). It was. In addition, ZDDP has been found to be a truly effective antiwear agent; a true extreme pressure (EP) additive for heavy duty steel-to-steel sliding mechanisms, such as camshafts and valve lifters or tappets. It was done. During these years, there were few, if any, concerns about the impact of ZDDP on the environment.

  For years, these ZDDP additives have played a sufficient anti-abrasion role, starting with gasoline and diesel motor oil without the original detergent, to date. Diesel engines older than half a century were usually operated at lower speeds and were assembled more tightly, but did not exhibit the same wear problems. However, in gasoline engines, valve trains are more heavily stressed due to higher engine speeds, and these additives have played and continue to play an important role in reducing wear.

  Current and previous motor oils rely on the use of ZDDP as a means of protecting against premature wear due to contact between bearing surfaces and between steels. Especially considering the adverse effects of ZDDP on the environment, the need for ZDDP can be eliminated, while at the same time making available alternative additives that provide the same level of protection and even better protection to engine parts That would be desirable.

  Ronald J. et al. Issued to Sloan, BestLine International Research Inc. (BestLine) which were polymerized in US Pat. No. 7,745,382, which was the first of several US and foreign patents assigned to the inventor and assignee of this application. Synthetic lubricant additives including alpha-olefin (PAO), hydroisomerized and hydrorefined highly hydrocracked base oil, and synthetic sulfonate provide better engine lubrication and engine And, in fact, its PAO and base oils are the most important compositions for a wide range of lubricants useful in many different situations, including but not limited to automotive applications It has been disclosed that it can be the most important composition when applied to many different materials including and beyond steel. These include diesel fuel additives (US Pat. No. 8,062,388 and subsequent), gasoline additives (US Pat. No. 7,931,704 and subsequent), general-purpose lubricants (US Pat. 8,022,020 and subsequent), marine lubricants (US Pat. No. 8,334,244 and subsequent), and golf club cleaners (US Pat. No. 8,071,522 and subsequent) Followed).

  However, until the tribology test described in detail in US Provisional Application No. 62 / 109,172, the tribological mechanism underlying the effectiveness of BestLine synthetic lubricant additives was not fully understood. In this test, the PAO, base oil and (optionally) synthetic sulfonate composition not only improves lubrication, but the composition also modifies the plastic response of the investigated steel and is worn. It was also found to affect the chemical reactivity of the surface. In particular, as noted above, elements such as P, S, Mn, and Zn were not detected when this composition was added to the engine oil along with ZDDP, so this is because PAO and base oil instead When used, this composition hinders the reaction of ZDDP, meaning that ZDDP is not necessary for reducing wear.

  Thus, it could be considered that this PAO, base oil, and optionally synthetic sulfonate composition was added to the motor oil and at the same time all of the ZDDP and / or ZDTP was removed from these very same motor oils. It was only with the new understanding first disclosed in US Provisional Patent Application No. 62 / 109,172. Thus, adding this PAO, base oil, sulfonate composition to motor oil while removing all forms of ZDDP not only reduces engine wear with excellent lubrication, but also all that it lubricates It advantageously modifies the plastic response of steel elements and at the same time solves important environmental problems.

  The use of this composition to improve motor oil and at the same time remove the environmental hazards caused by ZDDP and ZDTP has been applied to all five groups of motor oils as defined by the American Petroleum Institute (API). Applicable. This API classification is incorporated by reference into the present disclosure and the appended claims. For details, see http: // www. api. org / ~ / media / files / certification / engine-oil-diesel / publications / appendix-e-rev-09-01-11. pdf? The API standard for September 2011 with la = en specifies as follows.

“All base stocks fall into five general categories.
a. Group I base stocks contain less than 90 percent saturation and / or greater than 0.03 percent sulfur and have a viscosity index greater than 80 and less than 120 using the test methods specified in Table E-1. Have.

  b. Group II base stocks contain 90 percent or more saturation and / or 0.03 percent or less sulfur and have a viscosity index of 80 to less than 120 using the test method specified in Table E-1. Have.

  c. Group III base stocks contain greater than 90 percent saturation and / or less than 0.03 percent sulfur and have a viscosity index greater than 120 using the test method specified in Table E-1.

  d. Group IV base stock is polyalphaolefin (PAO). The PAO can be replaced without further qualification testing as long as the replacement PAO meets the original specifications of the PAO manufacturer in physical and chemical properties. In an alternative stock, the following important characteristics need to be met:

1) Kinematic viscosity at 100 ° C, 40 ° C, and -40 ° C 2) Viscosity index 3) NOACK volatility 4) Pour point 5) Unsaturation e. Group V base stocks include all other base stocks not included in Group I, II, III, or IV.

  Additives and related methods for modifying the plastic response of steel, wherein the additives are polymerized alpha olefins; hydroisomerized and hydrorefined highly hydrocracked base oils; and optionally Additives and related methods, including synthetic sulfonates. The tribological study described in detail in US Provisional Application No. 62 / 109,172 and herein concludes that: (1) This additive is the wear observed with pure oil without additive. Significantly reduces the wear of carbon steel discs by up to 6%; (2) There is no obvious effect of the additive on friction, except for slightly better aging stability of the coefficient of friction; (3) It seems to hinder the reaction of ZDDP and eliminates the need for ZDDP for the purpose of reducing wear. This suggests that the additive may be an alternative to ZDDP in motor oil; and (4) the additive modifies the plastic response of the investigated steel and affects the chemical reactivity of the worn surface It was found to give Tests to determine the coefficient of friction were not done because it will be done at a later date, but previous tests support a reduction in friction.

  The present invention relates to a synthetic lubricant additive that can be added in various ratios to provide the necessary protection against wear between steels or between the bearing and the steel surface, and to the manufacture of this additive. And a method related to its use. In addition, this additive can be added to synthetic, synthetic blends and non-synthetic motor oils (all motor oils from Group I to V), providing them with the anti-wear protection required for today's high and low speed gasoline and diesel motor oils. Bring. Furthermore, the present invention allows steel under extreme pressure to cause or respond to plastic deformation without fracture of the metal surface.

  Such additives include polymerized alpha olefins (PAOs); hydroisomerized and hydrorefined highly hydrocracked base oils; and, optionally, the use of synthetic sulfonates. Furthermore, vacuum-distilled non-aromatic solvents and liquefied polytetrafluoroethylene (PTFE) can optionally be used, which when combined in a specific order with additives, this is the metal protection capability of ZDDP. And produce an end product that provides an environmentally friendly alternative while at the same time exceeding the benefits. Furthermore, this product provides protection against contact between steels and at the same time favorably affects the chemical reactivity of the worn metal surface. In addition, this product has demonstrated the ability to modify the plastic response of steel placed under extreme pressure in an independent test reported in pending US Provisional Application No. 62 / 109,172.

  As indicated above, this additive component has its ability to replace the need for ZDDP as an anti-wear agent in motor oils when blended in a very specific sequence under certain conditions. Will result in the indicated lubricant. Blending is a combination of precisely controlled shearing and homogenization of the compounds resulting in a long term stable blend. Once blended in a particular order, simple refining or physical separation, such as distillation or freezing, does not result in a synthesis method, for example, in a method for producing synthetic Group III and Group IV from crude oil .

The final product is
・ Polymerized alpha-olefins ・ Highly hydrocracked base oils that have been hydroisomerized and hydrorefined ・ Optionally, synthetic sulfonates ・ Optionally vacuum distilled non-aromatic solvents (less than 0.5% Aromatic)
• Liquefied polytetrafluoroethylene (PTFE), optionally with a stable aqueous dispersion.
It is a combination.

  Synthetic lubricants have been used successfully for some time. They have the ability to provide a very high viscosity index, low volatility, excellent oxidation resistance, high thermal stability, excellent temperature fluidity, and low toxicity to the environment. These features in the final lubricant are very important in modern high speed and high horsepower engines. Furthermore, these features are due to the long-term goal of being less toxic to the environment and at the same time providing maximum protection for automotive parts.

  The synthetic lubricants of the present invention, when tested, provided the anti-wear protection currently obtained by including ZDDP in the motor oil, and demonstrated even greater capabilities. The synthetic lubricant can provide the necessary wear protection for automotive, diesel and marine motor oils, but without the environmental impact of ZDDP. It has the ability to be blended and effective with all of Group I, II, III, IV and V base oils.

  The preferred embodiment is an environmentally friendly motor oil blend and associated method for properly lubricating engine parts and advantageously modifying the plastic response of the engine parts, the blend comprising a dialkyldithiophosphorus A motor oil selected from the group of motor oils that does not contain zinc acid (ZDDP), does not contain zinc dithiophosphate (ZDTP), and consists of Group I, Group II, Group III, Group IV, and Group V motor oils; Motor oil additives including hydroisomerized and hydrorefined advanced hydrocracking base oil, ZDDP is omitted from the chemical components of motor oil, and ZDTP is also excluded from the chemical components of motor oil Is disclosed here.

The preferred blend ratio for each of the additive components is shown below. It is important to keep the blend of ingredients falling within the following percentages.
Polymerized alpha-olefin (PAO): These preferably account for 20 to 60% by volume. Most preferably they account for about 55% by volume. Non-polymerized alpha-olefin (AO) can also be used, but PAO is preferred. State-of-the-art metallocene poly-alpha-olefins (mPAO) having a viscosity index greater than conventional PAO can also be used.

  Hydroisomerized high viscosity index (VI), hydrorefined (HT) advanced hydrocracked base oils: These preferably account for 5% to 55% by volume. More preferably, these account for 7% to 25% by volume. Most preferably they occupy about 21% by volume. Although it is preferred that these base oils have a viscosity grade of 32, it is not required. Saturated hydrocarbons, process oils and hydraulic oils can also be used as this base oil.

  Synthetic sulfonates: These are optional components but are preferred. If used, these preferably occupy 0.05% to 10% by volume. Most preferably they account for about 3% by volume. These synthetic sulfonates preferably have a total base number (TBN) of 200 to 600. Most preferably they have 300 TBN. Thixotropic calcium sulfonates can also be used.

  Vacuum-distilled low viscosity and low aromatic solvents: often referred to as aliphatic or mineral spirits, these are optional components. If used, these preferably account for 10 to 40% by volume. Most preferably they occupy about 21.5% by volume. The range that is low aromatic is preferably less than 0.5% aromatic. These solvents are exempted from the VOC exemption set by the California Air Resources Board as containing these compounds “not expected to contribute significantly to ozone production due to their low reactivity in the atmosphere”. It is preferable to have a qualification (VOC Expansion). The assumed low viscosities are in the approximate range of viscosities of 40 ° C. mm2 / s (ASTM D445) and 2.60 cSt at 25 ° C. and 1.98 cSt (ASTM D445) at 40 ° C.

  Liquefied polytetrafluoroethylene (PTFE): This is an optional component. If used, they preferably occupy 0.001% to 10% by volume. Most preferably they occupy about 0.45% by volume. The PTFE should be liquefied to avoid agglomeration and preferably comprises a stable aqueous dispersion of PTFE particles in water or oil. If oil is used, it is preferred to use 150 solvent neutral petroleum or similar equivalents.

Next, a preferred method for blending these components to produce the motor oil additive is described.
Initially, the alpha olefin and base oil are blended until there is no separation and the liquid is a uniform blend, resulting in a first blend. Blending is based on the speed of the stirrer, and the temperature will determine the length of time the blending is complete. The range of blend time can vary from 4 to 6 hours. The ideal temperature for each component is between 22 and 30 ° C. for optimal blending.

  Furthermore, the vacuum distilled non-aromatic solvent and the synthetic sulfonate are blended together to produce a second blend. This second blend can be prepared with a much smaller, high speed closed blender. This second blend is then added to the first blend.

If PTFE is used, the first and second blends are finally blended with PTFE.
If a low aromatic aliphatic solvent is used, the first and second blends are blended with additional low aromatic aliphatic solvents to produce a third blend. If PTFE is used, all of the above is blended with PTFE.

It is preferred that calcium sulfonate and aliphatic or mineral spirits in a ratio of about 25% / 75% be present when they are used.
This third blend, or mineral spirit alone lacking synthetic sulfonate, is added to the first blend along with the remaining ingredients and stirred until the ingredients appear to be well blended into a uniform liquid. The machine is operated. Following blending, the product is sheared by a high speed shear pump until the product is non-uniform. By applying shear, a stable fluid viscosity exhibiting Newtonian behavior is obtained, and the shelf life is greatly improved when there is a substantial difference in specific gravity of each component.

  The preferred blending equipment used in this process is as follows. This process includes several blending and storage tanks that can be weighed and then pumped through control valves to maintain a constant flow and pressure. Blending should be done in a closed tank to reduce product evaporation loss and avoid exposure to bare sparks. The blending device may be a combination of high speed or low speed blending equipment. The tank size and volume are not critical to the blend. The shearing device has a range of 60 to 5200 cycles / second, has a typical speed of 3600 cycles / second, produces a stable emulsion of the product with oil components, liquid suspension and aeration without aeration It should be possible to provide a dispersion.

  The motor additive is then combined with a motor oil selected from the group of motor oils consisting of Group I, Group II, Group III, Group IV, and Group V motor oils without the use of ZDDP or ZDTP, A motor oil blend with enhanced environmental integrity is provided to properly lubricate the parts and advantageously modify the plastic response of the engine parts. Preferred blend ratios are 85% to 95% by volume motor oil and 5% to 15% by volume motor oil additive.

  To create a motor oil blend, motor oil and additives are combined together, then the combination is simply mixed in a high speed blender and then placed in a container. Given the chemical characteristics of the motor oil and additives, then there should be minimal or no separation while the container blend is maintained on the shelf, i.e. regardless of the long shelf life of the motor oil blend. The blend should remain homogeneous before being injected into the engine by the user.

  Although it is not a preferred mode of use, it would be possible to use a motor oil that does not contain ZDDP or ZDTP and put it in the engine separately from putting the lubricant. However, in this situation, the user will need to pay attention to maintain optimal mixing of 85% to 95% motor oil and 5% to 15% motor oil additive. With blends already combined in the desired ratio, the user does not have to be aware of keeping the motor oil to additive ratio within the desired range, and the user may make a mistake. Since it is excluded, it is preferable.

  In the background art, referring to the previously presented API characteristics, the combination of motor oil and lubricant will generally have the following characteristics, depending on the viscosity of the host motor oil without ZDDP or ZDTP. 1) At several selected temperatures: 100 ° C., kinematic viscosity 1.7 to 102.0; 40 ° C., kinematic viscosity 5.4 to 1350; −40 ° C., kinematic viscosity 2,704 to 35, 509.2) Viscosity index: 90 to 200. 3) NOACK volatility 0.6 to 99.5. 4) Pour point -20 to -61 ° C. Again, these ranges depend on the viscosity of the host oil. Finally, 5) PAO (or AO or mPAO) base should have a PAO-2 to PAO-100 PAO unsaturated viscosity grade.

  In general, a range of PAO-2 to PAO-10 is sufficient for motor oil blends. However, in other lubrication applications where it is desirable to remove environmentally undesirable chemicals such as ZDDP and ZDTP and replace them with the alpha-olefin and base oil additives of the present disclosure, how advantageous this additive is. In view of the understanding disclosed in US Provisional Application No. 62 / 109,172 regarding whether to modify the plastic response and affect chemical reactivity, other lubrication applications, as outlined further below, It can be seen that it is desirable to use higher range alpha-olefins up to and including PAO-100.

Specifically, the basic combination of an alpha-olefin and a highly hydrocracked base oil that has been hydroisomerized and hydrorefined is not limited to motor oils,
・ Gear oil ・ Automatic transmission fluid ・ Working fluid ・ Grease ・ Turbine oil and fluid ・ Metal processing oil ・ Chain lube (lubricant for chain)
・ Compressor lubricant ・ Conveyor lubricant ・ Paper machine oil ・ Formwork oil ・ Sliding surface oil ・ Drill oil ・ Squeezing and stamping oil ・ Bar oil ・ Two-cycle oil ・ Other lubrication / wear prevention including steam oil It has also been found and disclosed herein that it can be used as an alternative to chemicals that are undesirable for the environment in agents and applications.

  In this wide range of situations, it is alpha that can be undesirable for the environment (these chemicals are widely considered essential to provide adequate lubrication and protect against wear). -This basic combination of olefin and hydroisomerized and hydrorefined advanced hydrocracking base oil modifies the plastic response of the steel and improves the chemical reactivity of the surface worn due to friction. As a consequence, these environmentally undesirable chemicals stem from the disclosure in US Provisional Application No. 62 / 109,172, which was not detected by spectroscopic analysis of wear scars. Thus, a very important application of the present disclosure is the use of motor oils because of the widespread use of these motor oils and the resulting environmental impact of these oils, It will be appreciated that the same advantageous modification of the plastic response and changes in chemical reactivity can also occur in many other applications, which is why the present disclosure applies to these other applications, particularly liquids, Enables beneficial applications to remove environmentally undesirable chemicals from lubricants and oils in general that are widely regarded as essential for proper lubrication and anti-wear protection.

  The knowledge possessed by those skilled in the art at the time of this disclosure, including but not limited to the prior art disclosed by this application, is not limited to the specific knowledge understood to be possessed by those skilled in the art. Is expressly understood to be an essential part of the present disclosure, even if omitted from the present disclosure for the sake of brevity, and is implicitly incorporated herein by reference. . In this disclosure, references may be made to inventions that include combinations of a plurality of elements, but the present invention may include combinations that omit or exclude one or more of such elements. This omission and exclusion of elements is explicitly stated herein that one element is essential to the applicant's combination and cannot be omitted, even if not explicitly stated herein. It is also understood that it is considered to contain if not. Due to the limitations of the negative claims, the related prior art clarifies the elements that can distinguish the present invention from the related prior art, even if this specification does not have any explicit statement of such negative limitations. It is further understood that it can be included. The positive statements of Applicant's invention explicitly stated in this specification and the prior art and those skilled in the art incorporated herein, even if not expressly reproduced here for the sake of brevity Any and all such negative claim limitations supported by the prior art, in addition to prior art knowledge by, are also expressly set forth herein for specific negative claim limitations. It is to be understood that no disclosure at all is considered within the scope of the disclosure and the appended claims.

  Finally, while only certain preferred features of the invention have been illustrated and described, many modifications, changes and substitutions will occur to those skilled in the art. Therefore, it is to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.

Claims (27)

An environmentally friendly motor oil blend for properly lubricating engine parts and advantageously modifying the plastic response of the engine parts, wherein the motor oil blend does not contain zinc dialkyldithiophosphate (ZDDP) and is a dithiophosphorus A motor oil that does not contain zinc acid (ZDTP) and is selected from the group of motor oils consisting of Group I, Group II, Group III, Group IV, and Group V motor oils;
A motor oil additive comprising an alpha-olefin and a highly hydrocracked base oil that has been hydroisomerized and hydrorefined,
A motor oil blend in which ZDDP is omitted from the chemical component of the motor oil and ZDTP is omitted from the chemical component of the motor oil. The motor oil blend of claim 1, further comprising 85% to 95% by volume of the motor oil, and 5% to 15% by volume of the motor oil additive.   The motor oil blend of claim 1, wherein the motor oil additive further comprises a synthetic sulfonate.   The motor oil blend of claim 3, wherein the synthetic sulfonate comprises a thixotropic calcium sulfonate.   The motor oil blend of claim 1, wherein the alpha-olefin comprises polymerized alpha-olefin.   The motor oil blend of claim 5, wherein the polymerized alpha-olefin comprises a metallocene polymerized alpha-olefin.   The motor oil blend of claim 1, wherein the motor oil additive further comprises a vacuum-distilled non-aromatic solvent.   The motor oil blend of claim 1, wherein the motor oil additive further comprises liquefied polytetrafluoroethylene (PTFE). A method for producing a motor oil blend with enhanced environmental integrity to properly lubricate engine parts and advantageously modify the plastic response of the engine parts, the blend comprising zinc dialkyldithiophosphate (ZDDP) And does not contain zinc dithiophosphate (ZDTP),
Providing a motor oil selected from the group of motor oils consisting of Group I, Group II, Group III, Group IV, and Group V motor oils;
Omitting ZDDP from the chemical components of the motor oil,
The motor oil blend, wherein ZDTP is omitted from the chemical components of the motor oil and a motor oil additive comprising an alpha-olefin and a hydroisomerized and hydrorefined advanced hydrocracked base oil in combination with the motor oil A method comprising generating.   10. The method of claim 9, further comprising combining 5% to 15% by volume of the motor oil additive with 85% to 95% by volume of the motor oil.   The method of claim 9, wherein the motor oil additive further comprises a synthetic sulfonate.   The method of claim 11, wherein the synthetic sulfonate comprises a thixotropic calcium sulfonate.   The method of claim 9, wherein the alpha-olefin comprises polymerized alpha-olefin.   The method of claim 13, wherein the polymerized alpha-olefin comprises a metallocene polymerized alpha-olefin.   The method of claim 9, wherein the motor oil additive further comprises a vacuum-distilled non-aromatic solvent.   The method of claim 9, wherein the motor oil additive further comprises liquefied polytetrafluoroethylene (PTFE). Blending the alpha-olefin with the base oil to form a first blend;
Blending a non-aromatic solvent with a synthetic sulfonate to form a second blend, and blending the first and second blends with liquefied polytetrafluoroethylene (PTFE); The method of claim 9.   18. The method of claim 17, further comprising combining 5% to 15% by volume of the motor oil additive with 85% to 95% by volume of the motor oil. Blending the alpha-olefin with the base oil to form a first blend;
Blending a non-aromatic solvent with a synthetic sulfonate to form a second blend;
Blending the first and second blends with an additional low aromatic aliphatic solvent to produce a third blend; and the first, second and third blends with liquefied polytetrafluoro The method of claim 9, further comprising blending with ethylene (PTFE). A method for lubricating an engine and engine parts without using zinc dialkyldithiophosphate (ZDDP) and without using zinc dithiophosphate (ZDTP), comprising:
A motor oil selected from the group of motor oils consisting of Group I, Group II, Group III, Group IV, and Group V motor oils, wherein ZDDP is omitted from the chemical components in the motor oil, and in the motor oil, Motor oil, ZDTP is omitted from its chemical components,
Introducing into the engine a motor oil additive comprising a polymerized alpha-olefin and a hydroisomerized and hydrorefined advanced hydrocracked base oil, whereby the polymerized alpha-olefin and the group A method in which the combination of oils properly lubricates the engine parts, advantageously modifies the plastic response of the engine parts, and omitting the ZDDP and ZDTP also has a beneficial impact on the environment.   21. The method of claim 20, further comprising introducing 5% to 15% by volume of the motor oil additive and 85% to 95% by volume of the motor oil into the engine.   21. The method of claim 20, wherein the motor oil additive further comprises a synthetic sulfonate.   24. The method of claim 22, wherein the synthetic sulfonate comprises a thixotropic calcium sulfonate.   21. The method of claim 20, wherein the alpha-olefin comprises polymerized alpha-olefin.   25. The method of claim 24, wherein the polymerized alpha-olefin comprises a metallocene polymerized alpha-olefin.   21. The motor oil blend of claim 20, wherein the motor oil additive further comprises a vacuum distilled non-aromatic solvent.   21. The motor oil blend of claim 20, wherein the motor oil additive further comprises liquefied polytetrafluoroethylene (PTFE).