The Hood River glacier. (Hood River, Or.) 1889-1933, 1918-01-24
ZERO COLD TESTS
FOR MOTOR OILS

(By p. X. Melchert, Lubricating En-
gineer of the Standard Oil Coz
We know that correct fabrication is
the most vital factor in the operation
of a motor car. During this cold
weather we find that our motors do not
respond as quickly as is the case dur
ing the summer. Lubricating oil is
partly responsible for this condition.
This annoyance of a sluggish and in
efficient motor can be largely elimin-
ated by the use of the correct oil.
For correct cold weather fabrication
the cold test Of a motor oil is most
important feature. Upon it depends
very largely the flexibility, power
developed, fuel consumption and wear
and tear of the motor.
The cold test of an oil is the lowest
temperature at which it will flow for
instance, if an oil has cold test Of 80
degrees it will pour at that tempera-
ture and become solid about degrees
lower.
Oils that CONCEAL when the weather
is at freezing point or at 80 degrees
F., are not suitable for fabrication
during cold weather because the re.
sistance offered to the sheering of the
film is high, for we learn that the val
ue of a lubricating oil depends upon its
fiuidity at the temperature at which it
is used that is, fluid oil or one hav-
ing a good cold test (preferably zero)
will offer very much less resistance to
the sheering of the film than thick
or sluggish oil or one which has a poor
cold test and is in the condition of Jelly
in the crank case.
We know that all gasoline engines
start hard in cold weather because the
fuel does not vaporize as readily at
this time as it does during warm
weather, taxing the batteries to their
limit. If poor cold test lubricating oils
are used, the additional power neces-
sary to turn the motor over is very
materially increased. which means
rapid draining of the batteries and,
consequently, expensive upkeep.
Again, if an oil of poor cold test is
used or one that congeals in the oiling
system during these cold mornings, il
will not lubricate the motor correctly
because it is too thick or sluggish to
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and if used in motor which is partly
or wholly fabricated by splash, this oil
will not be splashed to the cylinders,
pistons and wrist pins in sufficient
quantities to insure adequate lubrica.
tion until the motor has been run from
Is to 80 minutes and the temperature
of the motor has thinned the oil down,
during which time excessive wear of
the moving parts is taking place which
means not only expensive adjustments
and repairs, but also excessive fuel
consumption, and sluggish and ineffi-
cient motor.
This also applies to force-feed oiling
systems. for oils of poor cold test offer
considerable resistance to the passing
of the oil through the pipes and hollow
crank shaft to the bearings, and the
oil does not circulate freely enough I'M
til it has thinned down.
Another condition which shows the
inefficiency of poor cold test oils very
plainly to the operator is the necessity
for frequent gear shifting.
Eastern refiners and motor car man.
ufacturers recommend light oils for
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fabrication, realizing that oils Of poor
cold test cannot be used successfully
during cold weather. They are COM
PEELED to do this because light eastern
oils have better cold test than medi-
um bodied eastern oils.
Motor oils correctly manufactured
from California asphalt base crude
have a zero cold test, making them the
correct oil for use at all seasons of the
year.
Using zero cold test oils gives the
necessary margin of safety so that
during this cold weather there is nc
danger of burned out bearings or eX'
cessive wear of moving parts, caused
by lubricating oil congealing in the
oiling system.