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When was Lubrizol created?
Lubrizol was created in 1928.
What is the population of Lubrizol?
The population of Lubrizol is 6,900.
Who is the manufacturer of carbothane?
Carbothane is a TPU - thermoplastic polyurethane. It is manufactured by The Lubrizol Corporation, located in Ohio, USA.
Who manufactures carbothane?
Carbothane is a TPU - thermoplastic polyurethane. It is manufactured by The Lubrizol Corporation, located in Ohio, USA.
What is the best thickener for fuel gel with ethanol?
Xanthan gum is a common and effective thickener for fuel gel with ethanol. It can help create a stable gel with good viscosity and burn characteristics. Make sure to follow safety guidelines when working with flammable substances.
List of Indian companies entering joint ventures?
Unison's 39 Joint VenturesJoint VentureInvestor1. The Great Wall Joint Venture of Beijing2. Parker Hubei Seal Corporation3. Beijing Jeep Corporation, Ltd.4. UTEX International Corp. of Shanghai5. Xerox of Shanghai Limited6. Tianjin Unison Enterprise, Inc.7. Astro-UniHorn Computer Technology Co., Ltd.8. Pan Abrasives (Shanghai) Limited9. Shanghai T&C Ophthalmic Products Co., Ltd.10. Beijing Warner Gear Company, Ltd.11. Weihai Huabao Carpet Co., Ltd.12. Shenzhen Chess Computer Company, Ltd.13. Shanghai Unison Aluminum Products Ltd.14. Shanghai Unison Building System Products Co., Ltd.15. Sanjiang Renault Automotive Co., Ltd.16. Communication Intelligence Computer Corp., Ltd.17. Nantong UniStar Electro-Mechanical Industries., Ltd.18. Guangzhou Huamei Communications Ltd.19. Shanghai Unison ElectroDynamics, Ltd.20. Shanghai Automotive Brake Systems Co., Ltd.21. Chengde North Unison Instruments Co., Ltd.22. UTA-DCAC Auto Electric Co., Ltd.23. UTA-Xianfeng Auto Electric Co., Ltd.24. Shanghai Unison International Consulting Co., Ltd.25. Beijing Monroe Automotive Shock Absorber Co., Ltd.26. Huazhong Warner Transmission Co., Ltd.27. PDS Edison Power Systems Co., Ltd.28. Wuxi Unison Electric Co., Ltd.29. ITT Shanghai Automotive Electric Systems Co., Ltd.30. XJ-Matco Electronics Co., Ltd.31. Beijing Conductor Line Products Co., Ltd.32. Lanzhou Lubrizol Lanlian Additive Co., Ltd.33. Tianjin Lubrizol Lanlian Additive Co., Ltd.34. Shunde Donnelly Zhen Hua Automotive Trim Co., Ltd.35. Beijing Johnson Controls Automotive Trim Co., Ltd.36. Shanghai Eaton Engine Components Co., Ltd.37. Shanghai Hyster Forklift Truck Co., Ltd38. Dong Ying Unison Petroleum Equipment Co., Ltd.39. Beijing Unitrade E-Commerce Co., Ltd.Unison Pacific Corp.Parker Hannifin/Unison Intl.Chrysler Corp./American MotorsUnison InternationalXerox Corp.Unison Pacific Invest./Unison Intl.UniHorn, Inc.Pan Abrasives/Unison Intl.Thikao/Unison InternationalBorg Warner AutomotiveUnison Pacific InvestmentSilicon Graphics/Unison Pacific Invest.Unison Pacific InvestmentUnison InternationalRenaultCICUnison Pacific InvestmentSCM - BrooksUnison Pacific InvestmentITT AutomotiveUnison Pacific InvestmentUnited Technologies AutomotiveUnited Technologies AutomotiveUnison Pacific InvestmentTenneco AutomotiveBorg Warner AutomotiveCooper Power SystemsUnison InternationalITT AutomotiveMATCO ElectronicsPreformed Line Products Co.Lubrizol CorporationLubrizol CorporationDonnelly CorporationJohnson Controls InternationalEaton Corporation & Nittan HoldingsNACCO & Sumitomo-YaleUnison InternationalFirst eChina Inc.
Who is euan rellie?
Euan Rellie is a prominent investment banker working on M&A and capital raising transactions in the US, Asia and the Middle East. He is joint founder and Managing Director of Business Development Asia LLC, and is based in New York. BDA is a leading cross border investment banking firm, employing 55 professional staff in New York, London, Bahrain, Mumbai, Hong Kong, Shanghai, Seoul, and Tokyo. Since founding BDA in 1996, Mr. Rellie has been based in Singapore, New York and London and has worked across all BDA's offices. From 1990 to 1996 he worked in the Corporate Finance Department of Schroders, the leading UK investment bank now part of Citibank, and was based in New York, London and Singapore. For most of this period, Mr. Rellie worked on behalf of Western multinationals, assisting them in their international development. In 1995 and 1996, he was Head of SE Asia Execution for Schroders' Asia-Pacific Regional Advisory Group. Mr. Rellie's clients in Asia have included BUPA, DuPont, Ecolab, ICI, Intel, Kraft Foods, Lubrizol, Nalco, Parker Hannifin, Philip Morris, Reuters, Rohm and Haas, Sara Lee and Tenneco. He was educated at Eton College and Cambridge University (BA Hons, History) and is a Corporate Finance Specialist Registered Representative. He lives in New York with his wife Lucy and their son Heathcliff. Mr. Rellie is also Chairman of Lucy Sykes New York (a childrens' clothing company he founded with his wife) and a committee member of Soho House New York.
What type of transmission fluid does a Chrysler use?
Yes, Chrysler modified the then-current ATF+2 spec (MS7176D) to include it. Thus ATF+3 (MS7176E) fluid was born; it remained the factory fill until ATF+4. [Lubrizol is still used in ATF+4 and is required in fluids licensed for compatibility.]In testing done during development of ATF+4, Chrysler noted the following viscosity loss from shearing for the following ATFs (20 hour KRL Shear Test):Dexron III - 40% lossMercon V - 19% lossType 7176D - 32% lossType 7176E - 14% lossType 9602 - 10% lossYou can see what a significant impact the new viscosity improver had on ATF+3 when you compare the 7176D and 7176E numbers. From the standpoint of viscosity loss alone you can see why Dexron III should not be used in transmissions that require ATF+3 or ATF+4. In terms of other basic performance parameters, ATF+3 (7176E) comes the closest to ATF+4, with Ford's Mercon V a close second. [Which doesn't mean that Mercon is acceptable.]The goal in developing ATF+4 was to create a fluid that would match the performance characteristics of the current fluid (Type 7176D), but would retain those characteristics for at least 100,000 miles. The paper specifically notes that the anti-shudder properties of ATF+3 are usually degraded enough by 30,000 miles to cause noticeable shudder.Contrary to popular myth, one of the stated goals of Type 9602/ATF+4 fluids was that it would have the same frictional characteristics as ATF+3. The paper explicitly states that this was because new clutch materials would not be introduced for this fluid and it had to be backwards compatible with ATF+3. Graphs in the paper show that the friction coefficient of fresh ATF+3 and ATF+4 is essentially identical, but as the fluid ages ATF+4 retains the "as new" coefficient while ATF+3 degrades.The paper noted that one alternative was to use synthetic Group IV base stock, which are even more expensive than the ATF+4 solution, which provided Group IV style performance from Group III stock. ATF+4 meets strict low-temperature, oxidation, and volatility performance requirements and relatively low cost - believe it or not.Manufacturers can make ATF+4 fluids, but to use the trademarked ATF+4 name in their compatibility list, they must have their fluids tested and licensed by Chrysler engineers, and must use Lubrizol in their formulations. Licensed fluids are periodically sampled from stores to assure quality.ATF+3ATF+3 is a friction-modified, high-quality transmission fluid similar to the current fluid in most respects; but it wears out more quickly and has less desirable cold viscosity (to simplify: is too thick when cold). ATF+3 can be approximated by Dexron plus an additive but this does not save much money and is not as desirable as using the correct fluid to begin with. Dexron itself is the General Motors-specified fluid from far back in automotive history. While it was once the standard for all Americanautos, that time has long passed, with Ford settling on Mercon and Chrysler on ATF+3 (and now ATF+4); other manufacturers also require their own fluids.Engine oil has been used as an automatic transmission fluid, again in the antiquity of automatic transmissions; it is still used in manual transmissions, but generally a single-grade oil is used.The Center for Quality Assurance, which Chrysler uses to run its ATF+4 licensing program, wrote: "The previous MOPAR ATF+3® formulation was discontinued in 2005 and ATF+4® is recommended for all transmissions filled with ATF+3®."Several companies now sell "universal" fluids. If they state that they are compatible with ATF+4®, they may work well, especially for those unsure of which fluid to use. The Center for Quality Assurance warned us to check the label for Chrysler's license number, and to make sure the fluid is on their list of ATF+4® licensed and tested fluids.UsageYou can use ATF+3 with all older Chrysler transmissions (except someJeeps as noted below). Chrysler is not the only company to require a unique transmission fluid. Dexron has long since passed its prime, and modern transmissions require modern fluids, which more refined properties. Toyota, Ford, Nissan, and other major automakers also require unique fluids.
What engine oils are there?
The Society of Automotive Engineers (SAE) has established a numerical code system for grading motor oils according to their viscositycharacteristics. SAE viscosity gradings include the following, from low to high viscosity: 0, 5, 10, 15, 20, 25, 30, 40, 50 or 60. The numbers 0, 5, 10, 15 and 25 are suffixed with the letter W, designating they are "winter" (not "weight") or cold-start viscosity, at lower temperature. The number 20 comes with or without a W, depending on whether it is being used to denote a cold or hot viscosity grade. The document SAE J300 defines the viscometrics related to these grades.Kinematic viscosity is graded by measuring the time it takes for a standard amount of oil to flow through a standard orifice, at standard temperatures. The longer it takes, the higher the viscosity and thus higher SAE code.The SAE has a separate viscosity rating system for gear, axle, and manual transmission oils, SAE J306, which should not be confused with engine oil viscosity. The higher numbers of a gear oil (e.g., 75W-140) do not mean that it has higher viscosity than an engine oil.In anticipation of new lower engine oil viscosity grades, to avoid confusion with the "winter" grades of oil the SAE adopted SAE 16 as a standard to follow SAE 20 instead of SAE 15. Regarding the change Michael Covitch of Lubrizol, Chair of the SAE International Engine Oil Viscosity Classification (EOVC) task force was quoted stating "If we continued to count down from SAE 20 to 15 to 10, etc., we would be facing continuing customer confusion issues with popular low-temperature viscosity grades such as SAE 10W, SAE 5W, and SAE 0W," he noted. "By choosing to call the new viscosity grade SAE 16, we established a precedent for future grades, counting down by fours instead of fives: SAE 12, SAE 8, SAE 4."Single-gradeA single-grade engine oil, as defined by SAE J300, cannot use a polymeric Viscosity Index Improver(also referred to as Viscosity Modifier) additive. SAE J300 has established eleven viscosity grades, of which six are considered Winter-grades and given a W designation. The 11 viscosity grades are 0W, 5W, 10W, 15W, 20W, 25W, 20, 30, 40, 50, and 60. These numbers are often referred to as the "weight" of a motor oil, and single-grade motor oils are often called "straight-weight" oils.For single winter grade oils, the dynamic viscosity is measured at different cold temperatures, specified in J300 depending on the viscosity grade, in units of mPa·s, or the equivalent older non-SI units, centipoise (abbreviated cP), using two different test methods. They are the Cold Cranking Simulator (ASTMD5293) and the Mini-Rotary Viscometer (ASTM D4684). Based on the coldest temperature the oil passes at, that oil is graded as SAE viscosity grade 0W, 5W, 10W, 15W, 20W, or 25W. The lower the viscosity grade, the lower the temperature the oil can pass. For example, if an oil passes at the specifications for 10W and 5W, but fails for 0W, then that oil must be labeled as an SAE 5W. That oil cannot be labeled as either 0W or 10W.For single non-winter grade oils, the kinematic viscosity is measured at a temperature of 100 °C (212 °F) in units of mm2/s (millimeter squared per second) or the equivalent older non-SI units, centistokes (abbreviated cSt). Based on the range of viscosity the oil falls in at that temperature, the oil is graded as SAE viscosity grade 20, 30, 40, 50, or 60. In addition, for SAE grades 20, 30, and 1000, a minimum viscosity measured at 150 °C (302 °F) and at a high-shear rate is also required. The higher the viscosity, the higher the SAE viscosity grade is.Multi-gradeThe temperature range the oil is exposed to in most vehicles can be wide, ranging from cold temperatures in the winter before the vehicle is started up, to hot operating temperatures when the vehicle is fully warmed up in hot summer weather. A specific oil will have high viscosity when cold and a lower viscosity at the engine's operating temperature. The difference in viscosities for most single-grade oil is too large between the extremes of temperature. To bring the difference in viscosities closer together, special polymer additives called viscosity index improvers, or VIIs are added to the oil. These additives are used to make the oil a multi-grade motor oil, though it is possible to have a multi-grade oil without the use of VIIs. The idea is to cause the multi-grade oil to have the viscosity of the base grade when cold and the viscosity of the second grade when hot. This enables one type of oil to be used all year. In fact, when multi-grades were initially developed, they were frequently described as all-season oil. The viscosity of a multi-grade oil still varies logarithmically with temperature, but the slope representing the change is lessened. This slope representing the change with temperature depends on the nature and amount of the additives to the base oil.The SAE designation for multi-grade oils includes two viscosity grades; for example, 10W-30 designates a common multi-grade oil. The first number '10W' is the viscosity of the oil at cold temperature and the second number is the viscosity at 100 °C (212 °F). The two numbers used are individually defined by SAE J300 for single-grade oils. Therefore, an oil labeled as 10W-30 must pass the SAE J300 viscosity grade requirement for both 10W and 30, and all limitations placed on the viscosity grades (for example, a 10W-30 oil must fail the J300 requirements at 5W). Also, if an oil does not contain any VIIs, and can pass as a multi-grade, that oil can be labelled with either of the two SAE viscosity grades. For example, a very simple multi-grade oil that can be easily made with modern base oils without any VII is a 20W-20. This oil can be labeled as 20W-20, 20W, or 20. Note, if any VIIs are used however, then that oil cannot be labeled as a single grade.Breakdown of VIIs under shear is a concern in motorcycle applications, where the transmission may share lubricating oil with the motor. For this reason, synthetic oil or motorcycle-specific oil is sometimes recommended. The necessity of higher-priced motorcycle-specific oil has also been challenged by at least one consumer organization.
