" GLOBAL ULTRA PERFORMANCE " line of products contain our revolutionary, exclusive additive formulated to actually modify the surface of the metal being lubricated 3 to 5 microns deep. By using the

" GLOBAL ULTRA PERFORMANCE " line of motor oils and lubricants are specially formulated. They are blend of premium lubricants and an exclusive additive which is a non-particulate, pure synthetic chemical blend designed for high temperature and high speed lubrication. The wear characteristics of material tend to increase at an exponential rate. i.e.; the greater the pressure, the greater the rate of wear. When " GLOBAL 20K ULTRA PERFORMANCE " motor oil is used, the rate of wear is significantly reduced. Under pressure " GLOBAL 20K ULTRA PERFORMANCE " motor oil will " plateau " this exponential wear characteristics of the metal. The greater the pressure, the more impressive the result.

1. " THICKENERS " ; these products make the oil more viscous and rarely improve the lubrication quality outside the normal existing parameters.

2. " MOLYBDENUM " ; a silvery metallic substance used in alloys, it consists of spherical shaped particles that fill in the irregular surfaces and act as a barrier between the surfaces to be lubricated. These spheres can abrasively effect the surface and may reduce required tolerances and clog oil ways.

3. " GRAPHITE " ; a soft form of carbon that fills in the irregular surfaces and acts as a barrier between the lubricated surfaces, It's tendency to harden with heat and to fracture into pumice like particles has been known to cause excessive wear.

4. " TEFLON/PTFE " ; ( a polymer from DUPONT ) is a slippery coating that coats the lubricated surfaces with a thin layer of polymer. The TEFLON film has been known to detach in flakes, strings, and wads that clog oil passages and filters.

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A. GLOBAL 20K. 1.0 BASE

B. T-PLUS ( 4 CYLINDER ) , 10.3 TIMES GREATER DAMAGE AREA.

C. T-PLUS ( SYNTHETIC ), 10.8 TIMES GREATER DAMAGE AREA.

D. STP 11.3 TIMES GREATER DAMAGE AREA.

Conventional lubricants are based primarily on maintaining a high strength of the oil film itself agains breakthrough, or upon introducing a protective deposit between the moving surfaces to resist break-through. "GLOBAL 20K ULTRA PERFORMANCE " ADDITIVE adds some entirely new and unique characteristics to lubricants.

It not only enhances the higher film strength of any lubricant but it impregnates the steel itself metallurgicallary at its mating friction surfaces. Test results show both lower friction and longer wear life to a very noticeable degree.

All energy that goes into any sliding friction is converted directly into the energy of heat. But that heat of sliding friction originates almost entirely from impact collisions of sharp microscopically protruding peaks on the surface finish of both parts. These peaks penetrate the oil film and collide with each other.

Instead of these impacts breaking off the tips, creating "wear metals" as with conventional lubricants do. "GLOBAL 20K ULTRA PERFORMANCE " ADDITIVE has unique low friction properties that cause most of the tips to distort and fold over by internal yield-type flow of the metal in the direction of impact against them and without breaking them off. They also flatten out into their normal plane of shear that is usually cylindrical or flat.

This flattening greatly increases their area of contact with each other, thus reducing their metal-to metal contact pressure on Lbs./Sq. inch (Kgs. per sq. cm.), resulting in either greater load capability, longer wear life or both.

However, when these impact collisions occur, (even under a microscope), their molecular and crystal pattern arrangements are suddenly and forcibly deformed at a relatively high velocities. This sudden flow of energy expenditure creates a tremendous amount of microscopically localized heat that is instantaneously generated within the lattice or crystalline structure of the metal. When this momentarily reaches 1400 to 1800 degrees F., (red hot to yellow heat for steel), the normal crystal pattern then is so loosely structured that it allows any number of possible favored elements in their vicinity to enter freely into its new type austenitic structure and trap inside permanently.

Normal lubricants leave the scene at these temperatures and can not enter the austenitic crystal pattern to change the friction and hardness properties. However " GLOBAL 20K ULTRA PERFORMANCE " additive's strong "ionic" electric charge at the instantaneously red hot temperatures, due to its opposite polarity to metal, drives "GLOBAL 20K ULTRA PERFORMANCE " ingredients into the new austenitic crystal pattern by metallurgicall dissolving them to change both its friction and hardness characteristics.

Other lubricants fail to develop or sustain this important ionic charge that stimulates the steel impregnation. These changed properties are crystal-pattern deep or slightly more because there is not time enough to penetrate much further. As wear takes place, the above cycle of re-impregnation begins repeating itself into the wear exposed layer of crystal patterns below it, in turn, automatically maintains the same low friction and wear characteristics of GLOBAL 20K ULTRA PERFORMANCE at the constant self healing rate thereafter.

Evidence shows that there is a distinct hardening effect of the flattened lengthened tip surfaces by their sudden burnishing and polishing effect of all the lengthened surfaces. The sudden burnishing and polishing have a most positive effect on all worn or seized surfaces.

This "heating" of seized surfaces had been unheard of in lubrication until GLOBAL 20K ULTRA PERFORMANCE provided this valuable capability. If greater loading and more seizing should occur, " GLOBAL 20K ULTRA PERFORMANCE " will automatically compensate by continuously recycling the heading impregnation's and graduelly enlarging the wear spot areas until the increased load had been compensated for pressure wise in Lbs./Square inch.

Additionally a surprisingly lower coefficient of friction is clearly demonstrated. Seizing under these circumstances has one great advantage and one disadvantage. The advantage is by reaching the melting point due to instantaneous friction surface wear(e. g. 2300 degrees F. nearly 3,000 degrees F. for steel), the steel can absorb much more of " GLOBAL 20K ULTRA PERFORMANCE " ingredients for even better results while the steel is liquefied than it can while the steel is only red hot and solid. The disadvantage is that although nearly all of the melted projections can essentially be leveled out, and even highly burnished by the healing process to the point where the surface is almost as before the seizure damage. Fortunately the healed scars have an amazing low coefficient of friction as shown on ammeters monitoring the motors when recording the frictional drag.

"GLOBAL 20K ULTRA PERFORMANCE " can accomplish this effect of scored surfaces so the equipment can still continue to run functionally without further damage. That in itself can be a "life sever" in the event of emergencies.

The "hardening" effect comes from "GLOBAL 20K ULTRA PERFORMANCE" unique way of also drawing carbon into the crystal structure. This is accomplished by the quenching, (cooling) effect of the much cooler steel caused by the extremely thin friction treated surface.

Therefore its automatic quench-hardening becomes a distinct asset not only for much longer wear life but also for a lower coefficient of friction resulting partly from the burnishing alone.

SAND AND GRIT IN LUBRICATION PERFORMANCE

Sand (or other abrasive grit), when introduced between sliding or rolling surfaces creates an entirely different seizure phenomenon than friction from microscopic peak collisions of relatively "smooth" surface finishes.

It is well known that when sand gets into conventionally lubricated bearings there is almost immediate seizure and freezing of the bearing surfaces under heavy loads or an abrasive grinding away of mating surfaces if the load is light. It is also known that in hundreds of " GLOBAL 20K ULTRA PERFORMANCE " tests with sand added, no conventional seizure occurs in the presence of " GLOBAL 20K ULTRA PERFORMANCE " additive.

Furthermore an ammeter motoring of the frictional drag shows only a momentary rise in the energy consumed while crushing of the sand, which then drops back to about the same friction level as before the sand was added. It appears as though the bearing friction almost "enjoys" running on sand when " GLOBAL 20K ULTRA PERFORMANCE " is present.

Again a normal sequence of basic metallurgical principals offer a heretofore-unrecognized simple explanation of this phenomenon as per following:

The act of crushing each particle to the melting point.

"GLOBAL 20K ULTRA PERFORMANCE " rare effect on metals is because of the metal's opposite conductive charge due to its valence having excess charged electrons in their outermost atomic and ionic orbits. The heat-caused looseness of this metals molecule affinity pattern then attracts " GLOBAL 20K ULTRA PERFORMANCE " special (property changing) ingredients to impregnate permanently into its pattern instantly to become a newly formed alloy.

Thermal quenching of this extremely thin surface area occurs instantly by conducting its heat into the cooler mass below it. The quenching then instantly provides a much lower coefficient of friction thereafter because of it's being converted into a new alloy for this purpose. It also provides a higher surface hardness from more carbon being absorbed and quenched, both of which can result in a longer wear life with lower friction when "frozen" by the quenching.

Note that, the sand gouges are very spotty and not nearly as simultaneous as are the more dense peak-collisions of the finish only. Surface finish creates heat more simultaneously that sand gouges but this higher flare of heat takes more time to quench, which in turn permits more wear until quenching is completed.

This may explain why sand with " GLOBAL 20K ULTRA PERFORMANCE " exhibits less tendency to seize than with no " GLOBAL 20K ULTRA PERFORMANCE " at all. Even abrasion appears to be less with " GLOBAL 20K ULTRA PERFORMANCE " than without it.

4.) Its constantly replaceable hardening effect on friction-worn surfaces.

Recent advances in lubricant technology have enabled "GLOBAL 20K ULTRA PERFORMANCE" ADDITIVE'S Polarized Molecule Formula to increase the lubrication value of standard lubrication products many times what is expected from standard lubricants on the market today. This major advancement in technology, the "GLOBAL 20K ULTRA PERFORMANCE" additive has increased many lubrication products operating time/hrs./mileage/usage, at an incredible rate.

Lubrication products that contain the " GLOBAL 20K ULTRA PERFORMANCE " ADDITIVE have extreme resistance to heat and pressure. They provide 45% to 70% reduction in friction resistance in standard machines such as engines, gearboxes, transmissions, and grease-based systems and many more applications over standard lubrication products. Free samples are available to industrial users for testing.

" GLOBAL 20K ULTRA PERFORMANCE " ADDITIVE - for all oil types, (including gear, transmission, and various oils), and 10W 40 Premixed engine oil for gasoline and diesel engines.

" GLOBAL 20K ULTRA PERFORMANCE " MOTOR OIL (SAE 10W 40), Premixed motor oil for gasoline and diesel engines. The finest synthetic base stock is combined with "GLOBAL 20K ULTRA PERFORMANCE " ADDITIVE formula to produce a new level of engine lubrication performance.

Engine oil usage time /hrs. /miles, can be extended three times the average use safely without the addition of any solid or foreign particles to the lubricant. This information is based on used oil analysis reports taken from both treated and untreated engines.

Greases:

" GLOBAL 20K ULTRA PERFORMANCE " ADDITIVE is an excellent addition to any grease base. "GLOBAL PETROLEUM, LTD." has chosen an extremely high performance grease base for our brands of extreme pressure and heat greases. Grease base is a para synthetic formula. We chose our para synthetic base because of its extreme water resistance. Many of the highest performance grease base formulas such as lithium, calcium and clay base have low resistance to water and moisture. This causes premature grease washout and early grease performance failure. Our extreme pressure non-melt grease is formulated to adhere in the most extreme conditions. An extremely tacky grease, that is excellent general-purpose grease. Our COLD CLIMATE GREASE has been developed for the extreme COLD winter conditions. A lighter base makes this grease easy to pump in the cold outdoor conditions.

Both of our greases contain our "GLOBAL 20K ULTRA PERFORMANCE"ADDITIVE blended and vacuum packaged in plastic tubes under the most ridged standards available. There are no solid or foreign particles in either of our high performance greases. Lubrication enhancement products like PTFE resins, (Teflon), molybdenum disulfide, lead, copper, zinc and other products are NOT present in any of " GLOBAL PETROLEUM, LTD. " products. These materials have been used in lubrication products and will break down over time and under standard operating conditions. The results of the use of these materials are negative and can cause maintenance problems ranging from filter contamination and plugging to machine slugging and waxing.

FREQUANTLY ASKED QUASTIONS ABOUT "GLOBAL 20K ULTRA PERFORMANCE" Line of products.

"GLOBAL ULTRA PERFORMANCE " MOTOR OILS ARE A TECHNOLOGICAL BREAKTHROUGH; SINCE THEY ACTUALLY MODIFY THE SURFACE OF TREATED METAL INSIDE THE ENGINE A FEW MICRONS DEEP. THEY CHANGE THE MOLECULAR STRUCTURE TO PRODUCE A SURFACE WITH A VASTLY LOWER COEFFICIENT OF FRICTION, AND THUS DELIVER OPERATIONS THAT ARE MORE ECONOMICAL.

LUBRICANTS ALLOW METALS TO SLIDE, THEREBY RELIEVING FRICTION. EVEN WITH THE USE OF LUBRICANTS AND TODAY'S HIGH TECH OIL ADDITIVES, THERE IS HEAT BUILDUP DUE TO FRICTION. MANY SYSTEMS USING SUCH LUBRICANTS AND ADDITIVES SHOW EXCESSIVE WEAR OF MOVING PARTS IN COMPARISON WITH WHAT IS ACHIEVED WITH OUR TECHNOLOGY. WE SURPASS OTHER HIGH TECHNOLOGY PRODUCTS IN QUALITY AND COST SAVINGS. LABORATORIES STUDYING FRICTION FORCES AND LUBRICATION REQUIREMENTS OF METAL-TO-METAL SURFACES HAVE TESTED THIS WITH EXCELLENT RESULTS.

Q: WHAT IS IN "GLOBAL ULTRA PERFORMANCE" MOTOR OILS THAT MAKES THEM SO DIFFERENT?

"GLOBAL ULTRA PERFORMANCE" LINE OF MOTOR OILS AND LUBRICANTS ARE SPECIALLY FORMULATED. THEY ARE BLENDED USING AN EXCLUSIVE ADDITIVE, WHICH IS A NON-PARTICULATE CHEMICAL, A PURE SYNTHETIC, COMPATIBLE WITH ALL FORMS OF LUBRICANTS, HYDRAULIC FLUIDS AND MOST CUTTING OILS. IT INCREASES LOAD BEARING CAPACITY, AND IS COMPATIBLE WITH ALL SYNTHETIC AND MINERAL BASED MOTOR OILS AND LUBRICANTS. "GLOBAL ULTRA PERFORMANCE" MOTOR OILS AND LUBRICANTS DO NOT CONTAIN TEFLON, GRAPHITE OR OTHER FRICTION MODIFYING PARTICULATE. 

Q: DO "GLOBAL ULTRA PERFORMANCE" MOTOR OILS HAVE OTHER ADVANTAGES THAT OTHER MOTOR OILS DO NOT HAVE? 

YES! SINCE "GLOBAL ULTRA PERFORMANCE" MOTOR OIL TREATS THE SURFACE OF THE OIL PUMP, IT WILL WORK WITH GREATER EFFICIENCY, THUS ENSURING THAT THE LUBRICANT IS PROPERLY TRANSFERRED TO WHERE IT IS NEEDED. AS YOU KNOW BY NOW, IN CYLINDER CHAMBERS, WHERE THE ENGINE IS RUNNING CLEANER, THERE IS LESS OIL IN THE HEAD AND VALVE SEATS, VALVE MAINTENANCE IS LOWER. HEAT will BE DISSIPATED FASTER THROUGH THE ENGINE COOLING SYSTEM, AND "RUN ON" DUE TO HEAT BEING CAPTURED IN "COKE" DEPOSITS WILL BE LARGELY ELIMINATED.

Q: WHY SHOULD I SWITCH TO "GLOBAL ULTRA PERFORMANCE" MOTOR OILS FROM MY REGULAR BRAND MOTOR OIL WHICH I HAVE BEEN USING FOR MANY YEARS?

WEAR AT THE INTERFACE BETWEEN MOVING PARTS INSIDE THE ENGINE IS A NORMAL CHARACTERISTIC OF MACHINE OPERATION. THE KIND AND RATE OF THE WEAR DEPEND ON THE ENGINE OR MACHINE. LUBRICATION IS PROVIDED BETWEEN MOVING SURFACES TO MINIMIZE THE WEAR, BUT DURING OPERATION, MILLIONS OF MINUTE WEAR PARTICLES ENTER THE LUBRICANT. THE PARTICLES RANGE IN SIZE FROM SEVERAL MICRONS TO A SMALL FRACTION OF A MICRON.

MOST OF THE PARTICLES REMAIN IN THE OIL AS STABLE COLLIDES, AND DO NOT SETTLE OUT IF THE OIL IS WITHDRAWN. ALSO PRESENT ARE MILLIONS OF OTHER PARTICLES WHICH ARE NOT THE RESULT OF WEAR. THEY ARE INTRODUCED FROM THE AIR OR FROM OTHER CONTAMINATING SOURCES. THE TOTAL NUMBER OF PARTICLES FROM ALL SOURCES IS OFTEN ASTRONOMICAL AND TYPICALLY MAY NUMBER 10 TO THE POWER OF 12 PER CENTIMETER CUBE (10 X 12). THESE PARTICLES CAUSE A CHAIN REACTION OF PUMICE-LIKE WEAR. BY USING "GLOBAL ULTRA PERFORMANCE" MOTOR OILS OR LUBRICANTS, THIS WEAR SEQUENCE IS VIRTUALLY ELIMINATED.

THE ABILITY OF SPECIALLY FORMULATED "GLOBAL ULTRA PERFORMANCE" MOTOR OILS AND LUBRICANTS TO CONDITION THE FRICTION SURFACE NOT ONLY SLOWS WEAR AND HEAT ACTIONS, IT DROPS THE CREATION OF WEAR INDUCED PARTICLES. THE CONDITIONED SURFACES REPEL THE SUSPENDED FOREIGN MATTER, DRAMATICALLY INCREASING THE ENGINE'S OR THE MACHINE'S USEFUL LIFE, ALONG WITH THE ENERGY REQUIRED TO OPERATE IT, WHICH RESULTS IN HIGHER GAS MILEAGE. OTHER MOTOR OILS ARE NOT CAPABLE OF DOING THIS, BECAUSE "GLOBAL ULTRA PERFORMANCE" MOTOR OILS ARE SPECIALLY FORMULATED USING OUR " EXCLUSIVE "ADDITIVE FORMULA.

Q: WHAT IS IT THAT OTHER PRODUCTS AND MOTOR OILS ON THE MARKET ARE OFFERING? IT SEEMS THAT ALL ARE MAKING THE SAME CLAIM. 

When it comes to oil changes and oil change intervals, light and medium trucks in commercial operations can have different operational risks than over-the-road rigs. The nature of local stop-and-go operations, as well as the handling traits of their often non-professional drivers all affects the engine and oil performance. Here are some of the typical operating characteristics of these trucks, and the effects they may have on the oil and its lubricity.

Operating Environment

Oil condition and maximum drain intervals are adversely affected by the operating environment and the small oil capacity and often-marginal cooling systems of light and medium duty vehicles leave these units especially susceptible to extremes.

High temperatures, extreme heat can challenge a cooling system, especially when operating in stopped or slowed traffic, under load, and while operating accessories and providing auxiliary cooling for an automatic transmission. High engine temperature results in oil deterioration and engine deposits, which reduce, engine life.

Cold temperatures: Cold starting is tough on engine oil, resulting in suspended moisture and reduced lubrication due to excessive viscosity. In addition, the tendency to allow an engine to idle for long periods at low operating temperature results in fuel dilution and engine deposits.

Airborne dirt/dust: The presence of air-borne dirt and the ability of air cleaner system to filter it can affect oil performance and engine life if excessive amounts of airborne dirt particles are able to enter the engine intake. Dirt will cause piston ring and wall cylinder wall deterioration and will invade the oil reservoir.

Cooling system requirements: To minimize the impact of extreme operating environments, the vehicle cooling system must have the following supports: good heat transfer capability; an open coolant flow path; healthy coolant chemistry, and restricted air flow for heat transfer. Any weakness in the cooling system will result in inadequate cooling, high engine temperatures, and subsequent oil breakdown.

Duty- cycle characteristic

Because they are frequently operated in regional, local, and metropolitan areas, LMV duty-cycles are characterized by low average road speeds, frequent stops, and starts and extended periods of no-load idling. These duty cycle characteristics can degrade engine oil and contribute to lubrication and engine failure if not adequately managed.

Frequent stops and starts; this type of duty demands top quality lubrication. Any operation of this type with marginal engine quality can result in reduced engine life or catastrophic failure.

Extended idling: Engine operation at low revolutions per minute (RPM) with no load can be major cause of engine oil dilution as un-burned fuel oil passes beyond the piston rings. In an older engine, the reduced oil pressure can cause inadequete oil flow and lubrication. An excessive drop in engine operating temperature is another negative consequence of extended idling.

Load factor variability: Depending on the business, many light and medium duty vehicles operate with decreasing load factor throughout the day. They start out heavy and get lighter as their duty cycle plays itself out. This can result in variable demand upon the engine cooling and lubrication system, which, if not in good condition, can result in excessive heat or cold. That, in turn, contributes to oil deterioration.

Sustained highway operations: Many light and medium duty vehicles are designed to perform pickup and delivery functions with a minimum of sustained highway operations. The gear ratios and engine RPMs which result in good performance in city and suburban operation can allow excessively high engine RPM if operated on an interstate for any extended period. Any marginal engine oil protection level in this case can result in catastrophic failure.

Driver operating factors:

Many drivers of light and medium duty vehicles do not see themselves as professional drivers. They often have what they consider a primary job function for which operating a vehicle is a secondary activity. These divers may not be aware of their responsibilities for proper operating technique, and may resist training, which focuses on this subject. Some of the driving methods, which negatively affect engine performance, include;

Extended oil drain intervals holds potential opportunity for true maintenance cost savings. However, it must be tempered with an understanding of the discipline required and the consequent risks of reduced engine life or catastrophic failure.

Extended oil Darin intervals, if adapted, must not be set without prudent concern for the other interval-sensitive drive train components of the vehicle. Such items as transmission, differentials, axles, wheel bearings, suspensions, tire pressure and condition, cooling system, brake condition and many other components must be able to perform beyond the "Extension" of preventive maintenance service, which may be anticipated. If any component cannot perform under an increased service interval, it must be serviced independently of oil changes or replaced with an extended-service-type substitute.

GLOBAL 20K ULTRA PERFORMANCE additive, when added properly to all the lubricants used in the light and medium duty trucks, will extended oil change intervals and maintenance intervals, along with offering adequate protection against catastrophic oil/lubricant break down.

OIL TYPES:

Engine oil performance is usually measured for on-highway units in terms of miles-to-engine-overhaul. With any oil, it is only a matter of time, measured in gallons of fuel consumed, before additives are depleted and oil becomes saturated with contaminates from combustion by-products. Better performing oils are capable of neutralizing and suspending more contaminants, permitting more gallons of fuel to be consumed before an oil change. That corresponds to longer oil-drain intervals.

Three performance levels of oml are generally available to fleet operators;

1. Fleet oils, which are available at bargain prices but provide engine durability and reliability at conservative oil-drain intervals. A gallon of fleet oil typically posses the ability to neutralize and suspend the contaminants generated by burning about 300 gallons of fuel.
2. Premium oils, which use large quantities of additives but provide adequate engine durability and reliability at longer, drain intervals. They have a capability of about 400 gallons
3. Extended service oils, which allow maximum oil drain interval with adequate engine durability, and reliability. Drain intervals increase 50 to 100 percent compared with premium oils. They have a capability of about 500 gallons of fuels.

Importance of engine efficiency:

Oil contamination and additive depletion rates depend on engine type, engine duty cycle, vehicle application, engine operation, and engine maintenance practices. Typical midrange engines running in delivery vehicles and school busses are characterized by extended idling and low average road speeds, both of which can have a dramatic effect on oil consumption rates. Oil-drain intervals may change by 40 percent for one-mile-per-gallon change in fuel efficiency and 20 percent change in idle time. Heavy idling contaminates the oil faster than over-the-road use, so for many of these applications, the oil-drain intervals are best based on hours instead of mileage.

Engine that burns more fuel because of greater loads or poor operating practices also contaminate engine oil at a faster rate than engine with good economy. In the end, engines with higher oil consumption require a greater amount of new make-up oil, which slows the oil's additive depletion rate.

The amount of wear metal in the used oil should increase in pace with the hours of operation. If it changes sharply or levels off compared with the oil hours, it is a sign that the engine oil additives are either depleted or saturated with contaminates. Sever service may double some wear metal rates compared to light duty service.

Oil test program:

The systematic process of establishing extended oil-drain intervals: