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Special Edition

Reduces fuel consumptionProlongs service life

www.swissmotor.chFederation of Swiss Military Transport Associations

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rb // The concept of “additives” or “supplements” in motor oils, lubricants,and fuels often evokes a slightly negative image in the mind of the consu-mer — first, because the user is not an expert in petrochemicals nor a spe-cialist in combustion, and has little comprehension of that field’s infinitelycomplex materials, and second, because advertising would have us believethat nothing works nowadays without the right additives.

Magic formula: the LXE®molecule

Dr. Phillip S. Landis, who developedthe Liquid Wax Ester (LXE) Tech-nology was also intimately invol-ved in the development of Mobil 1.LXE Technology optimizes existingbrand name products with all of theadditives that they already conta-in: it raises the resistance to bothpressure and heat and achievessignificantly better heat dissipati-on. Admittedly, “magic formulas”have existed since the beginning ofthe age of machine technology andsome have even enjoyed some re-markable success...at least in thebeginning. The drawbacks came tolight only later, with many productssilently disappearing from the mar-ket. As of today, thirty years after it

first entered the market, no flaw hasbeen found in Lubegard. Certain topvehicle manufacturers even prescri-be Lubegard in their repair manuals,and most of the other manufactur-ers have long given their approval.

The wide-spread problems withautomatic transmissions

Lubegard first made history in theUS, the birthplace of automatictransmissions for passenger cars,when sperm whale derivatives wereno longer available for use in lubri-cants and hydraulic oils for the en-gine industry due to the Conventionon Endangered Species of 1972.Sperm oil had lent the petroleum-based oils the qualities they lackedin terms of resistance to both pres-sure and heat. This was not known,of course, to the general public.It is estimated that eight million (!)automatic transmissions were da-maged beyond repair in the US in1975 alone! The cause: overheating.Like others, Philip Landis thereforedirected his efforts at fundamen-tally optimizing hydraulic oil forautomatic transmissions by deve-loping a new component. The heat

TheHistory of Lubegard®

How did Lubegard come about?

Dr. Phillip Landis was involved in the development of Lubegardand Mobil 1.

Lubegard is produced in reac-tors like these

As a rule, additives provide a basicproduct with features that the pro-duct lacks for its basic functionality.As a consequence it used to be thatyou were not allowed to mix diffe-rent types of oil (this still appliestoday to certain components), be-cause the brand-specific additiveswould interfere with one another,either canceling their effect, or in theworst case scenario even reversingit. Older readers may still rememberwhat used to happen to an enginethat was accustomed only to singleviscosity oil — when multiviscosityoil was suddenly used for toppingup or an oil change. All too often,catastrophic engine damage wasthe result.

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resistance and heat conductivity ofhydraulic oil first had to be improvedradically. Landis had already createda motor oil additive from plant ex-tracts called “Lubegard” which ex-hibited the aforementioned qualities;all that was needed was to adapt hisproduct to hydraulic oils sufficientlyto enable a “marriage.” It took ano-ther five years, however, before Lan-dis’ genius developed, exhaustivelytested, and patented such an addi-tive so that he could bring it onto themarket successfully.

Rapeseed instead of jojoba oil

Landis, an experienced petrochemi-cal specialist, focused his researchexclusively on oils and waxes of bo-

desired LXE molecule from the car-bon chain of simple rapeseed oil ismuch more complicated; but meetsthe same quality standard. Moreo-ver, it is biodegradable, which is anextremely important criterion today.

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Liquid Wax Ester

Botanical, polar, high-tech mono-ester LXE® wax

• Temperature-resistant up to 300°C (572° F) (currently the most heatresistant lubricating ester on themarket)

• Increases the heat stability andoxidation stability of every lubri-cant

• Lowers the elevated lubricanttemperature (protecting it fromoverheating)

• Up to 50% less component wear• Up to 30% less oxidation• Up to 60% less hard asphalt (dirt

buildup)

Conclusion

In all areas of application, Lube-gard is not a lubricant substitute.In order to make use of its sen-sational properties, Lubegard al-ways needs a base oil. Lubegarddoes not “repair” any mechanicaldamage, but it can successfullyprevent it.

Sole agency for EuropeImporters for the whole range ofLubegard products:Roten Trading AGKeltenstrasse 13CH-2563 Ipsach, SwitzerlandTelefone: +41 (0)32 355 38 24Fax: +41 (0)32 355 38 25E-Mail: info@rotentrading.chWebsite: www.lubegard.ch

In Switzerland, Lubegard is sold atretail by Derendinger AG and Tech-nomag AG. Additional internationalretailers will continually be addedto www.lubegard.ch.For a location near you contactwww. Lubegard.com.

Dear Readers,

This special edition of Swiss-motor reports on a petroche-mical product with a uniquemode of action: Lubegard.Known up to now only in theUnited States, this uniquesupplement has also begun toconquer the European market.And it is coming at just theright time. Apart from econo-mical diesel engines, themotor vehicle industry hasalmost nothing to counteractskyrocketing gas prices.Beware of several various“alternative” fuel substitutes:the consequential costs couldbe far greater than the suppo-sed savings. In its diverseareas of use, in our opinion,Lubegard appears to be theonly way to save not onlysubstantial amounts of fueland oil, but also to extend thelife of all mechanical compo-nents significantly. Lubegardis not an additive in theconventional sense of theword. It merely optimizes theexisting lubricants. But it doesso with truly sensationalresults, as scientific tests haveconfirmed. Moreover, Swiss-motor has never endorsed aproduct that has not first beentested for years both in-houseand in the field.You can putyour complete faith in thereports and descriptions thatfollow, because our namestands behind them.

Warmest regards,Ruedi BaumannEditor-in-Chief, Swissmotor

Editorial

tanical or biological origin, becausethe spermaceti derivative formerlymixed with lubricants had yieldedthe desired result. Landis found anideal substitute in jojoba oil. Unfor-tunately, it turned out that jojoba oil(which is actually not oil at all, butliquid wax) was in extremely shortsupply, because the jojoba plantwas difficult to cultivate in artificialsettings. It preferred the habitat ofthe Sonora desert of Mexico, Arizo-na and California over all industrialfarming methods. Moreover, thecosmetic industry had already longdisplayed an almost overwhelminginterest in jojoba oil. Jojoba oil pos-sesses the rather unique property ofneither easily oxidizing nor formingsludge or varnish. But by then Lan-dis had found a synthetic basis forLubegard that was plentiful, andneither endangered nor burdenedby any sort of ethnic (or other) legalrestrictions. The reaction processfor extracting and esterizing the

Long ester chain20-22 carbonic acid atoms20 carbon alcohol atoms

Temperature-stable to 300°C (572° F)Lubricating ability in combinationwith oil

Dual bondOxidation stabilityComposite bond

HydrogenCarbon-basedalcohol

Carbonic acid

Oxygen (polarized)

The composition of the liquid ester wax LXE®(non-binding example)

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BIO/TECH ENGINE OILPROTECTANT 30902

We first used the Bio/Tech Engi-ne Oil Protectant product, whichis also based on the unique LXEtechnology, in diesel engines, so-mewhat by chance. This was intest vehicles, in which all “co-tes-ters” objected to the obtrusive en-gine noise. Not when starting cold,because all diesel engines make anaudible knocking sound then, butat driving speeds of about 80 kph(50 mph) and up. As with the auto-matic transmission, we mixed Lu-

begard into the motor oil accordingto the motto: even if it’s of no use,it certainly can’t hurt either. Becau-se the oil level had to be checkedagain very precisely, we let the en-gine idle for a while.

Diesels no longer “diesel”

It took a couple of minutes untileveryone standing around noticedthat the engine suddenly was run-ning perceptibly more quietly. The

earlier annoying diesel knockinghad been replaced by a powerful,idling hum. We then had everyo-ne who had objected to the noiseearlier test drive the vehicle again.“Have you installed additional noi-se reduction mats under the hoodsince the last time?” everybodywanted to know. Since we werehaving Siberia-like temperaturesat the time, we were pleasantlysurprised by another feature: nowthe engine started right away evenafter having been turned off forlong periods of time, which hadn’talways been the case before. Weimmediately persuaded other “die-sel owners” to add Lubegard. Theresult was the same in every case.And as a “bonus,” fuel consumpti-on was down significantly.

Problems with the emergencypower system

Because Lubegard engine protec-tant is described as having a widearray of “problem solutions” at itsdisposal, the author took on the

Lubegard Bio/TechEngine Oil Protectant 30902

Bio/Tech Engine OilProtectant not onlyreduces wear by upto 70 %, fuel con-sumption also dropscorrespondingly.Thanks to Lubegard,there is no longer arisk of insufficientlubrication in coldstarts.

Significantly reduces fuel consumption and more!!

Swissmotor has been testing a wide range of products intensivelyfor many years. Products, of course, that have to do with cars, en-gines and machines. These tests are only published after “indis-putable” results have been obtained, and are guaranteed never tobe PR reports. After we stumbled across the Lubegard transmis-sion fluid additive at Automaten-Meyer, we discovered and testedother products from the same manufacturer – first the motor oiladditive Lubegard Bio/Tech Engine Oil Protectant, then other ad-ditives.

www.lubegard.ch

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next problem child, a gasoline-pow-ered emergency power system. Theunit, which has to work for hours atjust slightly greater than idle speed,tended toward disproportionab-ly high plug fouling. Periodic visitsto the shop after a ridiculously lownumber of operating hours were therule. Only after a vigorous cleaningwith compressed air and new sparkplugs was the engine ready to startagain. But lubricating oil consumpti-on soon increased dramatically dueto carbon deposits on the pistonrings, causing the fouling to cripplethe engine at even shorter intervals.Two tablespoons of Lubegard ad-ded to the oil were able to preventthe troublesome soot buildup onlypartially; but the engine now ranabout an hour and a half longer pertankfull! We had precisely the sameexperience with a second engine ofalmost identical construction. Thiswas clearly attributable to one ofLubegard’s main features: the sen-sational reduction of friction losses.(A more permeable air filter thenalso ended the fouling of the sparkplugs).

Not a cure-all after all?

The same sort of power increaseor an equally striking decline in fuelproduction could not be expected incars, however, where different fac-tors determine fuel consumption. Itis not by chance that top name oilmanufacturers conduct represen-tative fuel consumption and dura-bility tests predominantly with bigcity transport systems, because thedifferent driving styles of the indivi-dual drivers do not play a decisiverole there. In the emergency powerunits the engine speed was alwaysthe same, and because of the rec-tifier the power demand was alsoalways about the same. Thus identi-cal results were likewise obtained inthe “knocking” test with the secondemergency power unit. It is relativelyeasy to explain why Lubegard couldnot stop the carbon deposits in theengine: soot buildup in the com-bustion chamber is a by-product ofthe constant low operating speed.

Moreover, the engine does not haveto deliver any significant amount ofpower during the entire operatingperiod, which leads to unclean com-bustion.

A “must” for turbocharged engi-nes

Turbo diesel engines that are insu-lated from structure-borne noiseand therefore completely “packedin” are particularly susceptible tomechanical damage. The lack ofcooling air leads to serious pro-blems here. The oil gets too hotvery quickly in the turbocharger andsubsequently ruins the “healthy” oilin the engine. The better an engineis encased, the greater the heat blo-ckage, especially in the vicinity ofthe turbocharger. Most affected are“chip-tuned” turbo engines. Oil thathas become too hot behaves justlike butter in a frying pan: when thebutter gets too hot it first assumesthe familiar brown color, and as theheat increases it carbonizes. Butterthat has turned brown stays browneven when cooled, and as a resultis unusable. The same thing hap-pens with motor oil. Lubegard En-gine Protection lends a significantlyhigher level of heat resistance to thebase oil, thus preventing “burning”in the turbocharger and conse-

quently avoiding the gradual over-acidification and oxidation of themotor oil.

Getting to the essence of gasoli-ne waste

For the car test, Swissmotor inten-tionally and specifically selectedwell-known “gas guzzlers.” Purelyhypothetically, this is where onecould expect the largest measu-rable difference. However, a con-sistent driving style through thevarious driving cycles would berequired in order to determine themeasurable differences before andafter Lubegard in the shortest timepossible. The results obtained wereconsistently positive, although thereports from the non-professionaldrivers about the amount of gas

Old-timers present real challenges for their owners. They simply cannot handle new multivis-cosity oils. Strange as it may sound, Lubegard fulfills the same purpose here as it does withhighly tuned engines, because the supplement significantly optimizes the existing base oil.

With Lubegard in the motor oil, thisgenerator runs about an hour and ahalf longer per tankfull (when usedas an emergency power unit).

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they saved were too vague. In thecar used by our staff, however, wewere able to keep precise track ofdriving behavior and style and thekilometers driven by means of thecalibrated trip recorder.

Wow!

After 2000 kilometers (1243 miles) wecouldn’t deny it any longer: before,we could never manage to get thefuel consumption of the 3.2 liter en-gine below fifteen liters (four gallons)per 100 km (62 miles) (fifteen literswas already an economy record).With Lubegard in the motor oil andwith the same driving style, the engi-ne got by with only thirteen liters. Alook into the engine with the help ofa rod light revealed bright clean cy-linder walls, where before there hadbeen a hard, blackish-brown resi-nous coating. A slightly light-brown,but still minimal coating on the pis-ton floor, the valves and the sparkplugs testified to optimal combusti-on. In addition, all of the mechanicspraised the extremely quiet runningof the six-cylinder in-line engine.

Nails with heads

Due to the fact that our staff carwith its full-time all-wheel drive hadother gas guzzling impediments inthe power train, it received a radi-cal treatment: in brief, all its oil wasremoved, replaced, and the pre-scribed amount of Lubegard wasadded. Automatic TransmissionFluid Protectant was used for theautomatic transmission and transfercase, and Gear Fluid Supplementfor the differential. We even inclu-ded the power steering protectantand the radiator treatment (parti-cularly since the Lubegard product

named “KOOL-IT Supreme CoolantTreatment” promised significantlybetter heat transfer.)

The proof

We had already done as much aswe could – short of mechanical in-terventions – to reduce mechanicalfriction loss by significant factors.The results obtained through thisradical treatment were truly incre-dible: now the gas consumptionfor 100 kilometers (62 miles) was alaughable 10.1 liters (2.67 gallons)!Of course, the “super economy” dri-ving style utilized in such tests wasabsolutely no fun, and may have an-noyed other drivers on the road, butit was definitely worth the effort. Asurprising side effect truly amazedall Lubegard users (most noticeablewith all-wheel drive): the braking re-sponse of the entire drive train whentaking the foot off the gas pedal wassignificantly lower. So it is necessa-ry to step on the brake more often.There could hardly be better proofof reduced friction loss...

An ideal solution

If one considers how many milli-ons are invested in developmentprojects by vehicle manufacturersto increase engine power and atthe same reduce fuel consump-tion, and then compares thatamount to the ridiculous costs ofadding Lubegard, one can onlyshake one’s head in disbelief. Es-pecially since Lubegard also sig-nificantly prolongs the operatinglife of any mechanism. ■

Here’s what Lubegard BIO/TECHENGINE OIL PROTECTANT does:

• Reduces friction loss in the motorby up to 29% (saving fuel)

• Provides outstanding cold startproperties through polar behavior

• Improves oxidation stability (themain factor in oil aging)

• Lowers oil consumption (especiallywith long-life oils)

• Reduces wear by up to 70%• Lowers the oil temperature• Improves oil’s compressive

strength• Excellent for supercharged or

high-performance engines (tuning)• Audibly and significantly reducesthe noises that arise through innerfriction

Application Instructions:Add one bottle per car engine(diesel or gasoline) with every oilchange.

Boat motors rarely overhe-at because the efficacy ofwater cooling is guaranteed;but oil still gets too hot in theturbocharger. And certainlynobody has any objections tosaving fuel.

Highly tuned engines are particularly susceptible. Here Lubegard has a significanteffect on the life of the engine. Experienced car tuners have long known about theeffect of the sensational LXE molecule.

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The temperature problems that oc-cur in today’s modern, small volume,maximally supercharged turbo engi-nes and power plants (due to enginecompartment encapsulation) mayexceed the 250 degree Celsius (482°F) mark. Permissible oil temperaturesare greatly exceeded, primarily at thebearing points of a turbo superchar-ger that require lubrication. But eve-ry normal oil molecule breaks down(cracks) into its component parts attemperatures greater than 250° C(482° F). The resulting residue maycause engine damage or total des-truction of the components.The current trend towards thriftierand at the same time higher perfor-mance engines inevitably leads totemperature-related problems, evenwith so-called high-performanceoils. In a test of Lubegard Bio/TechEngine Oil Protectant 30902 con-ducted by the testing institute In-tertek Caleb Brett (Switzerland) AG,artificial aging processes were cre-ated in order to come as close aspossible to “real conditions,” giventhese prerequisites, and to obtainconclusive results. In order to simu-late the oil’s long-term behavior andaging process within the brief testingtime available, oxygen and nitrogen(air) were carefully added to the testsubstance. The amount of residuefrom this process shows how long— that is to say, to what temperature— the oil can endure without markeddecomposition. The greater the resi-

due buildup, the lower the tempera-ture stability. ■

Physical and chemical back-ground

The hot tube test (HTT) acceleratesthe aging of the test substancethrough:• the increased temperature• the lesser coating thickness of the

substance in the glass tube• direct contact with the air.

Aging process

The aging process occurs in differentstages that cannot be isolated fromone another:Thermal agingThrough thermally-induced decom-position of the oil sample (that is tosay, through the application of heat)(e.g., “cracking” of the oil molecules),an unstoppable and in this case in-tentional destruction of the chemicalstructure takes place.Oxidative agingThrough the influence of the oxy-gen (about 20% by volume) presentin the pressurized air, the chemicalbonds in the oil sample are oxidized.This process is dependent in part onthe measured temperature (“the hot-ter, the faster”).Catalytic effectsOne may assume that the agingproducts that arise through thisprocess exert an influence on the(total) aging of the freshly introdu-ced oil sample.Total aging

Total aging is the sum of all the agingfactors. These are influenced in turnby the measured parameters andtechnical equipment conditions.

Evaluation of the aging

The following points may be usedas criteria for the aging :• Visual evaluation of the glass tube

(index based on the color scale)• Quantitative measurement of the

aging products (stated in mg)• Temperature and/or time elapsed

before the aging tube becomesblocked (block point)

• Chemical and physical examinati-on of the aged test substance (forexample, tribological properties)

Measurements were performedwith the following parameters:• Maximum of 92 hours of testing

time or until the block point of theaging tube

• 0.2 ml/hr (3.33 l/min) of oil• 10 ml/min of air• Gravimetric determination after

cleansing with hexane• Gravimetric determination after

cleansing with toluene and ace-tone

The fresh oil (brand name oil)became blocked after about 80 to90 hours; in other words, so manyaging products were produced thatthe glass tube became complete-ly filled and no longer permeable(block point).

Read the complete test report atwww.lebert-alterung.chIn German only

Test Report No. 160275/06

Brand name oil (left) after the tests andthe same oil (right), this time howeverwith Lubegard Bio/Tech Engine Oil Pro-tectant 30902.

The test results speak forthemselves. The red lineshows the aging process ofa brand name oil. The blueline shows the oil mixed withLubegard 1/10. The graphdepicts the amount of agingresidue insoluble in hexane at290° C (554° F).

Intertek Caleb Brett (Switzerland) AG, 8952 SchlierenP

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Lubegard Automatic Transmissi-on Fluid Protectant mixed with thetransmission fluid prescribed bythe manufacturer decisively incre-ases the heat resistance of the baseoil, among other things, and at thesame time provides better heat dis-sipation, thus preventing the plasticparts in the transmission from “mel-ting”. At the same time, Lubegardmakes the valves, pistons and slidevalves run more smoothly, whichthe driver comes to notice after afew kilometers of more precise, in-cisive and faster gear shifting. Inte-restingly enough, the individual gearshifts become gentler.

Transmission fluid changes, cool-ers — and Lubegard

Automaten-Meyer in Littau LU,Switzerland’s number 1 automatictransmission specialist, unhesita-tingly recommends two things forlong “automatic transmission life”:first, a complete fluid change eve-ry 50,000 kilometers (31,068 miles),and second, the installation of aseparate fluid cooler. The secondpoint applies primarily to vehicleswith trailers (including campers!).Also adding Lubegard to the auto-matic transmission fluid practical-ly guarantees that there will be no

overheating nor resulting damage.During a fluid change performed bya top professional (which is highlyrecommended), the professional willimmediately recognize any signs ofwear and can offer a precise pro-gnosis on the condition of the trans-mission. Consequently, your localprofessional transmission repairfacility is also the best choice for asimple fluid change, all the more sobecause they have all of the specialapparatus for changing the entirefluid content, even in torque con-verter transmissions without bleedscrews (most cars today).

Lubegard instead of repairs

Swissmotor “stumbled” across Lu-begard a few years ago, quite bychance. At the time, the author wasdriving an automatic Mercedes,which sometimes literally “lost” thecorresponding gears when startingup from a stop into gears “D” and“R.” The kickdown was also no lon-ger working right, most of the timethere was only a rumbling in thetransmission. At first, Automaten-Meyer found no wear particles inexcess of allowable levels in thetransmission fluid, and they claimedthis was due to pressure valves,pistons, or valves that were stuckdue to low tolerances and gum-

Lubegard Automatic Transmission Fluid Protectant 60902/63010

A transmission fluid supplementthat performs “miracles”

AUTOMATIC TRANSMISSION FLUIDPROTECTANT 60902

The founder of Automaten-Meyer, Werner Meyer, addsLubegard to the automatic transmission fluid.

CEO Adrian Marty tests an overhauled automatic transmis-sion on the test bench.

rb // The service life of an automatic transmission is limited, regar-dless of whether it is in a car, a truck, or a construction machine.In manual transmissions the clutch wears out sooner or later, be-cause this device has the task of gradually converting the engine’spower into propulsion, just like an automatic transmission. Auto-matic transmissions also have clutches, sometimes even many ofthem. Although they run in oil, wear nevertheless occurs. Driverscan influence and reduce wear with their driving style, but the ab-solute mortal enemy of automatic transmissions is the oil tempe-rature. When it gets too high, which happens very quickly, and notonly when pulling a trailer, the automatic transmission quickly gi-ves up the ghost. Then it costs you a small fortune.

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ming. Result: a partial overhaul orat least a replacement of the cont-rol unit. Here Adrian Marty, CEO ofAutomaten-Meyer, suddenly had anidea: instead of replacing the cont-rol unit, only fresh fluid was addedand supplemented with the approp-riate amount of Lubegard AutomaticTransmission Fluid Protectant. Mar-ty and the firm’s founder, WernerMeyer, were rather skeptical, sincethe US-produced “miracle cure” Lu-begard was still quite new to them.Both of them knew only the specifi-cations, but they knew them in gre-at detail. “If it’s of no use, at least itwon’t cause any damage,” both ofthem thought. “We can always stillinstall a new control unit if the ex-periment goes awry. That would ofcourse cost the price of a bottle ofLubegard many times over.”

Even the expert was amazed

The miracle occurred: after just a fewmiles the gear shifting underwent ahighly perceptible change, the kick-down kicked in powerfully, and thetransmission no longer “lost” indivi-dual gears from then on, about ano-ther 150,000 kilometers (93,206 mi-les). For 2 years we conducted verythorough “field tests” with Lube-gard, had numerous mechanics addit to transmissions, some of which

could hardly be shifted any more,or to automatic transmissions thatvibrated and shook intolerably. Thesame surprising result everywhere:as long as there was no purely me-chanical damage, broken converterblades, melted plastic parts dueto overheating, or pipes or pistonsclogged as a result, and so forth, allautomatic transmissions suddenlyfunctioned perfectly again!

A super investment

Automaten-Meyer, as well as me-chanics less burdened with expertknowledge, have since sworn byLubegard. The experience, know-ledge, and results were continuo-usly discussed and compared. Herewe certainly must mention thatmany top auto names expresslyrecommend Lubegard, and writtenapproval has been issued by mul-tiple leading car manufacturers onits use. If we compare the price ofa fluid change and adding Lube-gard to an overhaul of the automa-tic transmission, we come to a pricedifference ranging between 4500and 6000 Swiss Francs ($3,600 and$4,800 USD), depending on the typeof transmission.

Unwanted sales branch

There are four different types of Lubegard automatic transmission fluidproducts available. The fourth type,Lubegard Platinum Universal Auto-matic Transmission Fluid Protectanteliminates all automatic transmissi-on fluid confusion and the need forthe other three Lubegard automatictransmission fluid products. Untilnow, Automaten-Meyer had to getall Lubegard products directly fromthe US, and since the stunning suc-cesses (including according to ourpublications) found itself having toship Lubegard products halfwayaround the world. Of course, onlyafter a detailed telephone consul-tation, which did not necessarilymatch the company’s original intentin Littau. ■

Here’s what Lubegard AutomaticTransmission Fluid Protectantdoes:

• Provides smoother gear shifting• Improves gear shifting perfor-

mance• Reduces the fluid temperature in

the automatic transmission• Extends the life of the fluid• Loosens “gummed” valves• Suppresses clutch and torque

converter vibrations• Optimizes oxidation stability (the

main cause of fluid aging)• Indispensable for vehicles that pull

trailers• Approved and recommended by

manufacturers, and successfullyemployed for over 20 years.

Application Instructions:Add 1 ounce (29.6mL) per quart(Liter) of ATF fluid being replacedwith motor idling in park.

Important tip: If your not surewhat type of fluid a transmissi-on takes contact your supplierto obtain your copy of the FREELubegard ATF Conversion & RefillChart.

An automatic transmission with heatdamage and melted plastic parts.

Lubegard (red) is designed for use withDexron III automatic transmission fluid.

Lubegard Platinum is suitable for all typesof automatic transmission fluids.

www.lubegard.ch

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GEAR FLUID SUPPLEMENT30903

For standard transmissions and differentials

Gear Fluid Supplement 30903and Limited Slip Supplement 31904

A fluid change when adding Lubegardis not urgently necessary, but it can’thurt. Careful, though: use the specialLimited Slip Supplement in rear axledifferentials with automatic limited sliplocks!

Power Steering Fluid Protectant20404 as an additive to existingpower steering fluid

new power steering fluid fill-ups

POWER STEERING FLUID

Power Steering Fluid with LXE for new power steering fill-ups or as a protectant

• Meets specific manufacturer criteria(including Honda)

• Replaces all special fluids for powersteering

• Reduces noise in power steering• Cleans and loosens clogged nozzles

and pumps• Extends the life of components and

fluid• Loosens tight steering valves• Provides you with a long-running and

problem-free system

• Optimizes the lubricating properties ofall GL 5 and GL 4 oils

• Improves shifting performance• Optimizes the transmission of power• Reduces bearing and gear friction• Improves temperature stability• Prevents heat damage• For standard transmission and rear

axle/ drive shaft combinations

Power Steering Fluid application instructions:Fill per manufacturers instructions

Power Steering Fluid Protectant application instruc-tions: Avoid overflow. For best results flush out oldfluid. Refill with power steering fluid leaving 4 oz. shortand add entire contents of protectant.

Gear Supplement application instructions: Add 3ounces (88.7 mL) to each quart (Liter) of gear fluid.

Limited Slip Supplement application instructions:Avoid overflow. Add entire contents of supplement todifferential.

20902

Power Steering Fluid 20902/20404

Power Steering Fluid 20902 for

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ACKNOWLEDGEMENTSSpecialty Magazine for Consumers

Federation of Swiss Military Transport Associations

Eleventh year

Editor–in–ChiefRuedi Baumann (member of the EuropeanMilitary Press Association)

Editorial OfficesSwissmotor (Swissmotor-Online)Ruedi BaumannFlorastrasse 10 / BahnhofCH-8134 AdliswilTelephone: +41 (0) 44 710 45 46Cell: +41 (0) 79 700 45 46E-mail: swissmotor@bluewin.ch

Editorial staffChristian Matthys (Zurich Country Police),Markus Hofmann (Shell Oil Switzerland), ManuelGemperle (Author), Heinz Suchy (Technicalsupport)

VSMMV (Verband SchweizerischerMilitär-Motorfahrer-Vereine)(Association of the Swiss military drivers)First lieutenant Camille MeierEmil Klöti-Strasse 6CH-8406 Winterthur

Swiss Army General Staff / Logisticsdirectorate, movement and transportationdivisionLieutenant colonel Markus Oeggerli

Competence center for army drivingeducation (CCADE)Staff warrant officer Martin Plattner

Swissmotor Editorial Offices GermanyHolger Werner VolkStettinerstrasse 3D-71254 DitzingenTelephone. 0049 715 617 0670E-mail: Swissmotor@gmx.de

Swissmotor WebmasterMarianne BraunE-mail: swissmotor@utanet.at

PublisherBILDPRESS ZUERICH BPZFlorastrasse 10 / PO BoxCH-8134 AdliswilTelephone: +41 (0) 44 710 45 46E-mail: bildpress@bluewin.ch

Publication and PrintingVogt-Schild Druck AGGutenbergstrasse 1, 4552 Derendingen

Reprint only with the written consent of thepublisher. The contributions made by theauthors only express the opinions of thoseauthors. The procurement of the original copiesof the photos printed here is normally notpossible. No liability on the part of the publisherand the editorial staff for unsolicited materialsent to their offices.

swissmotor webpage: www.swissmotor.com

Coolant additive with added benefits

Lubegard KOOL-IT®

KOOL-IT Supreme RadiatorTreatment 96001

rb // Our experiences up to now, as well as those of others, have shown usthat all Lubegard products are full of pleasant surprises. Another additive,KOOL-IT, has been known much longer in this country than oil or fluid addi-tives. It is designed for use with coolants.

The mode of operation and thecomposition of KOOL-IT are verycomplex. Here is the technical de-scription for those who would likemore details:

KOOL-IT Supreme CoolantTreatment

Problems in a car’s cooling systemcircuit and the mode of operationof KOOL-IT (KOOL-IT SupremeRadiator Treatment 96001)

Enemy number 1: cavitation

The coolant briefly exceeds boi-ling temperatures on the very hotoutsides of the cylinder liners. Theresulting air bubbles are then implo-ded by the vibrations of the cylin-der liners. This process tears verysmall metal parts from the surfaces.This continuous process, buildingup small deposit cavities, is calledcavitation erosion. The now unpro-tected areas are exposed to increa-sing corrosion.

Enemy number 2: electrolysis

Erosion of the metal surfaces takesplace due to the additional electroly-sis that occurs through water pumprecirculation of the coolant (friction).This same electrolysis generatesgalvanic currents in the cooling sys-tem, which, among other things,causes gradual destruction of thenonferrous metal parts.

The coolant does not necessarilyneed to be replaced or exchangedfor a new fill-up to add KOOL-IT.Suctioning the approximate amountof the bottle contents of the addi-tive from the expansion containerand replacing it with the supple-ment fulfills the goal. The mix lastsa certain length of time, but the userwill notice a markedly shorter warmup period for the engine as early asthe next day, especially in the coldermonths. Clearly, the heater and thedefroster will also deliver warm airfaster than before as a result.

Interestingly enough, the coolingsystem is also less likely to overhe-at. This can be readily heard in theradiator fans, which do not come onas soon. This also results in consi-derable fuel savings, because thefans, regardless of whether theyare electric or viscous-coupled fanspowered by the fan belt, are ener-gy guzzlers. KOOL-IT thus not onlyprovides significantly better heattransfer in the cooling system, butalso provides tangible fuel savings(like all other Lubegard products).

The Lubegard research and deve-lopment team gave the additive onemore additional feature: KOOL-ITcontains a pH indicator. For useonly in straight water applicationsthis allows easy visual determina-tion of straight water coolant pHconditions. Coolant within a saferange is pink, but changes to clearif the coolant pH falls dangerouslylow, indicating another pint shouldbe added.

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Enemy number 3: overheating

The air bubbles contained in thefoam reduce the cooling surfaceand contact surface of the radiatorby the area of their surface. This notonly slows down heat transfer, butalso significantly reduces the heatexchange between the engine, coo-lant, and radiator.

Enemy number 4: crystallization

Glycolic acid is generated by highoperating temperatures, and it par-tially crystallizes and forms proble-matic deposits.

Substances and their mode ofaction

A variety of substances, some ofthem very expensive, are added toKOOL-IT Supreme Coolant Treat-ment in order to prevent or eveneliminate these destructive pro-cesses.

(1) A special nitrate forms a protec-tive coating on metal surfaces andserves as a very efficient means ofprotection against corrosion — as ashield, so to speak. Cavitation ero-sion is thus prevented.

(2) Molybdate works as an anode(an anode is a collector of electrons)which functions on a principle of“self-sacrifice.” Electrolysis is neu-tralized by molybdate, and corrosi-on due to electrolytic leakage cur-rent is thus prevented. In addition,molybdate forms a very thin (mo-lecule-sized) coating on aluminumsurfaces, which counteracts thetransfer of electrons.

(3) Polymer dispersants prevent thefoaming of the coolant that occursdue to water pump recirculation andthey also lubricate the water pumpfor enhanced durability. Coolingperformance is thus improved sig-nificantly (up to 30%).

(4) Sodium hydroxide breaks downglycolic acid. In addition, carbon-

oxylate provides long-term protec-tion against corrosion.

Additional properties

For use only in straight water ap-plications, phenolphthalein is usedas a pH indicator to indicate acidformation that can cause enginedamage to head gaskets and intakemanifold gaskets. When the pH issafe the coolant is pink and whenthe coolant is unsafe the coolantturns clear. For all applications theneon pink color also makes any pos-sible leak sites visible (simplified di-agnosis). Borate acts as a pH buffer.

Because borate is very expensive, itis often replaced with phosphatesin coolant additives. Phosphatescan cause problems by setting offdangerous reactions. Borate is anoutstanding heat transfer enhancer,however. KOOL-IT Supreme Coo-lant Treatment contains the optimalmix of these components and, asa result, significantly increases theefficiency of any cooling circuit. Atthe same time, the entire systemis superbly protected and its life islengthened.

Application Instructions: Add 1bottle every year or 30,000 mi-les, whichever comes first. After5th consecutive year, drain, flush& refill cooling system includingcoolant. For complete instructions

• Suitable for every coolant• Optimizes the cooling performance

of the entire cooling system• Increases heat transfer/ reduces

the engine coolant temperature• Prevents cooling system corrosion• Prevents deposits that can lead to

overheating• Protects all metals from electro-

lysis• Reduces the buildup of corrosion

on the cylinder cooling walls• Prevents heat damage (for exam-

ple, of the head gasket)• Extends the life of the coolant

For further information in the U.S.A. please visit

www.Lubegard.com

LUBEGARD is manufactured by: International Lubricants, Inc.

7930 Occidental South; Seattle WA 98166

206-762-5343 800-333-LUBE(5823)

Printed in the U.S.A.�� Lubegard, Kool-It, LXE, etc., are registered trademarks of

International Lubricants, Inc.