Innovations

Transcription

Innovations

Issue 24 • 1st half of 2011
INNOVATION
related issue
ÁNGEL NIETO,
12+1 reasons for being a
motorcycling legend
+ I N N O VAT I O N + N E W S + C O M P E T I T I O N + T E C H N O L O G Y + M U C H M O R E
INNOVATION
related issue
This issue of Oleum is devoted to Innovation as it
is the new route map of the Company CEPSA: To
this end, Oleum has not only changed the way of
telling its news, but also the way of presenting its
contents with a new page format and design.
Summary
Oleum #24
4 CEPSA GROUP:
• Innovation advertising campaign
We are innovating for our customers
• 3rd International Award for Innovation on Highways
sponsored by CEPSA PROAS
• PROAS innovating: a bid for the environment with its new
low temperature bitumen
• Annual and CR report
• Environmental statements
6 CEPSA LUBRICANTES WORLDWIDE
• European market
• Asian and Australian market
• American market
9 QUALITY, SAFETY AND ENVIRONMENT::
• ECOLABEL certification
• ATIEL, INNOVATION and consensus in lubricants
10 FACE TO FACE:
• ÁNGEL NIETO, 12+1 reasons
for being a motorcycling legend
16 USEFUL INNOVATION:
• Innovation at CEPSA Lubricantes
• Innovations at the San Roque refinery
21 CEPSA LUBRICANTES AT SEA
• CEPSA Lubricantes launches
its new range of marine lubricants
24 PRODUCT:
• CEPSA EUROTECH LS 10W40,
triple bid for ecology
• Specifications
27 ECOLOGY CORNER
• MINA BARDAYA GREENWAY
• TREES WITH A HISTORY: The Tree of Guernica
28 INTERNET CLOSE-UP
• Facts and figures
• Interesting websites
• FACEBOOK, innovation in social contacts
30COMPETITION
• CEPSA Lubricantes at the Endurance Champìonship
• DANY TORRES, king of the desert
• CEPSA Lubricantes and MOTORRAD
at the Speed Championship
32HUMOUR
• When summer’s coming
33FLASHES
• Product islands at Tiendas A.
• CEPSA organizes talks on lubricants and lubrication in
CEUTA
• 2001 CEPSA MOTO 2011 advertising campaign
34 SCENES FROM THE HISTORY OF PETROLEUM:
• Adding heat to the process (VI)
[2] Oleum
If you have any news you would like to publish or
any suggestions, please e-mail them to:
[email protected]
If you would like to make any technical consultations about any of our products or services, send
your e-mail to:
[email protected]
Internet address:
www.cepsa.com
Direction and publication:
Marketing Department, CEPSA Lubricantes, S.A..
The following people have contributed to this issue:
Alicia Cuervo, Alfonso Málaga, Alvaro Macarro, Ana
Feliú, Ana Rodríguez, Ángel Nieto, Carlos García,
Beatriz Calvo, Dany Torres, Eduardo Gómez, Eva
Pavón, Florencio Pérez, Inmaculada Abadía, Iñaqui
Ibarra, Jaime Sastre, Javier Pulgar, Jorge Gallego,
José Antonio Tirado, José Manuel Zamorano, Luis
Zamora, Marcos Pallás, Marisa Hernández, Marta
García de Vitoria, Marta Lugris, Marta Longoria,
Paloma Martínez, Remedios Barona, Román García,
Susana Ortega and Vicente Calero.
Many thanks to all of them.
Design, coordination and layout:
Printing::
Creapress
Editor:
Juan Manuel Vidal
Photographs:
Javier Torrente
Ship illustrations:
Juan Carlos Arbex
Half-yearly publication distributed free of charge.
Edition: 2,000 copies.
Legal deposit: 50580
editorial
José Manuel ZAMORANO
Image and Advertising Communication
Manager of the CEPSA Group
“INNOVATING TO KEEP ON GROWING”
CEPSA has welcomed innovation with open arms
and it has pervaded all the areas of the company
in the past few months. My intention today is to
show the close friendly face of innovation to put
it where it should be, within reach of all our customers and suppliers.
Innovation is not a whim or a craze: it is a necessity for any corporation that wishes to stay
in the market. Indeed, innovation is the fundamental element of competitiveness, as it enables
the company to develop competitive advantages
which make its products more attractive than
its competitors’. There are only two possibilities:
innovate or languish until the company fades
away. At CEPSA, our bid is for innovation… to keep
on growing.
According to the dictionary published by Spain’s
Royal Academy, innovation is creating or changing
a product and putting it on the market. Another
two fundamental affirmations can be deduced
from this:
• It is not enough to have an idea if the idea is not
developed or communicated efficiently: without
an appropriate Communication Plan, innovation is unlikely to be broadcast in the market. It
will not reach customers and it will not generate
the business sought or enhance the brand image.
• For customers to make the most of innovations,
they have to be useful. Usefulness is the key to
customers accepting the innovations and taking
maximum advantage of them. Paraphrasing
what the theorist Eudald Domenech said...
“innovation for innovation’s sake is of no use
whatsoever. Innovating is creating products
which make life easier”.
Consequently, every source of inspiration is valid.
Ideas do not necessarily have to come from R+D+I
or be related to technology, but we should look for
them in our daily work, in customers and suppliers,
in the competition, in the improvement in proces-
ses, in the change of products, in new forms of
distribution, in new marketing approaches, etc.
Another key point is that employees are the best
source of ideas. Of the total, 67% of innovative
products come from the needs of users/customers,
but only the company’s employees can combine
knowledge of customers and their needs with
knowledge of the company’s structure. Only
the employees can move the resources to develop
and execute the ideas-solution, making them into
innovations, competitive advantages and a source
of business for the company.
In this way, we see how products and services
improve and become more accessible for the
consumer, more stackable for distribution, easier
to replace on the shelves. We have to think about
the best way to diminish and optimize their manufacturing processes and the way of reducing the
handling cost.
We have to think about how to simplify the information about the products’ features, making the
products more attractive and useful for the consumer and highlighting their advantages over the
competition. We have to continue to move forward
in the commitment to the environment, with
lighter packaging which is more environmentfriendly. We have to think how to make products
more attractive, increase their practical functionalities, improve safety in handling them, their
duration, etc.
Only by innovating can we achieve top quality
in products and services. Let us remember that
customers and suppliers are a fundamental part
of CEPSA’s work ethic and, consequently, they are
also a part of the way of innovating and of the
innovation that CEPSA believes in.
We have the ingredients, the resources, the training
and the information and now too the conviction
that we can do it. Let us innovate to keep on
growing.
Oleum [3]
C EP S A
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INNOVATION ADVERTISING CAMPAIGN
WE ARE INNOVATING FOR OUR CUSTOMERS
in
At CEPSA we believe in useful innovation for our customers, in order to
respond to their needs every day. For
this reason, we have changed our slogan
to “Innovating for you”.
Our advertising campaign is built on
this communication theme and brand
positioning. The campaign aims to
inform our customers of all the innovations we are offering and let them know
that, above all, we want to be useful
to them. Since 9 February, some of the
main innovations have been broadcast
in several stages and through different
media: TV, Internet and radio.
Amongst the innovations is the addition
of free Wi-Fi at service stations so that
our customers can go online whenever
they need to. In addition, a free CEPSA
application has been launched for
iPhone, which enables users to locate
places, calculate routes and find out
about any traffic incidents in real time.
Moreover, the Óptima fuel has a new
formula which enables users to do more
miles on fewer litres.
[4] Oleum
Additionally, online actions are being
carried out with more innovative products and services, such as the improved
carwash service Mimolavado, the Xtar
range and the online lubrication guide.
The fun campaign aims to show that
CEPSA is making a bid for useful innovation, as against possible innovations
which do not have a place in our customers’ lives.
Both the TV commercials and the Internet campaign are obtaining magnificent
results in terms of advertising fame,
downloads of the application and visits
to the CEPSA website.
g r o u p
3rd International Award for Innovation on
Highways sponsored by CEPSA PROAS
For the third time, Spain’s Highway Association Foundation (Fundación de la
Asociación Española de Carretera) presented its “Juan Antonio Fernández de
Campos International Award for Innovation in Highways”. This year’s winner
was the research performed by engineer Hugo Alexander Rondón Quintana,
from the Faculty of Engineering of Los Andes University (Colombia), which
proposes a method for reproducing the process of deterioration of the road
throughout its useful life, focusing on the loads produced by traffic.
The award was given on 24 November in Madrid at an event where many professionals from the sector were present. The judges recognized the Colombian
study which provides technical keys to increase the reliability of tests on road
surfaces, improving durability and fatigue on asphalt surfaces with granular
materials.
A Special Mention was also given to the work “Cantabria Scenic Highway Networks”, produced by the team of experts formed by Antonino de la Puente and
Alberto Hilarión amongst others, with the support of the Cantabrian government. The awards are named after the late engineer Juan Antonio Fernández del
Campo y Cuevas, known for his prolific work in the field of applied research, and
are sponsored by CEPSA PROAS
PROAS innovating: a bid for
the environment with its new
low temperature bitumen
PROAS has brought out a new low temperature bitumen in the CEPSASFALT BT and
STYRELF BT range, which is notable for being
environment-friendly and for its optimal performance on road surfaces.
Thanks to advanced innovative technology,
this division of the Group has innovated with
a high-quality product which makes it possible to reduce manufacturing and spreading
temperatures for bituminous mixtures, without them losing resistance.
Unlike the traditional asphalting process, this range saves fuel to heat bituminous
mixtures, reduces greenhouse gas emissions to 35% and makes it
possible to work at a lower temperature. The new types of bitumen
are being successfully tried out on different Spanish highways. As
a result, PROAS is now considered to be the leader in its market.
Annual and CR Report
This year once again, we published our Annual and Corporate Responsibility Report
for the General Shareholders’ Meeting. The
main novelty was the fact that the two reports came together in the same document.
In this way, apart from making it easier to
consult information about the Company, we
show that at CEPSA we continue to believe
in sustainability and commitment to the
environment, since we managed to reduce
paper consumption by over 30% with respect to last year.
You can consult the Annual and Corporate
Responsibility report on www.cepsa.com
Environmental
Statements
CEPSA is very much aware that, due
to the nature of its businesses, it has a
responsibility towards the surroundings
in which it operates. The Company is
committed to reducing its environmental impacts to a maximum, by putting in
place difference mechanisms to meet this
commitment. For more information on
CEPSA’s position in relation to environmental regulations, you can find the 2010
Environmental Reports for “La Rábida”,
“Gibraltar-San Roque”and “Tenerife” refineries and for CEPSA Quimica’s three plants
on www.cepsa.com
In a continuous process of Innovation and within the Proas Innova Project π*, PROAS has published a poster to be displayed in
all its work centres which aims to involve all the components of
the Company.
“With YOUR ideas, we all gain” is the message which invites
staff to take part in the project and expresses the importance
of everyone’s contribution to innovation processes.
Oleum [5]
C E P S A L U B R I C A N T E S W O R L D W I D E
EUROPEAN MARKET
• The city of Tárgu Mures in Romanía was
the venue for the training session held
on 5 April for customers and the sales
force at the distributor MATEROM. The
presentation of the company was given
by Alfonso Málaga. Eduardo Gómez
then explained different technical
details which were of interest to all
the participants. Around thirty people
attended the double event, which was
recorded so that it could later be seen
at the six centres MATEROM has in the
country.
• For the third year running, CEPSA
Lubricantes sponsored the motorcycling
and motor racing trial in Kunmadaras
(Hungary).
• CEPSA has reached a new agreement
in Italy for the exclusive distribution of
its products with the Milan company
LUBEX. LUBEX’s CEO MASSIMO
VINCENZI attended the signing of the
contract.
• An agreement was signed with the
company TRADE Oil for distribution in
Latvia.
• On 12 January, an agreement was signed
with B&K Oil, based in Moscow (Russia),
for exclusive distribution throughout
Russia.
ASIAN AND
AUSTRALIAN MARKET
Autoprix holds
its annual meeting
Around 35 people were present at the
meeting, which was held in Miaoli, in the
heart of Taiwan on 9-10 January 2011.
This is the CEPSA group’s annual meeting in Taiwan, and it invites participants
to join in the great CEPSA Lubricantes
family’s common project. At the meeting,
the distributors were congratulated on
their work last year, which was recognized with different prizes.
The distributors were asked about
sales forecasts, promotion, advertising,
trips and their opinion about CEPSA’s
products. The general desire to meet the
sales target is this year’s promise.
Moreover, CEPSA once again met up
with its distributor AUTOPRIX-TAIWAN
in Guangzhou (China) at the International Lubricant, Grease and Refining
Technology Exhibition. The participants
were those who marketed the largest
volume of CLSA products in the former
Formosa. They had a pleasant, relaxing
weekend.
Lastly, CLSA Taiwan’s Export Managers
travelled to the Asian country to meet
AUTOPRIX’s three new partners.
Agreement with Lubex of Milan for the exclusive
distribution of CEPSA lubricants.
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[6] Oleum
CEPSA L
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Meetings with EJAB Bangladesh
January was the month chosen by CLSA’s
Export Managers to visit their distributor EJAB in Bangladesh. In addition,
some of their potential customers of
lubricants for generation, a market where CEPSA is leader, were contacted. In
this context, several meetings were held
with EJAB’s managers to consolidate the
bases of a long, fruitful relationship for
both parties.
More recently, Mr Esthiaque, General
Manager of the EJAB group, Mr
Zeeshan, Manager of the Lubricants
Division and Mr Mizan, EJAB’s Development Manager, returned the visit by
coming to the capital of Spain in May.
Asia Petroleum sponsors
the 2011 Chatrium Charity
Golf Tournament
The championship was held on 26
February and the proceeds went to
the orphanage YADANA BATE MANN
SCHOOL. Asia Petroleum is one of the
most important sponsors of this 2011
Chatrium Charity Golf Tournament.
Myanmar’s Minister of Tourism, Mr
Thura Aye Mint Kyu, played in the
championship and gave the prizes to the
winners on behalf of CEPSA Lubricantes.
Asia Petroleum gave prizes to the first
three winners and held a draw amongst
participants for 30 5-litre containers
of CEPSA EUROTRANS 10W40. Once
again, CLSA’s distributor surprised us
with its magnificent campaigns, always
focused on sport and/or charity events,
to advertise the brand and the lubricants in its country, Myanmar.
Middle East Automechanika Fair
EBetween 7 and 9 June, Dubai hosted
the Middle East Automechanika Fair,
a combination of an automobile show
and a fair for the industry of accessories,
spare parts and garage equipment.
CLSA’s distributor in Qatar and United
Arab Emirates, AL MUFTAH Co., took
part in the fair with its own stand
devoted exclusively to promoting CEPSA
products in the region.
Autoprix conference in Taiwan in January.
AL MUFTAH Co. is an important business group in the region. Its portfolio is
diversified between the food business,
jewellery, the real estate business,
lubricants, etc. For this fair, it decided to
make a strong bid for CLSA and used all
the space on the stand and its decoration
to promote CEPSA LUBRICANTES
products.
A total of 17,000 visitors and 1,100
exhibitors visited the Middle East
Automechanika Fair. At the same venue
on 6 June, a Technical Seminar, given by
Jorge Gallego, an engineer from CLSA’s
Technical Department, was held for the
entire sales network of AL MUFTAH Co.
in the region.
PENRITE Oil Company visits Spain
After the agreement reached with the
Australian firm and after a first supply
to the country through PENRITE OIL
COMPANY, CLSA’s offices in Spain
received the visit of Mr Lawton, the
Technical Manager of PENRITE in
March, and of Mr Padey from PENRITE
OIL COMPANY in June.
2011 Chatrium Charity Golf Tournament in Myanmar.
CEPSA Lubricantes’ stand at the Middle East Automechanika Fair in Dubai.
CLSA visits
SHANGHAI LION KING
CLSA’s Export Managers travelled to
China to visit its distributor there,
SHANGHAI LION KING. The trip was an
extraordinary opportunity for Álvaro
Macarro, CLSA’s Export Manager and the
managers of SLK to meet each other in
person.
Inmaculada Abadía (CLSA Exportaciones Asia and Australia)
and Álvaro Macarro with a customer from the EJAB group.
Oleum [7]
C E P S A L U B R I C A N T E S W O R L D W I D E
AMERICAN MARKET
Guatemala
Uruguay
In 2010 CEPSA Lubricantes’s main
distributor in Guatemala, IMPORTACIONES NAVARRA, threw itself into
a massive advertising campaign, the
largest investment in its history there,
to the point where “CEPSA advertising
was everywhere”.
For the second year running, the
company Oversil SA, which represents
CEPSA Lubricantes in Uruguay, ended
2010 at top speed, along with customers,
distributors and motoring enthusiasts in
general.
Its investment in advertising was
extremely diversified: adverts were
published in newspapers with large circulations and in automobile magazines;
it sponsored events and football teams;
it did social tasks of every description;
mobile units attended major events;
merchandising (over 20,000 T-shirts
last year); painting on façades and vinyl
to be placed at all the spare parts shops;
CEPSA Lubricantes billboards; awnings
on businesses and at events, etc.
In addition, for 2011 a contract was
signed with a national TV channel,
where commercials will be shown on
two programmes; the first related to the
motoring world, which is called “Todo
sobre ruedas” (Everything on wheels)
and the second related to national and
international sports.
Importaciones Navarra has taken “CEPSA advertising everywhere” in Guatemala using a wide variety
of means for advertising and promotion.
Oversil SA, in Uruguay. Closing the year at top
speed with customers, distributors and motoring
enthusiasts in general.
[8] Oleum
There is a project to contact different
town councils in order to donate barrels
of CEPSA with a view to them being
placed at different points in the country
and being used as recycling points with
the slogan “Cuidamos el medio ambiente” (Let’s look after the environment).
Six racing cars of the first order were
lined up on the main stretch of El Pinar
racetrack. A passenger seat was added
to them so that guests could experience
the excitement of a racing car from
inside the vehicle itself, travelling along
some stretches of maximum acceleration at over 180 kph.
For three hours and with a great deal
of patience, drivers Daniel Ferra, the
splendid three-time champion of Super
Touring, Ignacio Moreira, Jorge Pontet
and Eduardo Capel in the same league
and Ignacio Abelenda and Fernando del
Prestito in the Super Beetle category
gave guests a run for their money with
drifting and sharp braking, as is typical
in a race. A different day for the more
than fifty guests who enjoyed the idea.
CEPSA Lubricantes is not only present
in the Uruguayan market, but is also
making a strong bid to achieve promotion and popularity through racing.
For two years running, CEPSA has won
the top category in the National Super
Touring Championship. In 2009 it won it
with Juan Pablo López and his VW Golf,
followed by Daniel Ferra in his Renault
Clio in 2010.
E
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ATIEL, INNOVATION
and consensus in lubricants
The products
CEPSA Bio HM 32,
46 and 68, from the
CEPSA Lubricantes’
industrial market,
have obtained the
certification of ecologicial products
-ECOLABEL- granted by AFNOR.
ATIEL (Technical Association of the
European Lubricant Industry) is an
apolitical non-profit association, registered in Brussels as a European Economic
Interest Grouping (EEIG). It represents
the sum of the knowledge and experience
of the main European manufacturers of
motor oils, amongst them CEPSA Lubricantes. It promotes inter-professional dialogue about technical questions related to
motor lubricants and it develops feasible
strategies in response to the changing
demands of motor technology.
Innovation and Dialogue
ATIEL has evaluated the future availability of base oils for low SAPS lubricants
(with low sulphated ash, phosphor and
sulphur content), the trends in motor
technology, the application of AECA specifications in developed markets and the
impact of biofuels. The study revealed the
possible consequences of these formulations in different aspects of motor oil
performance, such as protection, cleanness and oil-changing intervals.
Thanks to its combined knowledge in
lubricant technology, ATIEL has established better practices and quality
regulations for the sector, which address
the technical needs of original equipment
manufacturers (OEM) and of consumers.
It helps sector partners to develop specifications and procedures for testing
suitable lubricants and provides them
with specialized data and knowledge. It
supervises technical matters, regulation
programmes and market trends in order
to offer scientifically sound answers and
enable the European oil sector to react to
market needs.
Through its members, ATIEL promotes
European quality standards throughout the world, maintains relationships
with organizations such as the American
Petroleum Institute and the Japanese
and Korean Automobile Manufacturers
Associations (JAMA and KAMA) and also
provides a forum for joint cooperation on
world affairs and events.
Benchmark in regulations
ATIEL plays a crucial role in establishing
quality standards for motor oils which
meet ACEA requisites. Initiatives such
as ATIEL’s Code of Practices have been
essential to fixing standards and offering
quality guarantees to both OEMs and
consumers.
About eight companies which market
lubricants in Europe, including CEPSA
Lubricantes, are accredited according to
the guidelines of the Code of Practices.
ATIEL’s Code of Practices can be consulted on: www.atiel.org and in its presentation catalogue which has recently been
translated into Spanish on:
www. atiel.org/downloads/pdf_files/
brochure-espanol.pdf
Oleum [9]
face to face
[10] Oleum
ÁNGEL
NIETO
NIETO
12+1
reasons
for being a
motorcycling
legend
To say that Ángel Nieto is “the greatest” might be a
relative injustice to other giants of sport in general
and of motorcycling in particular. But the truth is that,
superstitions aside, no one has won more than he has. Yet
he is a straightforward man, from rural Zamora where he
was born in 1947 and from the Madrid working-class neighbourhood of Vallecas where he grew up. He is a small man, 1.65
metres tall. It is already 25 years since he retired in 1986, when
he lost the feel for racing, but he feels the love and recognition of
all motorcycling enthusiasts. He continues to appear on television,
commenting on races and interpreting the riders’ sensations.
He thinks that Spanish motorcycling is going through spectacular
times, and so what he likes best is to see a Spaniard win. He believes
that if in 2010 Spanish riders had not won three world championships,
had three sub-champions and got on to eighty-six podiums, there
would not have been so much talk of them and of Ángel Nieto.
The star from Vallecas received us on a hot June day in the museum
named after him, where only part of his sporting career is found. Due
to commercial commitments, he was wearing a shirt with the logo of a
commercial firm, but he is simple even in the way he dresses: he arrived in trainers, jeans and a check shirt. He does not consider himself to
be a superman and we did not see the red cape, simply because he does
not need it to be “the greatest”.
If you had to draw a quick picture of Ángel
Nieto, how would you start?
Enthusiasm, work, knowing how to get
over the bad times I’ve had, and love for
what I was doing. I gave up motorcycling
when I noticed that I was losing a winning
spirit and I’ve never gone back. My
lifestyle then was justified becuase when
I got on my bike, I was a different person.
When “I put on my matador’s clothes”, I
had another objective. I was no longer
a friendly, entertaining man – it was
another story.
Tell us about the Vallecas you arrived in
when your family emigrated from Zamora.
What was it like?
A big neighbourhood which has produced
important people, not just me. I grew up
there and played in the street with my
friends. My family was of very humble
origin and they emigrated to Madrid. I
remember - since I was eight - a house
without running water, we had to buy it,
and without electricity, with candles. All
I know is that I’ve never been hungry: my
parents made sure of that.
You started working in a garage when you
were very young. Where did your interest
come from? Was there a precedent in the
family?
I’ve no idea! Because there was no
tradition in the family. The only “crazy
one” must have been me, because
my brother can’t even ride a bike. I
was on my way to school and I saw a
motorbike, those wheels, and I forgot
to go to school, which I actually wasn’t
particularly fond of. My university
was the street, which is good too.
Between Derbi, Morbidelli, Kreidler,
Minarelli, Garelli and Bultaco, do you have
a particular preference?
My most beloved factory that I started to
do well with and won five world championships with was Derbi. The Rabasa family
are like my own family – they were then
and they are now. I also had a very good
relationship with Morbidelli. I’ve had a very
close relationship with all the factories I’ve
raced with. That’s why I started with the
same one I ended with, Derbi.
Oleum [11]
Considering them in their contexts, what’s
the difference between those bikes and
today’s bikes?
The 125cc Garelli, which is here, did 240
kph in the seventies, which is what they
do today. But I had to brake sooner and
going round bends was slower because
of the tyres and suspensions. But this
bike would go faster than a 125cc in the
street today and it already had 50 brake
at 15,000 rpm. I had the most fun on this
bike amongst everything I learnt during
the World Championship. I won the world
title on it three years running, winning
everything. I was thirty-something and
I already knew the job, I had the best
engineer in the world, Jan Thiel, and won
eight world championships with him. The
team really stuck together.
There has been tremendous innovation
since then, but these bikes were ahead of
their times.
Absolutely. These bikes had rotary valves,
they did 15,000 rpm, but what has revolutionized the world of motors, in bikes and cars, is
electronics, apart from tyres and suspensions.
Who for you is the best or most complete
rider in history? Apart from yourself, of
course.
It’s not a question of firsts and seconds.
There aren’t any Supermen.I wasn’t Superman and the other one wasn’t Batman. If I
fell off, it hurt, just like it does with riders
today. I lost too, I didn’t always win. For
me the out-and-out number one is Mike
Hailwood, a British rider from the sixties.
It didn’t matter what he was riding, he was
absolutely magnificent. When he was
moving around the paddock, I used to go
after him to see how fast he was going, and
so just imagine when he was on his bike.
12+1 instead of 15
How did you get on with Giacomo Agostini, 15 times world champion?
We’re still friends – we get on well. He’s a
rider I really respect and admire. There he
is and I learnt a lot from him. At that time
he was everyone’s idol: 120 Grand Prix and 15
world championships. Now they’re always
talking about records. I couldn’t care about
the poles then; the most important thing
was to be amongst the ones coming in first.
If I’d wanted to win the 15 titles, I probably
would have. I left 50cc because I wanted to
and I was in a pretty good position then. I left
125cc to go to 250cc for the same reason. If I’d
stayed in 125cc, I would have had the chance
of winning more world championships. If
that had been my aim, I probably would have
done it. But I’m delighted with my wins and
also delighted that Rossi beat me in GPs.
[12] Oleum
Tell me about another legendary rider, Ricardo Tormo... Is he
more a friend than a rival?
I’ve got nothing but admiration for him. There was a time when
we didn’t get on, but because of the people who were with him. We
raced together in 125cc. Apart from being a great rider. Ricardo was
extremely good on a technical level and he knew a lot about engines.
When the going started to get tough, the people who were with him
didn’t treat him well. I wanted people to bother me and upset me, so
that I didn’t have the monopoly, because I was winning nearly every
Sunday at that time. You need rivalry, because otherwise there would
be no fans and it would have been very boring.
Madrid dedicated a museum to you. How do you feel when you go
through it and see part of your history here?
There are 25 years of my history in the world championship here.
According to the figures, I’ve been at the top 500 times between
first, seconds and thirds, Spanish championships, international
races and world championships. Here’s my life since I was small,
the first trophy, the first world champion medal, the bikes are
here... no one has a museum with the bikes they’ve ridden, not
even Agostini. I’ve got them all and they’re the originals. To start
with, when I won, they gave them to me, but later they put them
in the contract.
They’ve always talked about you being superstitious. Where did
that come from?
It’s true. Yesterday I went to a meal where there were 12+1 of us
and there’s no way I’ll sit at a table like that. They had to put us on
two tables before I would sit down. I thought... Something’s going
to happen! And it did! (laughter).
Amongst those 12+1, which was the most celebrated championship
or podium?
I think it was Jarama 1971, when I’d lost the world championship
because I fell off in the first lap in the final and then I won in
125cc... That’s when Spanish motorcycling took off and began to
be viewed differently. Up until then, I had three world championships and the only people who had heard about it were the kids
in my neighbourhood. And races I can’t forget... In Germany the
DDR with Barry Sheene, with Tormo at Silverstone...
Awards like the Gran Cruz al Mérito Civil (Great Cross for Civil
Merit) or being recognized in your birthplace Zamora with a street
and a sports centre named after you...do they make you feel better
than the trophies as the winner of a big prize?
They all thrill me, even the awards they give me now thrill me. I’ve got
the Great Cross for Civil Merit which the King gave me and that has
nothing to do with sport. I’ve got all the others. There’s only one missing, which everybody’s talking about (the Prince of Asturias Award for
Sort). Someone nominates me every year, but I think it’s too late now
and I don’t think they give it posthumously, more than anything in
case they give it to me in 30 years’ time, when I’ll be a legend (laughter).
The people of my country have given me the best prize.
Your children and your nephew emulate you. Do you think they
were conditioned by the “weight of their surname”?
No. I helped them to get to the world championship faster, but
then I stood aside and they’ve done it themselves. What matters
is the world motorcycling championship, where there are 90
riders between the three categories and at the end of the year
there are only three world champions, and all of them with a
very high level in terms of riders, teams and training. There are
no bad riders on the starting line – even the one who comes in
last is very very good.
“A good lubricant conditions the life of the engine”
Oleum [13]
Pushed to the limit all
the time
Don’t you think that some riders are more
dangerous and provoke accidents because of their aggressive attitudes?
No riders today or from before would
knock another rider off his bike on
purpose – it’s just a question of bad luck.
You’re pushed to the limit all the time in
races and anyone can make a mistake. It’s
just a pity when someone gets badly hurt.
What role does the family play for a
motorbike rider?
When I was racing, I didn’t talk much
about motorbikes – only what was
necessary. At home I only said if I had
won, lost, fallen off and hurt myself,
and that’s all. When I stopped racing, I
started to talk more, on the television,
because of being team leader, etc. One
day I realized that I couldn’t be thinking
about motorbikes all day long, because
it would have been obsessive and boring.
My family has been involved in lots of
things and we’re very close, but the same
is true of my friends.
Have you given anything up for
motorcycling?
Yes, I have. Now I would have liked
to have gone to university and learnt
five languages, but I devoted my life to
something which I don’t regret at all,
because I’ve been all round the world,
I’ve got friends everywhere and that’s an
education in itself.
Of the eighteen Grand Prix, which is your
favourite circuit?
I like the technical ones, the complicated
ones, like Assen, where I raced well and
slept well. At the others, I knew that if I
fell off, I’d hurt myself. It wasn’t the same
racing at Assen which is very flat as racing
in Czechoslovakia or Yugoslavia, or racing
in Finland, where we went over the railway
line with the bike at 240 kph, or at Spa
Frankcorchamp, where I did an average
of 196 kph on a 125cc bike at full tilt all the
time, while Assen was gentle and I won 15
times, a record of wins.
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Spaniards have been on the podium for
thirty years in all the categories. Are we
really that good?
I think that Spain’s done a really good
job. If we look at the starting grid for the
world championship, nearly all of them
have been in the Spanish championship,
even foreigners, as it’s open to everyone.
We’ve got quite a few circuits open, about
14; one television channel devotes lots of
time to motorcycling; and then we have
national championships where kids who
are learning race and so this provides a
great stock of up-and-coming bikers. We’ve
got multinationals that believe in the
sport and put their money on it. We’ve got
everything, but we have to keep on doing it
in the same way as up to now.
Why did the Spanish motorcycle industry
collapse and why do the Japanese and
Italian industries dominate today?
I’m really sorry that the Spanish industry
collapsed like that, but the world changes.
They are all family businesses. Derbi no
longer belongs to the Rabasa family, but
to the Piaggio group. It started making
bicycles and then moved on to motorbikes,
like Bultaco, Montesa and Lube did, but
all of this industry is now in the hands of
multinational companies, because it’s really
tough for a family industry to survive
today. When I was racing with Bultaco,
they exported to 70 countries. It’s sad, but
that’s the way it is.
Elena Rossell will be racing at Assen, the
cathedral of motorcycling, and she’ll be the
first Spanish woman to do so. What do you
think about this? Could we see a mixed
championship one day?
I’ve seen more women racing in the world
championship. There was a girl here,
Prisca Vázquez Molezún, who raced in the
Spanish Championship. And now there’s
Elena Rosell. I think there’s room for
women to race in the motorcycling world.
I saw the Finnish woman Tarhy Rinne get
ahead of Aspar at Hockeheim and I told
them that she was looking promising.
Innovations
What innovations were there in your day
and what are there today in the world of
motorcycling?
There’s no comparison. In my day, you
had to wait for a part to break before it
was changed. Today, we know how long
a crankshaft lasts, when the chain and
the pistons have to be changed. They use
computers today and from the moment
the bike starts up there are technicians
monitoring what happens on every metre
of the circuit. In my day, I was the one who
had to tell my mechanics what could be
improved.
Are all the innovations of the championship passed on to the world of conventional
motorbikes?
There are lots of innovations that wouldn’t
work in the street, like carbon disks, which
have to be very hot to brake – and it can’t
rain or freeze, because you wouldn’t stop.
Innovations in safety such as airbags and
helmets have been passed on to the street.
What will the innovations be in the coming
years and what direction might they go in?
I’d like them to slow down a bit. GP has
gone up from 800cc to 1000cc and not long
ago Rossi trying out the bike in Muggelo
reached a top speed of 350 kph. Now
they’re putting a limit on how oversquare
engines can be, so that they won’t pull
25,000 rpm which can deliver 300 brake.
There’s also the limit to consumption,
because if they could consume more, the
bikes would go faster. There’s only 22 litres
and that’s what you have to work with.
NIETO
What makes people choose a particular lubricant and fuel for
motorbikes? Do people know about this or do they take professional advice?
People know more than they used to, when they bought a bike
because they liked its colour. Now they read about the bike, what its
consumption and features are. And a good lubricant conditions the
life of the engine, as I said before.
Could some good innovations improve a bad rider and/or vice
versa?
The gap is getting narrower and narrower. A good rider, with a bike
that’s a bit worse than another one, can still manage, like Rossi did
when he was on the Yahama, which wasn’t the best because at the
time it was the Honda that he’d left. In spite of that, he won three
championships and left a great bike, which is the one Lorenzo took
and look at him, world champion. On Yahama, Rossi and Lorenzo
were using very similar material and then they both had their
engineers and their electronics. But the truth is that the first enemy
you have in motorcycling team is your teammate and if you turn
your back on him, he’s the first to put one over on you.
Do riders suggest novelties too or do they leave it to the engineers?
There are bikes in Assen this weekend, but in Japan and Italy there
are already other trial teams who work with the bikes to develop
them, because the racing department of a factory never stops. Now
everything depends more on computers, although riders still have
an influence on the improvements.
What influence does a good fuel have? And the lubricant?
All of this is very important to oil companies and they do a lot of
work on it. In Moto 2, the forty riders on the starting grid have to
have the same petrol, but that’s not true of 125cc or in GPs. It’s the
same with lubricants – they’re extremely important, because they
lengthen the bike’s life.
The rider’s sensations
Could you give us some practical advice about the best attitude
to have on the bike and in regard to road safety? What equipment
and bike conditions should every rider have when they go onto the
road?
Some bikes are like rockets. When you try to get everything out of
it, you’re taking a risk. This country is very beautiful to see calmly,
not at 300 kph. Then there are dangerous drivers, especially in cars.
Motorbike riders have changed. When they go out in groups, they
are better equipped, with good boots and helmets, and we’ve made a
lot of progress in this. But they also fall off and, although cars crash
too, it seems that it’s worse on bikes. We need to work on making
people aware that they should be more careful and go more slowly,
check the tyre pressure, make sure the chain is right and so on. I
also think they should get rid of all the crash barriers, so that people
don’t cut their heads or legs.
For racing, the choice of tyres is essential. Have you got any general
advice for ordinary bikers who don’t have so many resources?
When I see people riding down the street with slick tyres, it makes
my hair stand on end, and people do it. If you go out on a rainy day
or on a wet surface, you shouldn’t be on the bike. It’s OK for going to
trial circuits, racing, emulating your idols, but not for the street.
Have you ever been tempted to take part in car racing?
Yes, there was a time when I tried Formula 2, with Nikki Lauda in
England, with a March chassis and a BMW engine: that car was
European champion. It was a good experience, but I didn’t like the
atmosphere at all and I left. And I didn’t do it badly.
Let’s talk about your 22 years on Spanish televisión. How do you
feel about being a commentator?
I started on televisión just as I was, but I was lucky enough to be
with great professionals, such as Valentín Requena and Luis Miguel
López, who taught me how things worked. I got off my bike when
I wanted to, when I no longer had a winning spirit, and I never
got back on again. But, thanks to the television, it’s like being back
on the bike, but without breaking a leg, and I imagined I was the
person racing to say what I would do. So I follow the world championship, I have a great time and I’m in the motorcycling world – I
watch sector times really closely. What I like best is seeing Spaniards
win; when there are no Spaniards in it, I don’t enjoy myself so much.
Is motorcycling a way of life? What do the names Pingüinos, Cabo
Norte, etc. mean to you?
Everything in moderation. I’ve been to Tordesillas, to Pingüinos,
and I was amazed at the number of people there: 30,000 people
and a metre of snow in January, in the freezing cold. I thought it
was incredible: motorcycling is pleasure. Riding your bike calmly
all around Spain is fantastic, because motorbikes are a symbol of
freedom but especially if you’re really careful. There wasn’t so much
traffic before and if you fell off, it wasn’t much more than a bump.
Today there’s always a car somewhere and it’s more dangerous than
40 years ago.
Lastly, what do you want from life?
I want my family and friends to be all right. My mother is 95 and
she’s great. I want my children to continue to love me as I love
them... I want my family and friends to love me. I don’t want to
forget about people. I think we have the best country (and I’ve seen
the world) and I think we need to make the current situation better.
Oleum [15]
USEFUL INOVATION
I NN OVAT I
“Innovation distinguishes between a leader and a follower. You
can’t just ask customers what they want and then try to give
that to them. By the time you get it built, they’ll want something
new.” This quote of Steve Jobs, Apple’s guru, reflects the
idiosyncracy of the great innovator to perfection: always
thinking ahead.
Apple’s methodology is known as “network innovation”. Many
of their starting points were not completely original, but they
came from existing ideas: innovation consists of taking another
look at a clever idea so that it bears much better fruit than its
predecessor.
In fact, as always happens, when somebody revolutionizes in an
innovative way, we end up by replacing the generic name of the
product with the brand name of the innovative product, which
thus becomes a reference. Many everyday products come from
trade names, but we have made those trade names our own and
that is what we ask for when we go to buy them.
Another paradigmatic case is Google. In only twelve years, the
firm created by Larry Page and Sergey Brin, two students from
Stanford, has the most commonly used search engine on the
Internet and has put on the web applications that were
previously unimaginable or only seen in science fiction. Its
success is based on a work model where innovation is present
throughout the organization. They work in small groups, which
encourages spontaneity and creativity. Everyone helps to
generate ideas and participate in developing them. Its engineers
have 20% of their time for working on their own projects and,
when they have an idea, they are involved in the entire process
for putting it on the market.
It seems obvious that, more than a simple technological advance,
innovation can be a way of exploiting the opportunities which
changes bring: dynamics capable of promoting an innovative
culture, which enables the company to adapt to the new
situations and demands of the market where it competes.
[16] Oleum
O N AT C EPS A L U B RI CA N T E S
At CEPSA Lubricantes innovating
means arriving at different solutions
before the others. To do this, not only do
products and services have to be researched and developed. It has to be done in
permanent contact with customers, resolving old and new needs in a different
way and communicating the progress in
an efficient and orderly manner.
In 1950, more than half a century ago,
CEPSA was founded as the first lube
manufacturer in Spain. The refinery
CEPSA had in Tenerife was quickly
extended with a plant to produce lubricants. Since then, its lubricants have
reached milestones and had success year
after year.
At the end of the same decade, the world
of lubricants changed forever with
the appearance in the market of the
first multigrade oil, produced y CEPSA.
Originally designed to work in applications where there were sharp changes in
temperature, this oil brought a change in
the conception of lubricants: the multigrade concept became part and parcel of
the idea of the lubricant itself.
At the beginning of the eighties, the 750
cm3 can, the forerunner of today’s onelitre container, was also the company’s
idea. It was as simple as it was revolutionary: reducing the size of the container
as a way of filling the sump with oil,
which enabled the user to complete the
operation and then get rid of the container, rather than having to stow a fivelitre can in the boot of the car. Perhaps
the container, which was metal at the
time, was not the most appropriate, but
the idea has gone on until today, when
the long oil-changing intervals mean
checking the oil level and filling it up.
CEPSA MULTIGRADE
oil for all seasons
(Spanish old ad 1970)
In the smaller containers, changing
from metal to plastic containers was an
unprecedented advance in production
and storage processes, and brought
a reduction in weight, which optimized transport of the lubricant, and an
improvement in our brand image and in
the possibilities of using our containers
to explain the features, applications and
quality of our lubricants. CEPSA was the
first to change to plastic containers in
Spain. Today it is the standard container in the market.
The Flexitank, an enormous bag which
makes it possible to transport liquids
in sea transport containers and which
adapts to the space inside them, is
changing the way of transporting bulk
lubricants by sea.
CEPSA innovated this for its customers.
Thanks to innovation processes, colour codes have
been developed to identify ranges and qualities;
different containers for
different markets; industrial containers with their
own design (“Why can’t a
can be attractive and have
its own design, besides
being functional?”); new
20-litre containers which
are nearer to the consumer market than to
industrial markets; labels
in more resistant plastics
but which also facilitate
recycling the containers,
and where updated information on the product
is vital; anti-drip designs;
pourers...
And the progress does not
stop, not even when a product
has been launched on the market. So it is
that CEPSA Lubricantes’ innovation mechanisms, where customer-orientation
is a constant priority, continue in place
to keep on renovating every aspect or
to produce new creations. Where is the
limit? There isn’t one. Innovation is part
of CEPSA’S path and its future.
Oleum [17]
INNOVATIONS
at the San Roque
refinery
One of CEPSA Lubricantes’ main
innovations is at its Lube Oil Manufacturing Plant, previously called Lubrisur,
one of CEPSA’s subsidiaries. The plant
makes lubricant bases and waxes, and
blends and packages oils. The lubricant
manufacturing process at the plant is
in four clearly defined stages: receipt,
blending, packaging and shipment.
Each step includes an innovative,
creative development process, which
is the result of the research done by a
large team of professionals who seek to
provide efficient solutions to the process
with a view to optimizing resources
and, as a direct consequence of this,
increasing the satisfaction of customers
and distributors.
It is a long time since these processes
depended on mechanical work. But
CEPSA Lubricantes is in the forefront
in the innovation of its market and the
stages of receipt, blending, packaging
and shipment meet the highest quality
standards.
The bulk base oils are received at the
automatic unloading bay, a computerized
process, with a control system and minimal risks of contamination, thanks to the
use of piggable pipes for the transfer and
analysis of samples of all the base oils
received by the laboratory. The majority
of the base oils used are obtained from
refining and distilling crude oil, and
they come from the refinery through a
network of special pipes.
Blending base oils is another automated
innovative process in the specific blending area, with dosing of bulk bases and
additives through SMB (Simultaneous
Metering
Blending). The system for dosing in the
drum, automated through DDU (Drum
Decanting Unit), has a heating oven for
drums of additives included in the control system, which enables 20,000 drums
a year to come out in perfect conditions
after being emptied and cleaned inside so
that they can be recycled, thus reducing
the impact on the environment.
A decisive element for this area is the
Circular Manifold, which connects the
100 pipes from the storage tanks on the
external perimeter of the plant with the
blending area, the packaging area or the
tank loading bays.
[18] Oleum
The Control Room, technological
innovation
The heating ovens for drums of additives (Drum Decanting Unit) are very useful for completely emptying the
drums.
The Control Room operates the lubricant blending process, the loading of
bulk oils and remote decanting, without
anyone having to physically go to any
of the operating areas. It also permits
rapid intervention in the manufacturing
processes if an incident occurs.
The packaging area has several filling
lines. Before the process starts, the
system takes a sample of the first unit
packaged for analysis in the laboratory.
If the result of the sample is correct,
packaging continues.
The control system available on all the
packaging lines permits the weight of all
the packaged units to be controlled and
inkjet units print the batch number so
that the product can be traced.
The packaging line for 1-litre containers puts the label
on before they are filled, with strict quality control.
If the weight is wrong or the cap is not
on properly, the can is rejected. Then
it goes into the wrap-around machine
and through a printing system which
identifies the product in the box. The
boxes are weighed again and if the
weight is not correct, the box is rejected.
Lastly, the boxes go into the palletizer
and from there to the warehouse.
The packaging line for 1000-litre
containers accounts for about 50%
of total packaging at the plant. The
process places the container on the line,
where it is filled or the product is dosed.
Then the conveyor takes the container
to the exit, from where it is sent to the
warehouse.
Filling line for 1,000-litre containers.
The shipment area has five automatic
loading bays which have a bar code
reading system to control shipments.
Bulk shipment of the finished product
takes place in the automatic loading
bay to fill tank trucks.
The warehouse is an intermediate warehouse before the product is sent to the
automatic warehouse, near the plant.
It has an area of 4,000 m2, a height of
22 metres and nine loading bays. Its
main feature is that it is automatically
managed.
The pallets are positioned in the bay for different
shipments following a safety protocol.
Safety, quality and environment
The plant has the most innovative technology. The safety target is to perform
the business in a safe atmosphere for
workers and the surrounding community. Accident prevention is a priority.
How every new project will affect safety
is considered in order that the improvements in processes have a favourable
effect. The refinery has its own fire
service for any type of emergency.
To guarantee the quality of the products
and services offered to the market
and to meet customer needs, all the
products manufactured are analyzed
at the refinery’s central laboratory
by highly qualified staff. If the product
meets all their specifications and
obtains the quality certificate, it can be
dispatched by the plant.
A secondary laboratory, located at the
plant itself, analyzes a sample of the
first unit packaged and of each load of
the product in the bulk truck, to check
that the product did not suffer any
contamination when it was transferred from its holding tank.
The central laboratory is accredited by
ENAC according to the ISO 17025 standard and has the “Preferred Laboratory”
qualification, according to the QP&G
standard. This means that there are
minimum complaints about the quality
of the product. All the plant’s processes
for manufacturing lube oils are certificated according to ISO, PECAL, QIMS
and PCM standards.
The impact on the environment is also
taken into account. To keep this to a
minimum, all the legal regulations and
standards available in environmental
matters are applied. The environmental
management system according to the
ISO 14001 standard promotes the use of
technologies sensitive to the reduction
of residue emissions, rationalization of
consumptions and energy saving.
These are just some of the projects of an
innovative future which is already in
progress. We will explain the automatic
transfer of base oils from the refinery to
the plans next.
Oleum [19]
B&P
INNOVATIONS
at the San Roque
refinery
Automatic transfer of base oils
Another of CEPSA Lubricantes’ great
innovations is the project to automate
the transfer of base oils.
The base oils from the refinery are
received at the blending and packaging
plant (B&P) through this operation.
Four pumps are used for this, one of
which was installed in this new project.
The tanks and circuits involved occupy
an area of over 5.8 hectares. There are a
number of circuits to transfer the bases
from the refinery to the blending and
packaging plant.
Notable amongst the new elements
installed is the automation of 72 valves
through electric actuators. These valves
are included in a specific control system,
called Pakscan, which enables the valves
to be managed by remote control.
Control room at CEPSA Lubricantes lube oil plant,
which controls the transfer of base oils, amongst
other processes.
[20] Oleum
R
The two low tension pumps can be
activated automatically from the control
system and the two medium tension
pumps can be stopped but not started up
from the system. In addition, pressure
transmitters were installed in the control system to regulate the transfers.
Moreover, the receiver tanks are equipped with very high filling level sensors
to prevent overfilling a tank. If this
sensor detects the product, the transfer is
automatically stopped.
Measuring the levels of the refinery
tanks is continuously monitored through
their own control system and, similarly,
measuring the tanks at the blending and
packaging plant is monitored using the
Delta-V control system. Through this
system, we know in real time the amount
of base oil which is leaving the original
tank and getting to the destination tank
during the transfer. If a deviation is
detected between the amount which left
the original tank and the amount arriving at the destination tank, immediate
action would be taken by means of an
alarm system.
The information from the measuring
system for the refinery tanks, for the
tanks at the blending and packaging
plans and the system for activating the
valves (Pakscan) are all included in a
single control system: Rockwell. This
is the plant’s control system and all
the facility can be operated remotely
through this. The integration of the
different control systems synthesizes
all the information and processes on a
single interface, thus simplifying the
operator’s work, since he only has to use
one application.
This control system has the following
advantages: it improves operations,
safety and productivity, makes the
processes sounder (fail-safe) and guarantees quality.
Thanks to policies for continual
improvement and for the search
for excellence followed at CEPSA
Lubricantes’ Lube Oil Plant, a large number of investment projects
and operating improvements
have been implemented. This has
put the plant in the technological
forefront and firmly guarantees
its position, making it one of the
most modern and innovative facilities in Europe, with an excellent
outlook for the future.
CEPSA Lubricantes
launches
its New Range
of Marine Oils
CEPSA LUBRICANTES has launched a new range of marine oils
on the market. As from 1 July, new products are available in
Spain and Portugal with the same service and quality guarantees
as always. There are powerful reasons for the new range:
It is a COMPLETE modern range,
which covers nearly all the needs of any
ship. In comparison with the existing
offer, this range has other products
to make it complete. Thus, the range
of greases, products for turbines, for
compressors, for gears, hydraulics and
for fuel oil engines has been extended.
The 45 kg format has been replaced
by the 20-litre container. Safety and
handling are the reasons for this, as
the 20-litre container is much easier
and safer to handle. It also has the
advantage of storage, since ships do not
always have all the ideal storage space.
BIODEGRADABLE products are included. These products are environmentfriendly if some applications might spill
lubricant into the sea (cable grease, stern
tube oils, hydraulic oil). That is why
three biodegradable products have been
produced for these specific applications.
Oleum [21]
CEPSA Lubricantes launches
SERVICE, QUALITY and
PROFESSIONALISM
RANGE OF MARINE PRODUCTS
MOTOR HFO (heavy fuel oil)
CEPSA LARUS 30 30
CEPSA LARUS 30 40
CEPSA LARUS 40 40
CEPSA LARUS 50 40
MOTOR DMO (diesel motor oil)
CEPSA PETREL 15 30
CEPSA PETREL 15 40
CEPSA PETREL HDL 40
CEPSA PETREL 40 AL
MOTOR GMO (gasoil motor oil)
CEPSA ULTRAMAR SHPD 10W40
CEPSA ULTRAMAR SHPD 15W40
CEPSA MAR SHPD 15W40
MINERAL HYDRAULIC OILS
CEPSA MISTRAL 32
CEPSA MISTRAL 46
CEPSA MISTRAL 68
CEPSA MISTRAL HX 15
CEPSA MISTRAL HX 32
CEPSA MISTRAL HX 46
CEPSA MISTRAL HX 68
CEPSA MISTRAL HX 100
CEPSA MISTRAL HX 150
BIODEGRADABLE HYDRAULIC OILS
CEPSA BIO OIL HMS
MINERAL GEAR OILS
CEPSA RADA XMP 68
CEPSA RADA XMP 100
CEPSA RADA XMP 150
CEPSA RADA XMP 220
CEPSA RADA XMP 320
CEPSA RADA XMP 460
PAO SYNTHETIC GEAR OILS
CEPSA ENGRANAJES HPX 68
POLYGLYCOL SYNTHETIC GEAR OILS
CEPSA ENGRANAJES HPS 150
[22] Oleum
MINERAL AIR COMPRESSOR OILS
COMPRESORES AR 100
SYNTHETIC ESTER AIR COMPRESSOR OILS
CEPSA COMPRESORES ES 100
SYNTHETIC PAO AIR COMPRESSOR OILS
COMPRESORES ARS 46
COMPRESORES ARS 68
MINERAL REFRIGERATION COMPRESSOR OILS
CEPSA BOREAL 46
CEPSA BOREAL 68
ALKBEN SYNTHETIC REFRIGERATION COMPRESSOR OILS
CEPSA NORTHER AB 68
CEPSA NORTHER AB 100
The attribute which defines the lubrication of all the mobile equipment on a
ship is none other than CONFIDENCE. A
ship on the high seas has to be autonomous in every sense and the lubricants
used in every engine and every machine
need to guarantee at all times perfect
lubrication to ensure the good functioning of the equipment and to prevent
any breakdowns.
Prestige, reliability, professionalism and
confidence come together in the quality
of the product and in the logistics service
for delivering the product, thus achieving
our customers’ tranquillity and confidence. Consequently, there is:
POLYESTER SYNTHETIC REFRIGERATION COMPRESSOR OILS
• LOGISTICS SERVICE: throughout
CEPSA NORTHER HFC 32
Spain and Portugal, the most extensive
professional distribution network
GAS COMPRESSOR OILS
COMPRESORES LPG 9
TURBINES
CEPSA HD TURBINAS* 32
CIRCULATING OILS
CEPSA CIRCULANTE 100
STERN TUBE OILS
CEPSA STERNA
CEPSA STERNA BIO
GREASES
CEPSA ARGA WR EP
CEPSA ARGA COMPLEX LITIO EP
CEPSA ARGA EP2 ESPECIAL
CEPSA ARGA BIOGRASA EP
CEPSA ARGA FORCE
CEPSA ARGA SYNT
THERMAL OILS
CEPSA DIATERMO 32
existing at any time, in any port and
with maximum flexibility.
• TECHNICAL SERVICE: SIGPAT MAR,
which is recognized and appreciated by
customers and the market in general,
to control every machine on the ship
and for maintenance purposes.
• COMMERCIAL SERVICE: a human
team which is highly specialized to be
close to customers and where service,
flexibility and understanding needs
form part of its daily work.
• ADVISORY SERVICE: linked to the
Commercial and Technical Service,
it provides advice on the best steps
to take for the good maintenance
of equipment or to choose the most
appropriate lubricant.
• TRAINING: fundamental to the image
of professionalism of CLSA’s marine
team.
• KNOWLEDGE MANAGEMENT:
advisory service and training for customers, which is essential to handling a
product with a high technical value.
s its new range of marine lubricants
MARINE
DISTRIBUTION
CEPSA Lubricantes manufactures,
markets and distributes in Spain and
Portugal a full range of lubricants for
engines and other machines to meet the
lubrication and greasing needs any ship
might have.
The CEPSA and MOBIL brands are
available throughout Spain and Portugal
through an extensive network of agents
and distributors, who know customers’
specific needs and the peculiarities of each
area. The agents represent CLSA at ports,
and market and distribute the products,
seeking new business and making deliveries to CLSA’s customers.
The agents have the team and material
necessary to manage transport and
distribution of the product, take it to the
ship, pump it, support customers and
attend to their needs, and to deal with all
the delivery notes and customs procedures. In short, they are the close-up image of
CEPSA Lubricants for the end customer.
Throughout CEPSA Lubricantes’ life,
two concepts have remained unchanged:
quality and service. Quality implies
manufacturing our products using the
latest technological advances, and believing in sustainability and respect for the
environment, with research, innovation
and development always present as a
guarantee for the future.
SIGPAT MAR
CEPSA LUBRICANTES has developed
a powerful innovative tool to find out
the state of engines and other marine
equipment. Over time, it has become one
of the most important tools for CLSA’s
professional competitiveness.
SIGPAT MAR analyzes the metals contained and the evolution of viscosities.
The lubricant will indicate the condition
of the engine in order to perform appropriate maintenance. Moreover, this tool
is computerized and users can consult
the track record of their machines
and their analysis with just a couple
of clicks on a computer with Internet
access. SIGPAT MAR is one of the best
tools on the market and lends credibility
and soundness to CLSA’s products and
services.
The new Research Centre in Alcalá, the
flagship of CEPSA’s innovation and development policy, is the base for SIGPAT
MAR. Equipped with the latest physical
and chemical analysis equipment and a
highly qualified team, the lubricant can
be monitored in service and it
has an extensive database with
all the track records of the
analyses performed on all the
customers’ ships and on all
their equipment during the
ship’s useful life.
Consumers have become increasingly
professional and it is necessary to evolve, to
go from simply selling a product to offering recommendations, lubrication studies
and monitoring of oils in service. Proof of
this is SIGPAT MAR, which is very much
appreciated by customers.
Oleum [23]
P R O D U C T
CEPSA EUROTECH
LS 10W40
triple bid for
ecology
The CEPSA Eurotech LS 10W40 lubricant is CESPA Lubricantes most
recent and innovative bid for industrial engines and the necessary contribution to the industry of low emission engines.
Just one product can lubricate engines equipped with SCR/Urea selective catalytic reductants or DPF particle filters. In addition, it is a product
suitable for both diesel engines and gas vehicles. Lastly, with its synthetic
technology, it achieves maximum oil-changing intervals in all types of
engines, and the drain periods obtained in the exacting gas engines are
particularly notable.
The CEPSA Eurotech LS 10w40 lubricant was tested for over a year in
MAN and IVECO gas engines at Transports Metropolitans de Barcelona,
one of the main fleets in Spain by number of vehicles and because of its
innovative and avant-garde nature. The results of these tests were final
oil-changing periods that doubled those established with mineral oils. It
is also being used with optimal performance in cleaning vehicles, sweepers, waste trucks, etc. of the main diesel and gas engine brands, at the
most important cleaning and waste collection companies in Spain.
Moreover, “field tests”were performed on major urban fleets with EuroV diesel engines of the MAN, MERCEDES, VOLVO and IVECO brands,
equipped with particle filters, with very satisfactory results both in
the drain period and in general engine maintenance.
The product is currently used by the two most important urban transport
fleets in Spain in the scope of EuroIV and EuroV engines and by several
of the companies with the highest business volumes in solid urban waste
collection.
[24] Oleum
The field texts with the CEPSA Eurotech
LS 10W40 lubricant were successfully
conducted thanks to the collaboration
of TMB (Transports Metropolitans de
Barcelona.)
triple area
of application
CEPSA Eurotech LS 10w40 is the ideal
complement for low emission engines:
• Thanks to its “low ash” additive technology, it reduces contaminating emissions and guarantees the maximum
useful life of anti-emission devices such
as DPF filters
• As a result of the nature of its base oil
and the technology of its additives,
it achieves top performance in gas
engines, both in modern urban buses
and in vehicles for cleaning and waste
collection services, promoted by public
services to improve the quality of the
air.
• Thanks to the synthetic nature of its
bases, it reduces the oil used with
maximum oil-changing periods in
diesel engines and doubles the drain
periods in gas engines in comparison
with mineral lubricants.
It is a universal oil for industrial diesel
vehicles, whether they are equipped
with devices for emissions, from Euro 5
and Euro 4 to earlier versions, diesel or
gas-fuelled and a maximum drain period.
• Low emission Euro 5 and Euro 4
engines. For engines in goods transport, urban buses and waste collection,
equipped with particle filters. Also
especially recommended for engines
with selective catalytic reductants
(SCR).
Advantages of using
CEPSA EUROTECH LS 10W40
• It reduces the number of references
and the stock of lubricants as it is a
universal lubricant, and can be used as
the only lubricant for the entire fleet,
whatever the engine, technology of the
anti-emission devices, fuel used (diesel
or gas) and the age of the vehicles.
• It increases the useful life of the
anti-emission devices, and achieves
maximum maintenance periods for
these devices, especially particle filters
(DPF).
• Saving on maintenance and residues
thanks to the maximum oil-changing
periods which can be achieved. There
are fewer maintenance interventions,
consumption costs are lower and less
used oil has to be eliminated.
• A cleaner engine and less wear. The
synthetic technology and high-tech
additives keep the engine extremely
clean and reduce wear, especially on
the piston and turbos.
• Gas engines. For its use in buses and
urban waste collection vehicles with
CNG and LPG.
• Mixed fleets of industrial diesel
vehicles. For European Euro 5 and
Euro 4 low emission engines (MAN,
MERCEDES, VOLVO, IVECO, etc.), but
also guaranteed for Euro 3 and Euro2
engines of any age.
• Maximum oil-changing intervals
recommended in mixed fleets which
require the maximum drain periods
established by European manufacturers
in the ACEA E6 and ACEA E4 specifications.
Oleum [25]
P R O D U C T
S
P
E
C
I
ACEA 2008
In 2008 the ACEA (European Automobile Manufacturers’ Association)
published an update of its specifications
which serves as a quality guide for lubricants and is currently in force. This classification has similarities to America’s
API, especially in the heavy diesel categories, which makes the ACEA the main
quality guide for European users and a
quality benchmark worldwide.
These changes mean that many lubricants had to be reformulated to meet
the new specification. CEPSA Lubricantes, which constantly innovates its
products, revised its range of lubricants for cars to adapt to these exacting quality levels. Apart from ensuring
that its products meet these regulations, CLSA also works to ensure that
its products are approved by the leading
manufacturers and, what is more important, to ensure that there is no strong
impact on the products’ end prices.
ACEA classifies lubricants in three major categories: A/B, C and E.
- The A/B classification is used for light
diesel or petrol engine oils. The possible
2008 classifications and the products
which meet them are:
• A1/B1-08 (e.g. CEPSA Star synthetic
5W30 eco)
• A3/B3-08 (e.g. grados de viscosidad
20W50 de CEPSA Star, Platinum y
Ertoil)
• A3/B4-08 (e.g. CEPSA Star synthetic
(5W40 / 5W30 / 10W40), CEPSA Star
(10W40 / 15W40), CEPSA Star Avant
(10W30, 10W40, 15W40 y 20W50),
CEPSA Platinum Sint 10W40 y Tdi
15W40) y Ertoil (super sint 5W40 y
Super multigrado 10W40 SINT)
• A5/B5-08 (e.g. CEPSA Xtar eco Tech
5W30 DPF, CEPSA Platinum ecosynt
5W30 y Ertoil súper sintético 5W30)
[26] Oleum
F
I
C
A
T
I
O
N
S
- The C classification is for oils for light
diesel or petrol engines which have
exhaust gas treatment systems. This
imposes chemical restrictions on the
lubricant to ensure that the catalytic
converters involved function correctly
for long periods of time. The new C regulations, introduced in this review as a
novelty, are very important. They cover
lubricants which are compatible with
diesel particle filters (DPF); if these products are not used in these engines, very
serious problems would be caused in the
engine. The possible 2008 classifications
and the products which meet them are:
• C3-08 (e.g. CEPSA Xtar Mega Tech
5W30 DPF, TDI 5W30 504 507, TDI
5W40 505 01), CEPSA Platinum TDI
5W40 505 01, Ertoil Super sintético
5W30 DPF)
• C2-08 (e.g. CEPSA Xtar Eco Tech 5W30
DPF)
API SN
- The E classification is for heavy diesel
engines. The 2008 classifications are
E4-08, E6-08, E7-08 y E9-08. This update
requires better engine oil performance
in areas such as fuel-saving, protection
and durability. The main improvements
in the oils which meet the 2008 ACEA
regulations can be summarized as:
• Better anti-wear protection
• Engine cleanness
• Better protection against cylinder
polishing
• Control of black deposits
• Test adaptation to direct injection diesel engines
• Resistance to oxidation
• Greater detergence and piston cleanness
The other advantages of the API SN oils
are:
• Better control of deposits (they reduce
temperatures) and of the retention of
phosphors (they look after catalytic
converters)
• Less fuel consumption than the SM
with the same viscosity because of the
use of friction modifiers and exacting
base oils (they reduce costs and look
after the environment)
• Less sludge formation (they reduce
temperatures and keep the oil flowing)
• Greater resistance to oxidation (they
keep their viscosity at high temperatures)
Since the American Petroleum Institute
(API) was formed, engine and oil manufacturers have always worked to improve the useful life of the engines and to
extend the interval between oil changes.
It was in 2010 when the SN category
was launched. This category notably
surpassed the SM category.
The CEPSA Star Synthetic oils (in 5W40
and 10W40 viscosities) and all the
CEPSA Star Avant oils, aimed at the export market, meet the API SN standard
and are formulated to give maximum
protection to the engine while looking after the exhaust system and the environment. These oils eliminate problems of
blocked catalytic converters and increase
protection against wear and deposits.
JASO MA2
In its efforts to keep its portfolio updated
with the manufacturers’ latest innovations, CEPSA Lubricantes includes
the JASO MA2 quality standard for the
following products, guaranteeing fulfilment of the exacting MA friction requisites according to the JASO T903:2006
standard:
• CEPSA MOTO 4T RUTA 66 SINT 10W50
• CEPSA MOTO 4T RUTA 66 20W50
• CEPSA MOTO 4T URBAN 10W40
ECOLOGY CORNER
TREES WITH A
HISTORY: The Tree
of Guernica
MINA BARDAYA
GREENWAY
The exact location of this 4 km greenway is
between Matallana de Torío station and
Villafeide (León). The surface of the
greenway is rough and compact. Amongst
the natural landscapes to be enjoyed are
the River Torío meadows and Robledales.
Amongst the cultural treasures that
visitors can see is the parish church of
Villafeide (13th century), the chapel of San
Roque on the Orzonaga road, and different
remains of the industrial and mining
heritage.
It is a greenway which is not in prime
condition, although it is fine for trekking
and cycling. It can be used from one end to
the other, but there is no signposting and
no maintenance is done on it, to the point
where problems of breaks in the path could
occur.
The best way to get there is along the
LE-311, Robles de Valcueba – Cármenes, to
Matallana or along the C-626, La Robla - La
Vecilla de Curueño, to Matallana de
Torío. If you would like to get there by
narrow-gauge rail, you need to go on the La
Robla – Bilbao line, in Matallana.
According to the experts, the path is of
average difficulty. The best way not to get
lost is to follow the track of the old coal
train along the River Torío.
The best connections are from León, 35 km
to Matallana de Torío and Oviedo, 83
km to Villafeide.
LEÓN
The most universal symbol of the Basque
people is undoubtedly the Tree of Guernica
(in Basque, Gernikako Arbola). Over time
the oak tree (Quercus robur), under which
the first meetings of the Lords of Biscay
were held, became the symbol of a people
and some of their institutions. In fact, its
image appears on the shield of Biscay, on
the shields of several Basque villages and
on the shield of the Basque Country.
In ancient times, representatives held meetings and assemblies under its branches. It
died in the last century, but it left “famous”
descendents, also catalogued for the Basque Country, such as the Avellaneda Oak
and the San Pedro Oak.
Tradition points to the 14th century as the
time when the “Father Tree”, the oldest
tree documented, was born. This tree died
in 1742 and the so-called “Old Tree” was
planted in its place. The trunk of the latter
tree can still be seen in the precinct of
Guernica’s Casa de Juntas.
The Old Tree was planted in 1742 to replace
the previous tree. In 1839, Queen María
Cristina swore Biscayan liberties in representation of Queen Isabella II, the last time
this rite took place. The tree died in 1860.
The “Son Tree”, another successor, was
planted and was to witness Basque Governor, Lehendakari Aguirre, swear his charge,
and the later bombing of Guernica in 1937.
During the Spanish Civil War in the same
year, it was said that Falangist soldiers
were going to cut down the tree with axes
as they considered it to be a nationalist
symbol. The captain of the Begoña division, Jaime del Burgo Torres (the father
of Navarre MP Jaime Ignacio del Burgo)
ordered an armed guard to be put around
the tree to prevent it coming to harm.
On 20 April 2004, the Son Tree was retired
and, on 25 February 2005, it was replaced
by one of its offspring, which today presides over Guernica’s Casa de Juntas. Today
there are several trees that are descendents of this oak. They have been sent to
different Basque communities throughout
the world.
Oleum [27]
Internet close-up
Facts and figures
• Did you know that one out of every three inhabitants on the planet uses the Internet?
• And that the country with the greatest number of users is the United States; one in every five
users in the world is North American.
• And that Spain ranks fourteenth in the user population?
• Did you know the most visited page is Google, with 24% of visits from all round the world,
increasingly followed by the social network Facebook, the Yahoo search engine and YouTube,
a site where videos can be uploaded and shared quickly and easily?
Interesting websites
1. For everything at hand www.alaup.com.
2. If you want to know about a book before you buy it www.books.google.es; some of them are
complete and in different languages.
3. More than a newspaper stand at home: books, magazines, comics, press, radio... national and
international. You see it all after the adverts. www.youkioske.com
4. The latest thing in fines www.buscamultas.com
5. Look at your house and your neighbours’ houses. Write your full address and you will see
your street from every possible angle, on www.vpike.com
6. If you like cooking, you can download cookbooks:
Galician cuisine, cakes, www.recetasderechupete.com
7. The very interesting UNESCO library on www.wdl.org
8. Every TV series to see and download on www.soloseries.tv, to meet up again with your old
childhood friends, provided you are a user.
[28] Oleum
FACEBOOK,
innovation
in social
contacts
Networks are forms of social interaction
and they generate dynamic exchanges
between people, groups and institutions.
An open system in permanent construction
which involves people who identify with
the same needs and problems and organize
themselves to boost their resources. And if
you say networks... it’s almost like saying
Facebook, innovation in social contacts.
Facebook is a social networking website
created by Mark Zuckerberg in 2004
and founded by Eduardo Saverin, Chris
Hughes, Dustin Moskovitz and Mark Zuckerberg. It was originally a site for students
at Harvard University but now it is open to
anyone who has an e-mail account.
The company is based in Palo Alto, California. In May 2011, it had 600 million users.
Its main infrastructure is formed by a
network of over 50,000 servers which use
distributions of the GNU/Linux operating
system using LAMP.
How do you get in?
All you have to do is go to the facebook.
com website and create what they call in
the jargon a “profile”, which is just a brief
description of the user, whether the user is
an individual or a legal entity. As access is
free, the data is not subject to any rigorous
conditions. It is easy to register: from the
home page, once you have filled in the basic
data, a very simple menu allows you to add
further personal details in order to create a
network around yourself.
The privacy option is important as it
allows you to choose the way you present
yourself to the outside. You can choose
who you want to see your profile and its
contents. Once the data and what you
want to show has been marked, you go
into the “Wall”, a space which enables
friends to write messages, add images,
decide if “they like” a comment or a photo
and “upload” links with other websites,
normally musical, from the press, etc. so
that you can see them. It can only be seen
by registered users.
The “find friends” function has become
very useful for many users, since it is
enabling them to meet up with old friends
again, something that until now was only
imaginable for people who were nostalgic
about school or university and had kept a
list of their classmates. Now all you have
to do is search for a name to meet up again
with your childhood friends, provided they
are users of this social network.
Everything suggests that Facebook will be
the social platform on the Web of the most
immediate future and companies’ way of
communicating with customers. Many
companies are already on this network,
but this fascinating world still has a lot to
offer and there is even more to discover. “Do
you like” this information?
Oleum [29]
COMPETITION
CEPSA Lubricantes in the Spanish
Endurance Championship
All about Endurance
In 2011, CLSA’s bid focuses on the most demanding discipline
in the motorcycling world, Endurance, a form of cross-country
motorcycling. It is a rally-type race, with a mixture of circuits along
established routes to be completed in given times.
The legs also include short ability, skill and speed trials, which are all
timed. The winner is the person who meets all the time limits for the
legs established by the organization and who does the best trials in
the shortest time. The average speed can be between 45 and 55 kph.
CEPSA at the Spanish
Endurance Championship
CLSA is sponsoring the Spanish Endurance Championship, which
started on 27 March with the first race in Pobla Tornesa (Castellón).
Through this sponsorship, CLSA aims to make all Endurance riders
and enthusiasts familiar with its products. The CEPSA area is
located in the main paddock; the trailer and its red marquee form
part of the CEPSA Moto enclosure at all the Spanish Endurance
Championship races.
All about the CEPSA Challenge
The novelty valued by riders and teams alike in this championship was the CEPSA
Challenge, an opportunity which CEPSA Moto offers riders in the Enduro B and
Enduro C categories who “dress” their bikes in CEPSA colours to take part in a special
classification and win a package of CEPSA products worth €300 per race.
The competition has reached its half-way mark and now it is time for the summer
break. After the races in POBLA TORNESA (Castellón), LALIN (Pontevedra) and
PRIEGO DE CORDOBA (Córdoba), the upcoming events will be on 24 and 25 September
in VALLS DE TORRUELLA (Barcelona) and on 9 October in BECERREÁ (Lugo), followed
by the last race on 23 October in MONTROIG DEL CAMP (Tarragona).
CLSA riders
In 2011 CLSA riders, Aarón Bernárdez
and Nicolás García de Vinuesa, will also
be defending CEPSA’s colours and will be
giving people something to talk about.
In 2007 Aarón Bernárdez received a very
tempting offer from HUSQVARNA to
take part in the world championship.
Since then, this man from Cangas has
consolidated his position in his category.
He came first in the general classification for Enduro 3 in Priego.
In addition, the Argentine rider Nicolás
García de Vinuesa (KTM) stepped on
the podium for the first time in Priego
de Córdoba after coming in third, even
though he was racing with an injury.
[30] Oleum
DANY TORRES,
king of the desert
CEPSA Lubricantes
sponsors the 2011
“Copa Motorhispania
RX-125R Andalucía”
CEPSA Lubricantes
and MOTORRAD
at the Speed
Championship
CEPSA LUBRICANTES S.A. has reached a collaboration agreement with
Motorhispania, a brand and manufacturer of motorcycles, and Andalusia’s
motorcycling federation (Federación
Andaluza de Motociclismo - FAM) to
sponsor the first Andalusia RX-125r
Motohispania Cup in 2011.
CLSA is sponsoring the Motorrad
racing team which is taking part in the
Spanish Speed Championship. It all
started in 2010, a successful year for the
Motorrad team, which won Spain’s Stock
Extreme Championship. Javi Forés
on BMW S1000RR had an impeccable
season, with six wins out of seven.
The team was the key to winning the
championship on points.
This one-bike-brand competition will
be held between May and November
2011 in five classifying trials on the
most representative circuits in Andalusia (Jerez, Guadix and Tabernas),
and will form part of the FAM’s speed
championship. Boys of up to 17 years of
age and girls of under 19 can take part.
Our freestyle rider Dany Torres won
again at the first event in the 2011 Red
Bull X-Fighters world tour held in
Dubai in April before over 15,000 people.
The man from Seville played his best
hand and beat the other favourite, the
Norwegian André Villa. It is Dany’s fifth
victory in the history of the Red Bull
X-fighters since they started in 2001.
The winner of the 2010 edition, the
American Nate Adams, was knocked
out in the semi-finals and had to
be content with third place. New
Zealander Levi Sherwood could not get
beyond fifth position on his KTM 250cc,
behind Australian Blake Williams.
Jumps 30 metres high and 30 metres
long before the Dubai public. The next
trials are in Madrid (15 July); Warsaw (6
August); and Sydney (17 September).
The motorbike chosen is the RX 125R
which gives its name to the cup.
The novelty with respect to earlier
trials with this cubic capacity are the
4-stroke engines, which along with a
competition kit contemplated in the
FAM’s technical regulations, aims for
maximum mechanical equality.
CEPSA Lubricantes is taking part in
this project which aims to provide
economic and promotional aid for
young people who are starting up in
this exciting sport. In addition, the
idea is to make this category a real
breeding ground for Andalusian and
Spanish motorcycling, a springboard
for our riders to leap to the top of
motorcycling.
Motorrad Competición has renovated its
structure. In Moto2 with Adrian Bonastre, Amadeo Llados and Nikki Coates,
and in Stock Extreme, Dani Rivas and
Xavi Del Amor join Berto Lopez, who is
in his second season with the Motorrad
team and is feeling very good. These
three riders are aiming for the national
title. The Stock Extreme category is a
spectacular competition with bikes from
750 cc to 1200 cc. It is the top category of
the Spanish Speed Competition.
There have been three trials to date.
Another five remain; 10 July (Albacete);
11 September (also in Albacete); 3 October
(Motorland Aragón); 13 November
(Ricardo Tormo in Valencia); and the last
race on 20 November (Jerez).
Thanks to the global agreement between
El Corte Inglés and Fast Moto Service,
the Motorrad group’s fast service chain
has opened a new Fast Moto service
with CEPSA Lubricantes’ image in
the HIPERCOR stores in Sanchinarro
(Madrid) and Av. de Francia
(Valencia), where bikes can be checked,
tyres, oil, brake pads, transmission
kits and batteries etc. can be changed,
accessories can be assembled and minor
repairs can be carried out.
Oleum [31]
HUMOUR
by Pedro Llamas
When summer’s coming
When summer’s coming, many of us have
certain customs that we never change.
One of the customs I share with the
majority of Spaniards is to put my feet up
on the sofa and settle down for a glorious
siesta. As we are waiting for the sweet
moment when we fall into the arms of
Morpheus, we zap compulsively while our
minds take off searching for unanswerable questions. Which of us has never
wondered, “Why do we open our mouths
when we are putting drops in our eyes?”
Far from ignoring the result of such a
major question, some people even find a
possible solution to the dilemma. Some
even find a convincing answer, “Well,
the thing is that with all the chemicals
in these things, who knows if there are
traces of tequila in it.
So... in it goes!”
What I’m saying may seem strange to
some people, but that’s the kind of thing
I think about. Once I started to think
about what travel would be like in the future. I imagined it would be through some
tele-transportation system so that you
would get from your home to your destination in the blink of an eye. However,
considering how we do things in Spain
and the level of some airlines (ejem), I’m
sure we could change the way we travel,
but not the conversations afterwards. I
bet we’d say, “It’s just incredible! It took
me 4 seconds to get there!... Delayed
again!” And if anyone doesn’t go along
with this, it’s because they don’t
want to.
At least we can be sure that,
as time goes by, innovation
is the order of the day in
this transport business. For
instance, airport security measures are increasingly strict.
And because of that, they’ve
[32] Oleum
had to innovate the processes to get
through security control. In the old days,
you just used to stroll through. Now you
find a guard repeatedly shouting, “Wallet,
mobile phones, watches, belt...”The only
thing he doesn’t say is “Come along, come
along, now... Everything for a pound!
I’ve only got a few left. Don’t miss your
chance!”
The worst thing is when you’re unlucky
enough to go through the arch and it
starts to beep. Poor you. You are frisked so
seriously that they sometimes recognize
it as a company medical. At last, it all
comes to an end. They let you through,
with your belt half on, your shoes in one
hand and your case in the other, while
you’re thinking, “Goodness, that was
some frisking. And he didn’t even give
me his telephone number. They’re all the
same...”I think that’s why lots of travellers
decide to get to their holiday destination
by any means except by plane.
One of the people who I think could
check out the innovations in means of
transport first hand would be one of our
childhood legends:
Willy Fog. The man (or lion in the cartoon
version) bet his fortune that he could
travel round the world in eighty days.
Obviously he wouldn’t take that long
today. He’d take a lot longer... between
security controls, extension work on the
railways, metro strikes... He would have
lost the bet, without a doubt.
What is true is that sometimes innovation
is a step backwards. That’s what I think
about people who decide to “innovate”
during their holidays and opt for rural
tourism. An idyllic little house in the
country is not enough for them. The
fewer comforts and the further away
from civilization, the better. They’re mad!
These are the people who then get great
pleasure out of telling you about their
adventure, “The hotel was really, really
rustic. There was no electricity or heating
and the bugs kept you company at night.”
And you feel like asking, “What about the
receptionist? Was she a White Lady?” And
they reply, “Well yes, but she was wearing
a woolly jacket because it was so cold...”
It doesn’t surprise me that when I start
to think of this, I start to doze off. And if
I have trouble getting to sleep, all I have
to do is put on a documentary about
animals. I mean, it is the most popular
programme at siesta time... We don’t
innovate much in that.
FLASHES
Product islands in
Tiendas A.
There is some unusual news in the sales
performance at this chain, which was
being hit by the severity of the economic
situation. The product was positioned on
display and the sales made were largely
the result of the suggestions of the store’s
staff. A significant reduction in the price,
of around 10%, has boosted sales and the
products are doing extremely well.
In this increase in sales, the “display”, a
jolly “little truck” was decisive for customers when it came to choosing CEPSA
Lubricantes products. Sales look very
likely to continue on this upward trend.
CEPSA MOTO 2011
Advertising
campaign
CEPSA Moto 2011’s campaign for this year
revolved around the figure of its freestyle
rider Dany Torres. The sport Dany competes in involves risk, endurance, creativity
and innovation and this leads to the need
for products which care for his motorbike
to a maximum, like CEPSA Moto lubricants.
True to the commitment to useful innovation, our CEPSA MOTO 4T lubricants
have obtained the most exacting quality
standard in the motorcycle lubricant market: the JASO MA2, which takes better care
of the engine and the transmission, besides
providing a perfect balance between the
slip and the bearing on the clutch disks.
Direct marketing actions and advertisements online and on paper were used to
reach all our customers and end users.
CEPSA organizes
talks on lubricants
and lubrication
in CEUTA
The oil company CEPSA held the 1st
Conference on lubricants and lubrication
in Ceuta. The event was held on 7 April
at the Hotel Parador la Muralla in the
city of Ceuta, as was reported in the local
press. Aspects of the lubricant world were
explained during the event.
Moreover, participants agreed to create a
debating forum to discuss contents and
experiences in the world of automotive
lubrication. In this respect, explanations
were given about the latest specifications
of a sector where technological developments and environmental regulations
have produced major changes in the past
few years.
Oleum [33]
Scenes from
Continuing with his orderly description of the first advances in
the industry, the author tells us about two pioneers in researching the derivatives of heavy fractions to be used as lubricants:
Joshua Merrill and Robert Chesebrough.
Adding heat
to the process (VI)
Legal Advisor to CEPSA Lubricantes and CEPSA Gas Licuado
D
and so it was simply the fact that it waterproofed the wound, preventing
contamination and the loss of dampness, which favoured healing.
erivatives of heavy fractions
Amongst the swarms of onlookers, adventurers,
investors and people of all kinds who moved
between the oil wells in Titusville (1) in
1860, poking around to learn was Robert
Augustus Chesebrough, a young
chemist from New York.
When he was fifty, Chesebrough fell sick with pleurisy and, convinced of
its extraordinary virtues, he made them smear Vaseline or petroleum jelly
all over his body every day. He was finally completely cured. He lived for 96
years and claimed that his long life was thanks to taking a spoonful of
Vaseline every day.
He finally obtained universal recognition in the world of Medicine and Pharmacy. Many doctors issued favourable unequivocal
opinions on the properties of Vaseline and so it was publicized
in eminent scientific journals. A renowned doctor of medicine
made the chemical formula which consolidated the technical
registration of the invention forever.
Up until then Chesebrough had refined
carbon and whale oil for lighting and
had also been involved in lubricants,
Robert Chesebrough
which is why the news of the discovery of great oil fields, oil being a cheap
In 1873 he came to an agreement with Samuel Colgate, the founder of the
raw material for these products, led him to travel to study its extraction in
pharmaceutical firm Colgate & Co., to whom he granted the rights to the
situ and the rudiments of what was done with the substance.
product for the whole of
the USA. Later, he starWhen he was watching the drilling, his attention was drawn to a thick dark
ted the “Chesebrough
greasy material, a sort of sticky mud which made the workers handling the
drills and bars curse because this stuff, which was produced spontaneously
Manufacturing
Comfrom crude oil by the beating movement of the drilling equipment, caused
pany” for foreign exports.
them to get blocked time and time again and this meant that the workers
In the middle of the
had to repeatedly clean all their tools to be able to continue working.
following century, the
company merged with
He was also surprised to find that many people used small quantities
the firm T.T. Pond
of the product as a balsam and cream for wounds and burns for both
Co., giving rise to the
humans and horses.
Chesebrough-Pond
Chesebrough returned to New York with a stack of notes on what he had
Company.
seen and a substantial sample of the sticky substance. Throughout the
Chesebrough’s wagon
1860s he experimented with the substance in search of better lubricants.
Finally, in 1869, he obtained from the residue of vacuum distillation of
Derivatives of heavy fractions: Lubricant oils
this type of crude oil filtered through animal carbon a gelatinous odouVaseline, petroleum jelly or petrolatum was one more of the derivatives
rless substance which liquefied in the form of transparent matter between
from the distillation of the heaviest crude oil fractions, along with fuel oil,
30 and 42ºC, did not saponify and, unlike paraffin, did not crystallize either.
natural lubricants, refined oils, deodorized neutral oils, mineral
He immediately patented this substance with the name of “Vaseline”
sperm oil and paraffin wax.
(perhaps a combination of the German word wasser, water, and the Greek
After kerosene, petroleum lubricant oils were destined to be the
word elaion, oil) and, vehemently believing
most valuable refined product but their relative importance was insigin this product, he managed to find a way of
nificant until the end of the 1860s. Their production was more of an
broadcasting it and selling it, inventing a marart than a science.
keting system previously unheard of.
He drove all round New York State in a wagon,
promoting it in the street like any other
hawker. He burnt his skin with acid and made
cuts in it and then applied the Vaseline, and
he showed earlier wounds which had already
healed. Lastly, he sent thousands of free samples to doctors and pharmacists with brochures
where he explained the extraordinary virtues
of his petroleum jelly.
1870 jar of Vaseline
[34] Oleum
The Vaseline itself did not contain any cicatrizant, antiviral or antibacterial component
Despite the virtues which distinguished them from lubricants of animal
origin, such as their low cost, their lesser oxidation and gumminess and
the fact that they did not go rancid, all the hard work employed in making
them failed to overcome their deficiencies in body, viscosity, smell and
colour, not to mention the serious disadvantage that they easily ignited
at low temperatures. All of this is the same as explained about lubricants
obtained from coal, such as the famous “coup oil” (2).
Consequently, their market was reduced to only using them to adulterate vegetable and animal oils. Moreover, to be relatively successful
with these fractions, considerable refining skills and laborious processes were required.
the history of petroleum
For a long time, this residue had been considered to be useless, except occasionally as a fuel for boilers. Its volume represented approximately 15-20%
of the total load in the still.
This new lubricant was inferior to Attwood and Merrill’s lubricants, which
were more directly refined from paraffin oil than the residue, but its cost and,
consequently, its price was more competitive.
Deodorized and neutral lube oils.
It was Joshua Merrill who finally managed to come up with the process to
make paraffin oils from petroleum competitive with animal or vegetable oils.
Since the mid 1860s the primary object of his work had been to improve the
colour, smell and viscosity of the product without carbonizing it or cracking
the heaviest oils.
1890 lubricant packaging machine
Natural lubricants
For this reason, the majority of the few pioneering refiners interested in
lubricants turned to producing natural lubricant oils directly from crude
oil. To do this, the most important thing was to select a high gravity
crude oil, which appeared smooth, had a good body and other favourable
characteristics, to treat it lightly with steam to eliminate contaminants
and volatile hydrocarbons and, lastly, to subject it to a similar treatment to
the clarification of natural oils.
For generations, one of the best known and most widely used practices for
purifying and improving the smell and the colour of all types of oils was to
filter crude oil through animal or vegetable carbon and the residue of
burnt bones (calcium phosphates).
Robert Chesebrough exploited this process between 1865 and 1866 and,
although it was public knowledge, he obtained a series of patents, covering
all the stages of filtering carbon or petroleum oil. One of these patents was
the one called “filtrene”, a product obtained by filtering a smooth heavy
crude lubricant from West Virginia.
These processes did not manage to overcome the disadvantages of smell and
colour or to efficiently eliminate the sand, dust and other contaminants or
the volatile matter, so they were unreliable as regards the risks of combustion. For this reason, the insurance companies applied higher tariffs where
they were used, thus holding back their being marketed.
Refined lubricants.
J. Merrill and W. Atwood (3), from Downers refinery in Boston, were already experts in obtaining lubricants by refining coal and they were undoubtedly the people to make the biggest, most historical advances in obtaining
lube oils from petroleum before 1865.
Their procedures involved refining different types of crude oils according the type of oil desired - cylinder oil or spindle oil - and implied
patient processes of freezing, pressurizing, treatments and destructive bidistillation to eliminate the lightest kerosene fractions. That was the technique
at the time but, despite the laboriousness of the procedures, it was impossible
to get round the obstacle of the product not being accepted in the market.
At the same time, many small refiners on the coast started to refine
paraffin oil from the residues in the bottom of the still. These residues
were a fine tarry substance which remained in the stills with the coke after
the normal refining process had been completed.
Notes:
(1) See For Affordable Lighting II
(2) See Adding Heat to the Process IV One day when Merrill was working on intermediate stock, which was too
light for a lubricant without further distillation and too heavy for lighting oil,
and before the distillation temperature had surpassed 300ºC, the obstruction
of a condenser obliged him to turn down the heat and continue the distillation at an unusually low temperature.
Although some fractions of light kerosene were distilled, many hours of slow
distillation failed to reduce the contents of the still enough to turn off the
heat completely and so the heat continued on very low.
On returning two days later, when the still had cooled down sufficiently,
Merrill was astonished to find that the heaviest fractions in the still were
unlike any he had seen before: they were an excellent yellow colour, with
no smell and neutral and oily in body. It did not take him long to work out
that the separation of the light oils with the slow distillation process at a low
temperature was what eliminated the unpleasant odour and provided the
optimum qualities of colour and viscosity of the matter accidentally obtained.
Effectively, the unpleasant smell and the inferior lubricating qualities of the
paraffin oils were due to the presence of lighter oils, stemming from destructive distillation or cracking. Following a carefully controlled process of
slow distillation, these deleterious components could be separated without
further cracking, leaving a neutral odourless oil, with a flash point of 260ºC
and excellent lubrication qualities.
In order for this procedure to be used for materials with a high boiling
point at low temperatures, he designed a special still. When the heat
reached 140ºC, the still continued a later distillation with steam heated to
slowly increasing temperatures. In 1868, Merrill put his deodorized neutral
oil on the market and, a year later, in May 1869, he obtained a patent for
his distillation device.
Market response to 50-60 cents per gallon was electrifying. Sales doubled in
two years, there was tremendous export
demand and the lubricant went down in
history as the first American lubricant to
be exported.
In 1876, Merrill was awarded a medal for
his discovery at the Centennial International Exhibition in Philadelphia, where
great advances in industrial machinery
of the time, such as the Corliss Steam
Engine, were exhibited.
Corliss engine exhibited at the Centennial
Exhibition in Philadelphia in 1876
(3) See Adding Heat to the Process II
Oleum [35]

Innovations

Transcription

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