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The efficiency of engine oils usage depends to a great extent on stability of their service properties during operation in combustion engines. This requires that stability of their physical and chemical properties to be provided during the operation. It is well known that the change of oil properties during operation of combustion engines is a complicated tribological and chemical process accompanied by accumulation of wear debries products of partial oxidation of oils and fuels, decomposition of additives, accumulation of products of interaction between additives and oils, mechanical impurities, tar sediments, oxidation products of oils and sulfur components of diesel fuels, oil burning, etc.

Using the most ideal packages of additives in engine oils does not enable one to avoid the development of mechanical admixtures of particulate contaminants from fuel combustion byproducts and airborne contaminants. In this connection, one must modernize the engine design to accommodate the removal of harmful particulate contaminants, which exist in particle sizes of 3-5 micrometers or greater [1].* It should be noted that even the most active ashless dispersants cannot accommodate higher and higher concentrations of sludge, soot, and airborne contaminants without eventually losing their ability to suspend these contaminants [2, 3]. As more and more contaminants continue to concentrate in the crankcase, it becomes necessary to change the engine oil. It is known that polar-active species (asphalt-resins) can be absorbed on non-organic particulates [4]. These agglomerates may then be physically separated from the oil with the use of a centrifugal cleaner.