Transcript Document 7163954

Heavy Duty Engine Oil
Technology
Comparison of European and US
Developments
2 Contents

Operating Conditions and drivers for lubricant requirements

Comparison of Heavy Duty Engine Oil make-up in Europe and
America today

Approach to low emission engines in Europe

Aftertreatment sensitivity to Heavy Duty Engine Oils
– Some technical proof
3 Operating Conditions
avg. annual mileage, miles
Gross Vehicle weight, tonnes
Power output
Avg sump volume, L
Avg diesel cost, USD per gal
Oil Drain interval, miles

Europe
North America
62,500
125,000
40
36 (80000 lb)
350 bhp
350 bhp
35
35 - 40
4.03
1.69
15,000 to 75,000
20,000
In Europe, engine manufacturers recommend highly extended oil drain
– Oil performance level, engine type, operating cycle, load
– Oils must pass specific field test or fired engine test requirement for use in
extended drain

In Europe, fuel costs typically equate to 30% total fleet cost
– fuel efficient lubricant can result in high cost savings
drive towards lower viscosity levels, synthetic basestocks
Can the lubricant protect the
4
engine at extended drains?

Synthetic, high ash heavy duty engine oil

Inspection at end of trial : 3 x 100,000 km
Connecting
rod bearings
Typical piston
5
Composition of Heavy Duty Engine Oil
piston cleanliness, oil drain interval, fuel savings
High ash
(up to 2.0%)
Europe
ACEA E4
piston
deposits
ACEA E5
deposits, VTW
soot handling
oxidation stability
API CI-4
API CH-4
Low ash
API CG-4
VTW,
soot/ acid control
oxidation stability
Low dispersancy
High dispersancy
VTW
soot handling
soot handling
oxidation stability oxidation stability
soot loading, piston temps, peak combustion pressure
America
6

Evolution of Formulations
Oil Performance in Field
Evolution of engine oil make-up to meet new emissions
– Is there a benefit to the operator?
Average Wear Rates
Al
Cr
Cu
CH-4
Fe
Pb
Sn
CI-4
Improved wear protection for CI-4 oil versus CH-4 oil
7
The Future : Low Emission Timeline
Tax Incentives
For Euro 4/5
(Germany)
Low sulphur fuel required
Euro 3
Euro 4
Euro 5
Euro 6
US 2007
Implementation
2000
2001
2002
2003
2004
2005
2006
2007
2008
Drive towards low S basestocks
2009
2010
2011
2012
8

European After-treatment choices
For Euro IV
– SCR only will be the preferred choice
– Fuel economy (+), no oil sensitivity (+), infastructure (-), NH3 slip (-)
– EGR + DPF is also a likely option
– Fuel economy (-), TBN maintenance (?), reduced drain (?)
– DPF will be used where necessary ; urban fleets, city buses

For Euro V
– If limits allow, approach will be the same as Euro IV
– If limits change then SCR and DPF will be required

Proposed European HDEO specifications for 2005 :
Proposed Spec
ACEA E6
Sulphated ash
<1 %
Phosphorous
<0.08%
Sulphur
<0.3%
Other
ACEA E4 performance
ACEA E7
ACEA E5 performance
Effect of low sulphur diesel on
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lubricant TBN
16
14
mgKOH/g
12
10
High Sulphur Fuel TBN
High Sulphur Fuel TAN
Low Sulphur Fuel TBN
Low Sulphur Fuel TAN
8
6
High sulphur = 6000 ppm S
Low sulphur = 50 ppm S
4
2
0
0
5000
10000
15000
20000
Mileage accumulation (miles)

Less stress on lubricant with low sulphur fuel
Oil drain intervals can be maintained
10

Can we improve exhaust after treatment compatibility and
emissions with the lubricant…………..
11
SCR Particulate Size vs Number
Matrix of oils A to I
Varying ash level
Varying baseoil Gp
Particulate size vs number
dN / dl(Dp) [/cm3]
10000000
1000000
100000
10000
1
10
100
1000
Diameter (nm)
A

B
C
D
E
F
G
H
I
12 litre bus engine with SCR after-treatment system
– Calibrated to Euro V NOx emissions level (<2 g/ kWh)

No lubricant effect on particulate emissions post SCR
12
Ash accumulation in DPF
12.7 litre HD engine with CRT
200h max power, max speed
Ash Accum in 200 hours
25
Grammes
20
15
10
5
0
High Ash 5w30
Low Ash 5W30
Med Ash 15w40
Oil Consumed in 200 hours
6
Kilogrammes
5
4
3
2
1
0
High Ash 5w30

Low Ash 5W30
Med Ash 15w40
Weight of trap deposits corresponds to s-ash of the oil
 Trials in progress to evaluate impact on DPF life in field
13 Ash Sensitivity of DPF
Electron Dispersive Spectroscopy
analysis of deposits on trap face
Ash speciation
1
3
2
1
0%
20%
40%
phos
sulphur
60%
zinc
calcium
80%
100%
magnesium
Fresh Oil Com ponent Ratio's
1
3
2
1
0%
20%
40%
phos

sulphur
60%
zinc
calcium
80%
100%
magnesium
Ratios of ash speciation correlate to fresh oil components
14

Closing Thoughts
Euro IV will require reduction in ash, P, S. May result in
 Reduced Drain intervals
 Increase in synthetic oils to improve volatility and oxidation
stability and reduce sulphur
 Challenge to satisfy conflicting requirements of EGR + DPF

Until 2007, engine technology different in each market
 Market dedicated HD engine oil development

Post 2007, harmonisation of emission legislation
 Market differences reduce
 EO development driven by individual OEM strategies
 Opportunity for truly global HDEO specification?