engine oil specification trends and lubricants...

KSTLE 2013 @ Yeosu, KOREA

Engine Oil Specification Engine Oil Specification TrendsTrends andand

Lubricants Lubricants TechnologyTechnology

October, 2013

TOYOTA MOTOR CORPORATION

MINORU YAMASHITA


Contents

1. Engine Oil Specification Trends

ILSAC GF-6 SAE J300

2. Lubricants Technology

3. Summary


Engine Oil Specifications

Industrial Specifications

OEM In-house Specifications

Engine Oil Specifications

National/Military Specifications

ACEA (Europe)

JASO (Japan)

ILSAC (International)

API (U.S)

Source：JAMA Engine Oil Seminar 2011


ILSAC

AOAP

ILSACMembers

ASTM - Tests SAE Viscosity Grade

American Society forTesting & Materials

Oil API Starburst

API

American Petroleum Institute

Oil Blenders / Marketers

ACC

American Chemistry Council

Additive Suppliers

ILSAC New

Specification

GM Chrysler

FordJAMA

U.S. OEM’s

Japanese Automobile Manufacturer’s Association

EMA

Engine Manufacturer’s

Association

Society of Automotive Engineers

International Lubricant Specification Advisory

Committee

Auto Oil Advisory Panel

AOAP

ILSAC – Industry Structure


API vs ILSACAPI SN

with Resource Conserving

is equivalent to ILSAC GF-5

ILSAC GF-5

=+Fuel Efficiency

Emission System Protection

Turbocharger Protection

Ethanol-containing Fuels up to E85

API SN

Engine Robustness

Resource Conserving

APIDonut

ILSACStarburst

DetergencyOxidation StabilityWear ProtectionRust ProtectionCorrosion Protection

::

0W-200W-20

Note: Viscosity grades are limited to SAE 0W, 5W, and 10W multigrade

oils.Note: All viscosity grades



0

1

2

3

4

5

Fuel Economy

Emission Control System

Detergency

Rust & CorrosionProtection

OxidationStability

WearProtection

E85 EmulsionRetention

Seal Compatibility

GF‐5

GF‐4

GF‐3

GF‐2

GF‐1

GF-5 Performance Relative to the past GF-X

No PerformanceChange

NewRequirement Improved

Performance



• Improved fuel economy and fuel economy retention• Higher FEI in Sequence VID (or equivalent test)• Longer oil aging, equivalent to 8,000 to 10,000 miles

• Improved engine oil robustness and wear protection required to protect engines in all global markets

• Improved IIIG, IVA and VG (or equivalent tests) performance

• Not cause low speed pre-ignition• Viscosity requirements will reflect changes to SAE

J300 viscosity grades• Timing: First License Date January 2017

• Will coincide with introduction of replacement Sequence Tests presently under development

ILSAC GF-6 Direction


• Four engine tests are being replaced or updated for GF-6

Test Description SponsorSequence IIIH – Oxidation Stability & Piston GM

Deposit Test ChryslerSequence IVB – Valve Train Wear Test ToyotaSequence VH – Sludge & Deposit Test FordSequence VID – Fuel Economy Test GMNew Test – Chain Wear Test FordNew Test – Low Speed Pre-Ignition Test Ford

GF-6 Engine Test Availability Issues


Turbocharged DI-SI

Natural Aspiration SI

Conventional Turbo SI

0 2000 4000 6000Engine Speed (rpm)

BM

EP

Intercept Point

Fig.1 Turbocharged DISI Engine Torque Curve

・Downsized SI engines equipped with turbocharger and direct-injection system have been increased for better fuel economy performance

・LSPI (Low-speed Pre-ignition) restricts low-speed torque improvement significantly

・LSPI is considered to begin at oil droplet auto-ignition

Fig.2 Possible Mechanism of LSPI

Pre-Ignition due to Oil Droplet Auto-ignition

About Pre-Ignition


・Base oil types affect significantly on LSPI frequency (Fig.3)・Base oil volatility is not effective property on LSPI frequency (Fig.4)

→ LSPI frequency depends on base oil oxidation reactivity, not on base oil volatility

Fig.4

Volatility Effects on LSPI Fig.3

Base Oils Effects on LSPI

A(GrⅠ)

B(GrⅡ)

C(GrⅢ)

D(PAO)

E(PAO

High-Vis)

0

1

2

3

4

5

LSP

I fre

quen

cy [-

] LSPI decrease

Less Volatile More Volatile

0

2

4

6

8

10

0 10 20 30NOACK [%]

LSP

I fre

quen

cy [-

]

Same Additives (A to E) The Others (F, X, Y)

Less Volatile More Volatile

0

2

4

6

8

10

0 10 20 30NOACK [%]

LSP

I fre

quen

cy [-

]

Same Additives (A to E) The Others (F, X, Y) Same Additives (A to E) The Others (F, X, Y)

Engine Oil Impact - Base Oil -


0

1

2

3

4

5

0 0.1 0.2 0.3 0.4

No.1 BaselineNo.2 0.2CaNo.3 0.3Ca

Baseline OilCa = 0.1mass% as Ca Sulfonate AP = 0.06 mass% as ZnDTPPhenolic AO = 1 as relative scale

Ca, mass%

LSP

I fre

quen

cy

0

1

2

3

4

5

0 0.1 0.2 0.3 0.4

No.1 BaselineNo.2 0.2CaNo.3 0.3Ca


Ca, mass%

LSP

I fre

quen

cy

0

1

2

3

4

5

0 0.05 0.1

No.1 BaselineNo.4 0.03MoNo.5 0.07Mo


Mo, mass%

LSPI

freq

uenc

y

0

1

2

3

4

5

0 0.05 0.1

No.1 BaselineNo.4 0.03MoNo.5 0.07Mo


Mo, mass%

LSPI

freq

uenc

y

LSPI

freq

uenc

y

0

1

2

3

4

5

0 0.1 0.2

No.1 BaselineNo.10 0.10P

No.11 0.15P


P, mass%

Fig.5 Additive Effects (Ca, Mo, P) on LSPI

Additives have a significant effects on LSPI frequencyCa-detergents promote LSPI, whereas ZnDTP and MoDTC inhibit LSPI

Engine Oil Impact - Additive -


New SAE J300 Low Viscosity Grade

SAE J300 Viscosity Specification was revised in April of 2013.SAE 20 Grade is revised 6.9 min from 5.6min.SAE 16 grade is added.


ILSAC GF-6B


ILSAC GF-6 TimelineFirst license date is Jan 1st , 2017.


Contents

1. Engine Oil Specification Trends

ILSAC GF-6 SAE J300

2. Lubricants Technology

3. Summary


Issues of Vehicle

<Vehicle related issues＞<Vehicle related issues＞

Surge in fossil energy

consumption

Surge in fossil energy

consumption

-Population growth-Population growth

-Increase in vehicle-Increase in vehicle

Global growth of industry and technology

in the 20th century

Global growth of industry and technology

in the 20th century

Increase in traffic accidentIncrease in traffic accident

Increase in CO2 (Global warming)Increase in CO2 (Global warming)

Concern over future oilConcern over future oil

Air pollution (NOX/PM/Ozone)Air pollution (NOX/PM/Ozone)


Fuel economy Regulations in Asia• Many countries in Asia are investigating to revise or introduce FE/CO2

standard from the viewpoint of economy, energy security and CO2 reduction


Australia

Viet Nam

Singapore

Philippines

Indonesia

Malaysia

Thailand

Taiwan

PR of China

India

Korea

Japan

2014 2015 2018～2016 20172012 2013

Top Runner Program (Target fiscal year: 2015)

K-CAFE (phase-in until 2015, average fuel economy 17km/L or 140 CO2g/km)

Fuel Consumption Label

Fuel Consumption Label

Fuel Economy Standards for PC

Top Runner Program (CAFE Target fiscal year: 2020)

Labeling Program

Limit of fuel consumption, Fuel Consumption Label

Labeling Program (in NEECP)

Mandatory Fuel Economy Labeling

CO2 emission standards (Light vehicle)


Emission Regulations in Asia (Light-duty vehicles)• Generally Asian countries are moving to Euro 4/5 or equivalent by 2013.

However, some countries still remain on Euro 2 even after 2015.

Emission Standards for New Light-Duty Vehicles (as of April 2009), Available : http://www.cleanairnet.org/caiasia/1412/articles-58969_resource_1.pdfWorldwide Emission Standards Guide for 2010/2011, DELPHI, Available : http://delphi.com/pdf/emissions/Delphi-Passenger-Car-Light-Duty-Truck-Emissions-Brochure-

2010-2011.pdf


Australia Euro 4 Euro 5 Euro 6

Viet Nam Euro 2 Euro 4 (Euro 5 : 2022～）

Singapore Euro 2

Philippines Euro 2 Euro 4

Indonesia Euro 2

Malaysia Euro 2 Euro 4

Thailand Euro 4

Taipe i, China US Tier 2 (Equivalent to Euro 4)

PR of China Euro 4

Beijing Euro 5

India Nationwide Bharat stage III (Euro 3)

Bharat stage IV (Euro 4)

Korea LEV 2 (phase-in until 2015)

Japan Post new long-term

* Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Secunderabad, Ahmedabad, Pune, Surat, Kanpur and Agra

Delh i and 11 c ities*

2018～2014 20152012 2013 2016 2017


Power Train Trends

Catalytic converter

EFI

DOHC 4-valve

VVT-i

Dual VVT-i

Dual VVT-iEValvematic

O2 sensor

A/F sensor

Lean-burn

Low-friction

D-4

D-4S

Stop and Start System

Environmental performance (high fuel efficiency and clean exhaust emissions)

Petrol engine

New engine series

Impr

essiv

e driv

ing

(Dyn

amic

perfo

rman

ce)

Engines and transmissions revamped through ongoing incorporationof new technologies

Engines and transmissions revamped through ongoing incorporationof new technologies


Piston

CrankShaft

Valve System

Oil Pump

Water Pump Belt

Friction Loss（７～１０％）

Engine

Drive-train

Vehicle weight

Tire

Aerodynamics

Friction Loss in Power Train

Breakdown of Energy Consumption in Entire Vehicle

（2.0L×4AT@EC Mode)

EC

Mode

CO

2 E

mis

sion

[g/km

]

Idling

Running

Exhaust

Cooling

FrictionPumping

Alternator

Air Drag. etc.

Vehicle Inertia

Tire Rolling

Idle

Losses in Engine

Effective

Work

Wasted Energy

Drive-train loss

16.5

Deceleration


Development of lubricants for the environmental protection

Clean AirClean Air

After treatmentAfter treatmenttechnologiestechnologies

Combustion efficiency Combustion efficiency 、、Direct injection, Variable Valve Timing,Direct injection, Variable Valve Timing,Super charge etc.Super charge etc.

Poisoning , Clogging Poisoning , Clogging reductionreduction

Three way catalyst, NOThree way catalyst, NOｘｘ

storagestorage--reduction catalyst, DPR, DPNR etcreduction catalyst, DPR, DPNR etc

Engine improvementEngine improvement Keep the durabilityKeep the durability such assuch asantianti--wear performancewear performance

COCO2 2 ReductionReduction

New power sourceNew power source (HV, EV, FCHV)

COCO22 reduction at a production and a disposalreduction at a production and a disposal

Friction reductionFriction reductionFuel economyFuel economytechnologytechnology Transmission efficiencyTransmission efficiency

Combustion improvementCombustion improvementLight weight, Moving resistance reductionLight weight, Moving resistance reduction

Requirement to Lubricants


SteeringSteering Fuel PumpFuel Pump DifferentialDifferential

Gear, Bearing, OilLSDViscous Coupling Plate

AuxiliaryAuxiliary

BrakeBrakePad/Disc, Piston/CylinderSeal/Cylinder

EngineEngine

PistonPiston Ring/Cilinder BoreBearing, SealCam/Cam FollowerValve/Valve GuideValve/Valve SheetOil

TransmissionTransmission（AT）Wet Clutch, Gear, Bearing, Seal, Oil（MT）Dry Clutch, SNR,Gear, Bearing, Seal, Oil

Tribological Parts in Automobile

Belt/PulleyWater PumpAlternatorCompressorElectromagnetic ClutchSeal/Bearing

SeatSeat

Pump BodyCommutator,Bearing

Joint, Gear, Bearing,Power Steering Pump

Fabric

DifferentialDifferentialEngineEngine

TransmissionTransmission

Gear, Bearing, OilLSDViscous Coupling Plate

PistonPiston Ring/Cylinder BoreBearing, SealCam/Cam FollowerValve/Valve GuideValve/Valve SheetOil

（AT, CVT, HV）Wet Clutch, Gear, Bearing, Seal, Oil(CVT)Belt, Pulley（MT）Dry Clutch, SNR,Gear, Bearing, Seal, Oil

EngineEngine DifferentialDifferential

TransmissionTransmission

KSTLE 2013 @ Yeosu, KOREAFu

el E

ffici

ency

Impr

ovem

ent (

%)

1990 20000

10

5

15

DesignDesign&&

Material Material

LubricantLubricant

Engine Oil SJ 5W-20

Engine Oil DL-1/C2 0W-30

Engine Oil SM 0W - 20, Low viscosity MTF and DGO

Low viscosity ATF

Engine Oil SG 5W-30

Engine Oil SL 5W-20 and CVTF

ATF for Flex Lock-up

Low μpiston-skirt coating

Aluminum valve-lifterNitriding piston- ring and Aluminum sliding-bearing

AT friction material for Flex Lock-up

TiN shim and Sintered synchronizer-ring

Resin overlays on sliding bearingsD-4 pump Ti-N lifter

High μ AT frictionmaterials


Friction reduction technology must be applied that pertain specifically to each lubrication condition

Striveck Curve

Fric

tion

Coe

ffici

ent

Boundary Mixed Hydrodynamic

FM

Viscosity Reduction

ｈ＞10－５cmｈ＝０

Hi-Load, Hi- Temp., Low-Vis.

Valve trainPiston / Cylinder

Bearing

Fric

tion

Coe

ffici

ent

Boundary Mixed Hydrodynamic

FM

Viscosity Reduction

ｈ＞10－５cmｈ＝０

Hi-Load, Hi- Temp., Low-Vis.

Valve trainPiston / Cylinder

Bearing

Concept of Friction Reduction on the Streibeck Curve


HTHS Vis. (HTHS Vis. (mPamPa・・s)s)

Ref. Ref. ：：

HRHR--77

55

44

33

22

11

002.22.2 2.62.6 3.03.0 3.43.4

95%95%Confidence RangeConfidence Range

Fuel

Eco

nom

y Im

prov

emen

t (%

)Fu

el E

cono

my

Impr

ovem

ent

(%)

(Toyota(Toyota；；SAE982506)SAE982506)

Fuel

eco

nom

y im

prov

emen

t Fu

el e

cono

my

impr

ovem

ent

EngineEngine：：1.0 liter OHC1.0 liter OHC

1.5%1.5%

2.5%2.5%

（（2.92.9））（（2.42.4））（（2.62.6））HTHS Vis.HTHS Vis.（（mPamPa･･ss））

(LA(LA--4 Mode)4 Mode)

(Honda;SAE1999(Honda;SAE1999--0101--34683468））

Impact of the engine oil viscosity on fuel economy HTHS Viscosity@150C

(Valve-train;Bucket Type ) (Roller-follower Type)

SAE30SAE30SAE20SAE20


Fuel Economy Test Driving Cycle EC

Cold Mode

Test Mode Including Cold Start ⇒ High Oil Viscosity Increases Friction under Hydrodynamic Lubrication

0

20

40

60

80

100

120

0 200 400 600 800 1000 1200Time (sec)

Veh

icle

Spe

ed, O

il Te

mp.

, Oil

Vis

cosi

ty

Vehicle Speed (km/h)Oil Temp. in Oil Pan (℃)Kinematic Viscosity (mm2/s, 0W-20)


Lower-KV40 Effect

Lower KV40 (Kinematic Viscosity at 40℃)⇒ Significant Improvement in Fuel Economy Engine Test

under Low Temperature

0.0

0.5

1.0

1.5

2.0

30 35 40 45 50

FEI v

s G

F-4

0W-2

0, %

KV40, mm2/s

VM-1 VM-2 VM-3 VM-4

GF-5 0W-20 prototype formulation


SummarySummary

[Specification] ILSAC GF-6 First license date : January 1st 2017. New engine test : LSPI, Chain wear GF-6B : XW-16.

[Lubricants Technology]Lowering the viscosity at low temperature is

effective in fuel economy improvement for cold start mode.


Thank you for kindly attentionThank you for kindly attention

engine oil specification trends and lubricants...

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