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

Europe North America

avg. annual mileage, miles 62,500 125,000

Gross Vehicle weight, tonnes 40 36 (80000 lb)

Power output 350 bhp 350 bhp

Avg sump volume, L 35 35 - 40

Avg diesel cost, USD per gal 4.03 1.69

Oil Drain interval, miles 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

4Can the lubricant protect the engine at extended drains?

Connecting rod bearings

Typical piston

Synthetic, high ash heavy duty engine oil

Inspection at end of trial : 3 x 100,000 km

5 Composition of Heavy Duty Engine Oil

API CG-4soot handling

oxidation stability

API CI-4VTW,

soot/ acid controloxidation stability

High dispersancyLow dispersancy

High ash(up to 2.0%)

Low ash

API CH-4VTW

soot handlingoxidation stability

ACEA E5deposits, VTWsoot handling

oxidation stability

ACEA E4piston

deposits

soot loading, piston temps, peak combustion pressure

piston cleanliness, oil drain interval, fuel savings

EuropeEurope

AmericaAmerica

6Evolution of FormulationsOil Performance in Field

Al Cr Cu Fe Pb Sn

Average Wear Rates

CH-4 CI-4

Evolution of engine oil make-up to meet new emissions

– Is there a benefit to the operator?

Improved wear protection for CI-4 oil versus CH-4 oil

7 The Future : Low Emission Timeline

2000 2005 2007 2008 20092003 200420022001 2006 20112010 2012

Euro 3 Euro 4 Euro 5

Tax IncentivesFor Euro 4/5(Germany)

US 2007Implementation

Euro 6

Low sulphur fuel required

Drive towards low S basestocks

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 ACEA E7

Sulphated ash <1 %

Phosphorous <0.08%

Sulphur <0.3%

Other ACEA E4 performance ACEA E5 performance

9Effect of low sulphur diesel on lubricant TBN

Less stress on lubricant with low sulphur fuel

0

2

4

6

8

10

12

14

16

0 5000 10000 15000 20000

High Sulphur Fuel TBN

High Sulphur Fuel TAN

Low Sulphur Fuel TBN

Low Sulphur Fuel TAN

Mileage accumulation (miles)

mg

KO

H/g

Oil drain intervals can be maintained

High sulphur = 6000 ppm S Low sulphur = 50 ppm S

10

Can we improve exhaust after treatment compatibility and emissions with the lubricant…………..

11 SCR Particulate Size vs Number

Particulate size vs number

10000

100000

1000000

10000000

1 10 100 1000

Diameter (nm)

dN

/ d

l(D

p)

[/cm

3]

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

Matrix of oils A to IVarying ash levelVarying baseoil Gp

12 Ash accumulation in DPF

Ash Accum in 200 hours

0

5

10

15

20

25

High Ash 5w30 Low Ash 5W30 Med Ash 15w40

Gram

mes

Oil Consumed in 200 hours

0

1

2

3

4

5

6

High Ash 5w30 Low Ash 5W30 Med Ash 15w40

Kilo

gram

mes

12.7 litre HD engine with CRT200h max power, max speed

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

Ash speciation

0% 20% 40% 60% 80% 100%

1

2

3

1

phos sulphur zinc calcium magnesium

Fresh Oil Component Ratio's

0% 20% 40% 60% 80% 100%

1

2

3

1

phos sulphur zinc calcium magnesium

Electron Dispersive Spectroscopyanalysis of deposits on trap face

Ratios of ash speciation correlate to fresh oil components

14

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

Closing Thoughts

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?