Engine LubricantsEU - 2nd VegOil. Lyon, Franceg y26th January 2010

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Engine Lubricants

• Formulating An Engine Lubricant

• Engine Lubricant DriversEngine Lubricant Drivers

H D t Di l E E i L b i t• Heavy Duty Diesel: European Engine Lubricant Market Structure

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Formulating an engine lubricant

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What does an engine oil need to do?

Prevent wearEnhance durabilityPrevent wear

Remove

Red ce

contaminants

ClReduce friction

Lubricate Clean

PreventCool

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Transfer heat Prevent corrosion

Where these phenomena occur

Valve train WearValve-train Wear

Piston Deposits Cylinder Wear

p

Oxidation Sludge & Soot

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Oxidation ghandling

Image Source : How Stuff Works Inc. www.howstuffworks.com

A formulation is a recipe for making an oil and includes a

What is a ‘Formulation’?• A formulation is a recipe for making an oil and includes a

number of ‘ingredients’ – Base oils Oil Code 123456Base oils– Additive components– Viscosity modifiers

Viscosity Grade 10W-40

Formulation (%wt)

– Pour-point depressants

A d ill h ifi i

Additive package 12.0%Performance booster 1.0%Viscosity modifier 7.0%Pour point depressant 0 2%• And will have specific properties

– Viscosity gradePerformance

Pour point depressant 0.2%Base oil 1 40.0%Base oil 2 9.8%Base oil 3 30 0%– Performance

– Approvals

Base oil 3 30.0%

ACEA 2004 A3/B3-04Performance claim

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API SL/CFDaimler 229.1Volkswagen 50500

A typical “top tier” oil will be supported by over 20 engine

Measuring Performance• A typical “top-tier” oil will be supported by over 20 engine

test results– Good Oil Co ’s Slippery Extra wouldGood Oil Co. s Slippery Extra would

need at least 22 engine test results tosupport its performance claims:

ACEA A3/B4 7 t t• ACEA A3/B4 7 tests• API SL & CF 5 tests• VW50200 & 50500 ACEA + 4 testsVW50200 & 50500 ACEA + 4 tests• MB229.3 ACEA + 6 tests

– Many specifications use the same engine tests, but may set different pass / fail requirements

• Seq. VG in ACEA A3/B4 and API SL• VW TDI in ACEA A3/B4 VW50500 and MB229 3

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• VW TDI in ACEA A3/B4, VW50500 and MB229.3

Engine Lubricant Drivers

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Th i f t ti t d i h i i

Engine Lubricant Market Drivers

• Three main factors are acting to drive change in engine lubricant requirements and create the market we have todaytoday

1. Changing emissions legislation g g g

2. Increased fuel economy requirements

3 Durability under severe operating conditions

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3. Durability under severe operating conditions

Euro V Euro VIEuro IV

1. Changing Emissions legislation

Euro 3 Euro 4 Euro 5 Euro 6PC

Euro 5

LD PC

Euro 6

• Measures taken against air pollution from vehicles2000 2004 20082002 2006 2010 2012 2014 2016

HD

• Measures taken against air pollution from vehicles.

• Different requirements and adoption dates exist for passenger cars, li ht i l hi l d h d t t klight commercial vehicles and heavy-duty trucks.

• The next HD standard, Euro V, will be mandatory by the end of 2010, , y y– October 2008 for Heavy-duty trucks– September 2009 for Passenger cars

S t b 2010 f Li ht D t P C

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– September 2010 for Light Duty Passenger Cars

I t f i l b i t ft t t t d i

1. Changing Emissions legislation

• A mix of data has been published regarding the impact of engine oils on aftertreatment devices

Impact of engine lubricants on aftertreatment devices

engine oils on aftertreatment devices

Aftertreatment device Fluid-related constraint

Ash Phosphorus Sulphur

Diesel Particulate Filter DPF - -

Three-way Catalyst TWC - -

Diesel Oxidation Catalyst DOC -

Lean NOx Catalyst LNC - -

NOx Adsorber NOx - - S l ti C t l ti

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Selective Catalytic Reduction SCR - ? ?

2. Increased Fuel Economy requirements

• Fuel economy has been a requirement for many years– Embedded in ACEA and many OEM requirements– Led to the use of “low HTHS” passenger car engine oils – Led to the use of new friction modifier technologies

• Demand to increase fuel economy on many fronts– CO2 emissions legislation (passenger car)

• Requirement for OEMs to produce new vehicles which emit less CO• Requirement for OEMs to produce new vehicles which emit less CO2

– Taxation (passenger car)• Changes in taxation to encourage purchasing and usage of lower CO2

emitting cars– Cost of operation (commercial vehicle)

• Opportunity to lower truck and fleet operating costs by increasing fuel

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• Opportunity to lower truck and fleet operating costs by increasing fuel efficiency

The Role of Engine Oils

• EnablerEnabler– Providing high performance robustness that allow changes to

engine design & aftertreatment technology to meet fuel economy i trequirements

• Direct Contributor• Direct Contributor– Providing a direct contribution to the overall fuel economy benefit

by formulating to maximise fuel economy

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3 D bilit d ti3. Durability under severe operating conditions

• Engine design changes– OEMs continue to “down size” engines to reduce weight and improve

fuel economy– Increasing trend towards turbo charged gasoline engines– Increased operating temperatures expected to stress the engine oil and p g p p g

contribute to oxidation, nitration and sludge problems

• Fuel changes– Significant reduction in fuel borne sulphur in the last ten years – Increase in the use of alternative fuels, eg. biodiesel

• Changes in engine design and fuel have created a more severe environment for the engine lubricant to function in

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Biodiesel and Fuel Dilution• Use of biodiesel can lead to increased levels of fuel

dil tion in the s mp

Biodiesel and Fuel Dilution

dilution in the sump • Vehicles using in-cylinder post injection are prone to high

levels of fuel dilutionlevels of fuel dilution• Biodiesel tends to concentrate in the

sump due to lower volatility

B05 in fuel tank

sump due to lower volatilityThermogravimetric analysis (TGA) demonstrates difference in volatility between mineral diesel and biodiesel

6 x concentration6 x concentrationof biodiesel

in sump

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Example : Impact of biodiesel on durability

• Fuel dilution with biodiesel stimulates oxidative degradationChange in viscosity due to oxidative degradationChange in viscosity due to oxidative degradation

250

cSt)

5% ULSD

5% B100

Oil Sample:5W-30 passenger car engine oil

150

200

visc

osity

(c

g

Procedure: Lubrizol in-house oxidation test50

100

Kin

emat

ic v

Time (hours)048 72 96 120 144 168

K

Fuel dilution with ULSD has little impact on the engine oil

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– Fuel dilution with ULSD has little impact on the engine oil – Fuel dilution with biodiesel stimulates oxidative degradation

The engine lubricant market continues to change

Summary• The engine lubricant market continues to change

– Emissions, durability & fuel economy continue to drive lighter viscosity grades, higher quality base oils and new innovative additive chemistry

Emissions will continue to drive demand for lower SAPS engine lubricantslower SAPS engine lubricants

F l E ill b th j d i iFuel Economy will become the major driver in engine lubricant development

Durability will continue to drive increased engine lubricant performance to cope with new engine

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lubricant performance to cope with new engine design, aftertreatment and alternative fuels

Heavy Duty Diesel:European Engine Lubricant Market Structure

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G III

UHPD

Gr-IIIMarket Structure

Valu

e UHPD

Low SAPS

ACEA E6G I

Gr-II

SHPD

Mid SAPS

ACEA E9

ACEA E4 MB228.5TBN ≥ 12

ACEA E6MB228.51

Group III

Gr-I

Mainline

ACEA E2

ACEA E7 MB228.3API CI-4

TBN ≥ 9

ACEA E9MB228.31API CJ-4

Group III10W-405W-30

p10W-405W-30

MB228.0API CF

ACEA E2 MB228.1API CF-4 to CH-4

TBN ≥ 9

Group IIGroup I15W-40

15W-4010W 40

monograde

API CF

Group IGroup I

15W-40

15W 4010W-4010W-30

10W-4010W-30

UHPD : Ultra High Performance Diesel10W-40

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monograde gSHPD : Super High Performance Diesel30% Gr-III

ACEA 2008 ‘E’ Sequences

2008 2008 2008 2008

Engine Tests

OM646LAMack T-8E

OM646LA-

OM646LAMack T-8E

OM646LAMack T-8ETests Mack T 8E

-OM501LA

ISMMack T-12

Mack T-11OM501LA

ISMMack T-12

Mack T 8E-

OM501LA-

Mack T-12

Mack T 8E-

OM501LA--

%SA%P%S

Mack T-12

< 2.0-

Mack T-12

< 1.0< 0.12< 0 4

Mack T-12

< 1.0< 0.08< 0 3

-

< 2.0-

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%STBN

-> 9 (>9.00)

< 0.4> 7

< 0.3> 7

-> 12

Mid-SAPS Low-SAPS High-SAPSHigh-SAPS

Market TiersMarket TiersFor diesel engines meeting Euro I → Euro V emission requirements

Hi SAPS Low/Mid SAPS

Extended drain

Hi SAPS Low/Mid SAPS

performance(ACEA: significantly extended oil drain interval)

UHPDSome EGR engines

some SCR unitsEGR engines

SCR unitsith/ ith t DPFwithout DPF with/without DPF

with low S diesel

Standard drainperformance(ACEA: extended oil drain interval)

SHPDmost EGR enginesmost EGR engines interval)g

most SCR unitswith/without DPFwith low S diesel

gmost SCR units

without DPF

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SCR/EGR(Euro V)

DPF(Euro V/VI)

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