Heavy Duty Engine Oil Technology Comparison of European and US Developments

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Heavy Duty Engine Oil TechnologyComparison of
European and US Developments
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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

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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

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Can the lubricant protect the 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
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Composition of Heavy Duty Engine Oil
ACEA E4 piston deposits
High ash (up to 2.0)
Europe
ACEA E5 deposits, VTW soot handling oxidation
stability
API CI-4 VTW, soot/ acid control oxidation
stability
API CH-4 VTW soot handling oxidation stability
API CG-4 soot handling oxidation stability
Low ash
High dispersancy
Low dispersancy
America
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Evolution of FormulationsOil Performance in Field

• Evolution of engine oil make-up to meet new
  emissions
• Is there a benefit to the operator?

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The Future Low Emission Timeline
Low sulphur fuel required
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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 lt1
Phosphorous lt0.08
Sulphur lt0.3
Other ACEA E4 performance ACEA E5 performance
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Effect of low sulphur diesel on lubricant TBN
mgKOH/g
High sulphur 6000 ppm S Low sulphur 50 ppm S
Mileage accumulation (miles)

• Less stress on lubricant with low sulphur fuel

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

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SCR Particulate Size vs Number
Matrix of oils A to I Varying ash level Varying
baseoil Gp

• 12 litre bus engine with SCR after-treatment
  system
• Calibrated to Euro V NOx emissions level (lt2 g/
  kWh)
• No lubricant effect on particulate emissions post
  SCR

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Ash accumulation in DPF
12.7 litre HD engine with CRT 200h 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

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Ash Sensitivity of DPF
Electron Dispersive Spectroscopy analysis of
deposits on trap face

• Ratios of ash speciation correlate to fresh oil
  components

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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?