Course Specifications

1
Course Specifications

•  
• A Basic Information
•  
• Course Title Heat Engine and Combustion (B)
  CodeMPE321
• Lecture 2 Tutorial 2 Practical 0 Total 4
• Program on which the course is given B.Sc.
  Mechanical Engineering (Power)
• Major or minor element of program Major
• Department offering the program Mechanical
  Engineering Department
• Department offering the course Mechanical
  Engineering Department
• Academic year / level Third Year / Second
  Semester
• Date of specifications approval 10/5/2006

2

• B- Professional Information
• 1- Overall aims of course
• By the end of the course the students will be
  able to
• Identify the different types of fuels and their
  properties.
• - Understand the concepts and principles of the
  chemical reactions.
• - Understand the basic principles of the chemical
  and the phase equilibrium.
• - Apply the first and second law of
  thermodynamics on chemical reactions.- Know the
  different types of flames and their theories.
• - Know the construction and operation of the
  industrial furnaces and their applications.
• - Know the factors affecting the furnaces
  performance.

3
2-Intended Learning Outcomes (ILOs)

• a) Knowledge and Understanding
• a.5) Methodologies of solving engineering
  problems, data collection interpretation.
• a.8) Current engineering technologies as related
  to disciplines.
• a.13) Fundamentals of thermal and fluid
  processes.
• a.18) Mechanical power and energy engineering
  contemporary issues.
• a.19) Basic theories and principles of some other
  engineering and mechanical engineering
  disciplines providing support to mechanical power
  and energy disciplines

4
2-Intended Learning Outcomes (ILOs)

• b) Intellectual Skills
• b.1) Select appropriate mathematical and
  computer-based methods for modeling and analyzing
  problems.
• b.5) Assess and evaluate the characteristics and
  performance of components, systems and processes
• b.7) Solve engineering problems, often on the
  basis of limited and possibly contradicting
  information.
• b.11) Analyze results of numerical models and
  appreciate their limitations.
• b.13) Evaluate mechanical power and energy
  engineering design, processes, and performance
  and propose improvements.

5
2-Intended Learning Outcomes (ILOs)

• Professional and Practical Skills
• c.1) Apply knowledge of mathematics, science,
  information technology, design, business context
  and engineering practice to solve engineering
  problems.
• c.12) Prepare and present technical reports.
• c.16) Describe the basic thermal and fluid
  processes mathematically and use the computer
  software for their simulation and analysis.

6
1-Intended Learning Outcomes (ILOs)

• General and Transferable Skills
• d.3) Communicate effectively.
• d.4) Demonstrate efficient IT capabilities.
• d.7) Search for information and engage in
  life-long self learning discipline.
•  

7
3- Contents
No Topic No. of hours ILOs Teaching / learning methods and strategies Assessment method
1 Fuel types and properties 2 a.8, c.12,d.4,d.7 Lecture Report
2 Chemical reactions Theoretical and actual combustion processes 2 a.5, a.13, b.5, b.7, b.13, c.1 Lecture tutorial Assignment
3 Enthaply of formation, enthalpy of reaction 2 a.5, a.13, b.5, b.7, b.13, c.1 Lecture tutorial Assignment
4 1st and 2nd law analysis of combustion processes 2 a.5, a.13, b.5, b.7, b.13, c.1 Lecture tutorial Quiz
5 Chemical equilibrium 2 a.13,b.7, c.1 Lecture tutorial Assignment
6 Chemical equilibrium (continued) 2 a.13,b.7, c.1 Lecture tutorial Quiz
7 Phase equilibrium 2 a.13,b.7, c.1 Lecture tutorial Assignment
8 Mid-term exam Mid-term exam Mid-term exam Mid-term exam Mid-term exam
9 Laminar premixed flames 2 a.8,a.13,a.19,b.7, c.1, c.12,c.16, d.3,d.7 Lecture tutorial Assignment
10 Laminar diffusion flames 2 a.8,a.13,a.19,b.7, c.1, c.12,c.16, d.3,d.7 Lecture tutorial Quiz - Report
11 Turbulent premixed and non-premixed flames 2 a.8,a.13,a.19,b.7, c.1, c.12,c.16, d.3,d.7 Lecture tutorial Assignment
12 Introduction to industrial furnaces 2 a.8,a.13,a.19,b.7, b.13, c.1,c.12, d.4, d.7 Lecture tutorial Assignment
13 Heat transfer in industrial furnaces 2 a.8,a.13,a.19,b.7, b.13, c.1,c.12, d.4, d.7 Lecture tutorial Quiz
14 Saving energy in industrial furnacs 2 a.8,a.13,a.19,b.7, b.13, c.1,c.12, d.4, d.7 Lecture tutorial Assignment - Report
15 Final exam Final exam Final exam Final exam Final exam
8

• Teaching and Learning Methods
• __v__ Lectures
• _____ Practical training / laboratory
• _____ Seminar / workshop
• ____ Class activity
• __v__ Tutorial
• _____ Case study
• __v__ Assignments / homework
• Other Self study

9

• Student Assessment Methods
• ________ Assignments to assess knowledge
  and intellectual skills. .
• ________ Quiz to assess knowledge, intellectual
  and professional skills.
• ________ Mid-term exam to assess knowledge,
  intellectual, professional and general skills.
• ________ Oral exam to assess knowledge,
  intellectual, professional and general skills.
• ________ Final exam to assess knowledge,
  intellectual, professional and general skills.
• Other Self study to assess knowledge,
  intellectual, professional and general skills.
•  

10

• Assessment schedule
• Assessment 1 on weeks 2, 5, 9, 11
• Assessment 2 Quizzes on weeks 4, 6, 10, 13
• Assessment 3 Mid-term exam on week 8
• Assessment 4 Oral Exam on week 14
• Assessment 5 Final exam on week 15
• Weighting of Assessments
• Mid- Term Examination 15
• Final- Term Examination 60
• Oral Examination 15
• Practical Examination 00
• Semester Work 05
• Other 05
• Total 100

11
8- List of References

• 8.1- G. Van Wylen, R. Sonntag and C. Borgnakke,
  "Fundamentals of Classical Thermodynamics", Jhon
  Wiley Sons. 1994.
• 8.2-.Yunis, A. Cengle, and Michael A. Boles,
  Thermodynamics- an Engineering Approach Fifth
  edition,
• 8.3-.J. Warnatz U. Maas R.W. Dibble,
  Combustion, Springer-Verlag Berlin Heidelberg
  1996, 1999, 2001

12

• Facilities Required for Teaching and learning
• Lecture room
• Presentation board, computer and data show
•  
• Course coordinator Prof. Dr. Ramadan Y.
  Sakr
• Course instructor Prof. Dr. Ramadan
  Y. Sakr
• Head of department Prof. Dr. Maher G. A.
  Higazy Date 26/10/ 2011

13
Fuels Fuels Properties

• Lecture 1

14
Crude Oil

• Found in rock formations that were ocean floors.
• Organic matter from seas became trapped by
  sediments at ocean floor.
• Progressing cracking of the molecules and
  elimination of oxygen turned organic matter into
  petroleum.

15
Crude Oil

• Petroleum is made of 86 carbon and 14 hydrogen.
• Hydrocarbon molecules are accompanied by dirt,
  water, sulfur and other impurities.
• Crude oil must be refined to produce suitable
  engine fuels.

16
Fig. 5.1 Molecular Structures of Some
Hydrocarbon Fuel Families
17
Fig. 5.2 Flow Diagram for Typical Petroleum
Refinery
18
Fig. 5.3 Distillation Curve for Crude Oil.
19
Distillation Temperatures

• 30 to 230 C for Gasoline
• 230 to 370 C for Diesel
• Most refineries utilize cracking units where
  catalysts at high temperatures and pressures
  crack the larger hydrocarbon molecules into
  smaller ones shifting production towards
  gasoline.
• Fractionating towers allow smaller molecules to
  condense out at cooler temperatures in the upper
  portion of the tower.

20
Ideal Combustion

• All of the H in fuel is converted to H20.
• All of the C in fuel is converted to CO2.
• Air is 21 O and 79 N by volume.

21
Combustion of Gasoline
22
Stoichiometric Air/Fuel Mixture

• For gasoline

23
Table 5.2 Representative Fuel Molecules
24
Fig.1-1 Aliphatic hydrocarbons
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Fig.1-2 Alicyclic and aromatic hydrocarbo
27
Fig. 1-3 Structural formulae for oxygenous
hydrocarbons
28
Fig. (1-4) Boiling graph for gasoline and diesel
fuel, as well as kerosene and water
29
Definition of the octane number (ON) for gasoline
fuels
For the determination of ignition performance, we
use a so-called comparison fuel, i.e. a two
component fuel consisting of
The octane number is defined as the isooctane
fraction of the comparison fuel.
Definition of the cetane number (CN) for diesel
fuels
In determining ignition performance, we use a
comparison fuel, which is, in this case, a two
component fuel composed of
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A fuel can be considered as a finite resource of
chemical potential energy, i.e., energy stored in
the molecular structure of particular compounds
that may be released via complex chemical
reactions.
Some of the basic ideal combustion engineering
characteristics of a fuel include High energy
density (content) High heat of combustion
(release) Good thermal stability (storage) Low
vapor pressure (volatility) Nontoxicity
(environmental impact)
32
THE FUEL-ENGINE INTERFACE
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Gasoline Engine Exhaust

• SI engines are often operated with rich
  air/fuel mixtures to produce more power
  inadequate oxygen supply results in production of
  CO (not all carbon is converted to CO2).
• Even with lean mixtures, CO is still produced.
  DO NOT OPERATE GASOLINE ENGINES IN CONFINED
  SPACES!!!

36
Diesel Air/Fuel Ratios

• Stoichiometric air/fuel mixture for CI engines
  14.91.
• However, most CI engines are operated with a
  leaner air/fuel ration and therefore free oxygen
  is often found in the exhaust.

37
Diesel Engine Exhaust

• Small quantities of unburned fuel escape in
  gaseous form.
• At high temperatures N reacts with O to form NO
  and NO2 (together these are known as NOx).
• Federal government has established limits on CO,
  NOx and unburned hydrocarbon in engine exhaust
  Tier I through IV Regulations.

38
Emission Regulations (EPA)
39
Example 5.1

• What is the air/fuel ratio and the exhaust
  products when ethanol is used as an engine fuel?

40
Solution
41
General Combustion Equations

• Equations are cast in a form that includes a
  measure of richness,
• where f is the richness term.

42
General Combustion Equations

• The General Combustion Equation is,
• where x, y and z are the relative number of atoms
  of C, H and O, respectively and U, R, V and W
  are defined in the following relationships.

43
General Combustion Equations
44
General Combustion Equations

• The actual A/F ratio becomes,

45
General Combustion Equations

• The theoretical dry exhaust gas concentrations
  (volumetric basis) become,

46
Blended Fuels

• Blended fuels are common for example blends of
  10 ethanol and 90 gasoline are used to meet
  EPA requirements for oxygenated fuels in regions
  of the country with impaired air quality.

47
Blended Fuels

• The composite fuel molecule can be estimated
  using,
• where the p subscript denotes the primary fuel,
  and s the secondary and variable f is the
  faction (decimal form) of either fuel.

48
Blended Fuels

• The resulting composite fuel molecule becomes,

49
Octane Ratings

• Octane is a measure of gasolines resistance to
  knock.
• Knock is the uncontrolled release of energy
  when combustion initiates somewhere other than
  the spark plug.
• Symptoms of engine knock include an audible
  knocking or pining sound under acceleration.
  

50
Fig. 5.5 Knock in SI engines.
51
Causes of Engine Knock

• Knock is caused when the temperature in the
  cylinder reaches the self ignition temperature
  (SIT) of the end gases.
• The end gases do not readily ignite, rather there
  is an ignition delay caused by pre-flame
  reactions.
• Engine knock is more prevalent under conditions
  that include
• Lean air/fuel ratios
• High compression ratios

52
Methods to Reduce Engine Knock

• Use wedge shaped combustion chambers to cool end
  gases more readily.
• Use gasoline with higher octane ratings these
  ratings are associated with gasoline that has few
  straight chain carbons have longer ignition delay
  times.

53
Octane Rating Measurement

• Procedure developed by the Cooperative Fuels
  Research Committee (CFR).
• The committee proposed a single cylinder SI
  engine to measure octane the CFR engine has an
  adjustable compression ratio.
• Engine is driven at a constant speed with an
  electric motor.

54
Octane Rating Measurement

• Octane ratings are obtained by comparing fuel in
  question to iso-octane (Octane Rating of 100) and
  heptane (Octane Rating of 100).
• CR is adjusted until knocking is detected with
  fuel being tested.
• Blends of iso-octane and heptane are tested until
  the same level of knock is obtained.
• Octane rating is of iso-octane in test blend.

55
Fig. 5.6 CFR Engine
56
Octane Ratings

• CFR developed initial method (Motor Octane Number
  MON).
• ASTM developed a new method (Research Octane
  Number RON).
• RON octane ratings are 8 points low than MON for
  most gasoline.
• Most retailers report the Anti-Knock Index which
  is an average of MON and RON.
• Octane ratings of fuel are adjusted for elevation
  lower atmospheric pressure reduces the tendency
  for engine knock to occur.

57
Cetane Ratings and CI Engines

• Octane rating is not a good way to predict
  knock in CI engines.
• Combustion in diesel engines consists of a two
  part delay physical and chemical.
• Physical - the fuel is injected and atomized.
• Chemical - process proceeds with a pre-flame
  chemical reaction, similar to that of SI engines.
  

58
Fig. 5.7 Critical Compression Ratios and
Temperatures
59
Combustion Process

• Pre-Mix Combustion prepared mixture burns
  rapidly after compression ignition.
• Diffusion Combustion fuel vapor diffuses into
  burn-out zones from one side while oxygen
  diffuses from the other sustaining the combustion
  process.
• Diffusion process is much slower than the
  pre-mix. Pre-mix generate characteristic diesel
  rattle.

60
Fig. 5.8 Energy release from CI fuels.
61
Altering Knock in CI Engines

• Ignition delay controls the relative release of
  energy between the two phases of combustion a
  longer delay results in more energy produces in
  the pre-mix phase.
• Since knock occurs when more energy is released
  at the start of combustion, it follows that
  knock is reduced with short delay periods.

62
Cetane Ratings

• Cetane rating are an indication of the fuels
  anti-knock resistance for CI engines.
• Fuels with high cetane ratings are created by
  increasing the proportion of long chain
  molecules, thereby reducing the ignition delay.
• Fuels with high Octane Rating have low cetane
  ratings!

63
Cetane Ratings

• CFR cetane rating process is similar to the
  Octane process with a couple of differences
• Cetane and hyptamethylnonane are the reference
  fuels.
• Hyptamethylnonane has a cetane rating of 15.

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Effect of Cetane Rating

• If cetane rating is too low, the ignition delay
  results in hard starting (combustion after piston
  is moving downward) and characteristic white
  smoke.
• High cetane ratings start the combustion process
  to soon, and some the fuel is not volatized and
  does not burn.
• Black smoke in heavily loaded engines is a
  symptom of high cetane ratings.
• Minimum cetane rating for CI engines is 40
  according to SAE.
• Commercial fuels seldom exceed 50.
• Cetane rating should never exceed 60.

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Table 5 limiting values for diesel fuels.
66
Fuel Properties

• Standards Organizations
• SAE Society of Automotive Engineers
• ASTM American Society for the Testing of
  Materials
• API American Petroleum Institute

67
Specific Gravity

• A measure of the density of liquid fuels at 15.6
  C as compared with water at the same temperature.
• API devised the following scale,
• where SG is the specific gravity.
• A hydrometer, calibrated in APIo, is used to
  measure the specific gravity.

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Fig. 5.9 Fuel hydrometer.
69
Heating Value of Fuel

• Determined using bomb calorimeter.
• Bomb calorimeter measures low heating value
  void of energy required to evaporate water.
• High heating value is found by adding the
  latent heat of vaporization of water to low
  heating value.

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Table 5.4 Properties of selected fuels.
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Heating Value Estimates for Petroleum Fuels

• Heating values are estimated from the API
  gravity,
• where Hg is the gross (high) heating value and Hn
  is the net (low) heating value.

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Fuel Volatility

• Volatility refers to the ability of the fuel to
  vaporize at lower temperatures.
• Reid vapor pressure and distillation curves are
  indicators of fuel volatility.
• Reid vapor pressure (RVP) is a standardized test
  using bomb calorimeter at 37.1 C pressure is
  measured using a suitable gage.

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Fuel Volatility

• Prior to 1990 winter gasoline volatility ranged
  from 60 to 80 kPa.
• Summer gasoline was 10 to 15 kPa lower to reduce
  the potential for vaporization.
• Clean Air Act (1990) limits maximum vapor
  pressures to 56 kPa in the large Northern U.S.
  cities and 49 kPa in large Southern U.S. cities.

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Distillation Tests

• 100 ml sample is distilled.
• Fuel temperature is recorded for first condensed
  drop (boiling point), and then at 10 ml intervals
  during the distillation process.
• T10, T50 and T90 temperatures are important to
  engine characteristics which include easy of
  starting, warm-up, and crankcase dilution and
  fuel economy, respectively.

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Fig. 5.10 Fuel distillation aparataus.
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Adjusting Distillation Temperatures

• Gasoline sold during the winter must be more
  volatile for easy starting in the winter.
• Gasoline sold for use in high elevations must be
  less volatile to avoid vapor lock in the
  summer.
• Volatility is adjusted by adding butane and
  lighter hydrocarbons.

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Adjusting Distillation Temperatures

• For diesel engines
• Low T10 values aids cold weather starting.
• Low T50 values minimize smoke and odor.
• Low T90 values reduce crankcase dilution and
  improve fuel economy.

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Fig. 5.11 Distillation curves.
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Fuel Viscosity

• Viscosity is a measure of the flow resistance of
  liquid.
• Fuel viscosity must be high enough to insure good
  lubrication of injection pump mechanisms in CI
  engines.
• Fuel viscosity must be low enough to insure
  proper atomization at the time of injection.

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Cloud and Pour Points

• Cloud point is the temperature at which crystals
  begin to form in the fuel.
• Pour point is the temperature at which the fuel
  ceases to flow.
• Cloud point are typically 5 to 8 C higher than
  pour point,
• Not an issue for gasoline.
• Values are important for diesel.

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Fuel Impurities - Sulfur

• Sulfur oxides can convert to acids which
  corrode engine parts and cause increased wear.
• Assessed by immersing copper strip in fuel for
  three hours, then comparing corrosion to standard
  strips.

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Fuel Impurities - Ash

• Ash small solid particles or water-soluble
  metals found fuels.
• Defined as un-burned fuel residue left behind.
• Can cause accelerated wear of close-fitting
  injection system parts.

83
Fuel Impurities Water and Sediment

• Moisture can condense in fuel storage tanks, or
  seep in from underground leaks.
• Fuel should be bright and clear, and visibly free
  of water and sediment.

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Fuel Impurities - Gum

• Gum can form in gasoline, leaves behind deposits
  on carburetors. Gum is dissolved by gasoline
  more prevalent in gasoline that is made by
  cracking.
• Antioxidants are now added to both diesel and
  gasoline to extend storage life without gum
  formation.

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Fuel Additives

• Until 1970, gasoline contained TEL (tetraethyl
  lead). TEL was used as an octane booster.
• MTBE (methyl tertiary butyl ether) is often
  substituted as an octane booster could be
  phased out/banned by EPA soon.

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Table 5.5 Gasoline additives
87
Fuel Storage

• Fuels classified according to flammability
  gasoline is more dangerous with a flash point of
  -40 C.
• Major concern with regard to environmental
  contamination

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Fig. 5.12 Lubricating Theory
89
Fig. 5.13 Action of Journal Bearings
a) at rest, b) in mixed-film lubrication, and c)
in hydrodynamic lubrication
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Fig. 5.14 Newtonian Viscosity
91
Fig. 5.15 Cannon-Fenske Viscometer
92
Reporting of Viscosity

• Kinematic viscosity (n) is reported as,
• where m is absolute (or dynamic) viscosity, and r
  is the fluid mass density.

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Typical Units

• Centipoise (cP) was the popular unit of dynamic
  viscosity.
• Centistoke (cSt) was the popular unit of
  kinematic viscosity.

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Table 5.6 SAE Motor Oil Classification
95
Motor Oil Service Ratings

• S- SERVICE CLASSIFICATIONS FOR GASOLINE ENGINES
   
• SH- For 1994 Gasoline Engine Service --
  Classification SH was adopted in 1992 and
  recommended for gasoline engines in passenger
  cars and light trucks starting in 1993 model
  year. This category supercedes the performance
  requirements of API SG specification for
  1989-1992 models, which is now obsolete.
  Applications that call for an API service
  classification SG can use the SH specification. 
  The specification addresses issues with deposit
  control, oxidation, corrosion, rust and wear and
  replaces.
• SJ- For 1997 Gasoline Engine Service --
  Classification SJ was adopted in 1996 and
  recommended for gasoline engines in passenger
  cars and light trucks starting in 1997 model
  year. Applications specifying API SH can use the
  newer API SJ service classification.  Note that
  where applicable certain letters in the sequence
  will be skipped to prevent confusion with other
  standards. In this case, SI was skipped since
  industrial oils are currently rated according to
  SI classifications. 
• SL- For 2001 and Newer Gasoline Engine Service-
  Current Spec. -- Recommended for gasoline engines
  in passenger cars and light trucks starting in
  July 2001. SL oils are engineered to provide
  improved high temperature deposit control and
  lower oil consumption. Applications specifying
  API SJ can use the new API SL service
  classification. Note that some SL rated oils may
  also meet the latest ILSAC specification and/or
  qualify as energy conserving. SL is the latest
  specification.

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Motor Oil Service Ratings

• C- COMMERCIAL CLASSIFICATIONS FOR DIESEL
  ENGINES
• CF-For 1994 Off-Road Indirect Injected Diesel
  Engine Service -- API Service Category CF denotes
  service typical of off-road, indirect injected
  diesel engines and other diesel engines that use
  a broad range of fuel types, including those
  using fuel with higher sulfur content (over 0.5
  wt sulfur fuel).  Effective control of piston
  deposits, wear and corrosion of copper-containing
  bearings is essential for these engines, which
  may be naturally aspirated, turbocharged or
  supercharged.  Oils designated for this service
  may also be used when API Service Category CD or
  CE is recommended. CF is a current
  specification. 
• CF-2- FOR 1994 Severe Duty 2-Stroke Cycle Diesel
  Engine Service -- API Service Category CF-2
  denotes service typical of two-stroke cycle
  engines (such as Detroit Diesel) requiring highly
  effective control over cylinder and ring-face
  scuffing and deposits.  Oils designated for this
  service have been in existence since 1994 and may
  also be used when API Service Category CD-II is
  recommended.  These oils do not necessarily meet
  the requirements of CF or CF-4, unless they pass
  the test and performance requirements for these
  categories. CF-2 is a current specification.
• CF-4- For 1990 Diesel Engine Service -- Service
  typical of severe duty turbocharged, 4-stroke
  cycle diesel engines, particularly late models
  designed to give lower emissions.  These engines
  are usually found in on-highway, heavy-duty truck
  applications.  API CF-4 oils exceed the
  requirement of CE category oils and can be used
  in place of earlier CC, CD and CE oils. CF-4 oils
  provide for improved control of piston deposits
  and oil consumption. The CF-4 classification
  meets Caterpillars 1k engine requirements, as
  well as earlier Mack Trucks (T-6 T-7) and
  Cummins (NTC-400) multi-cylinder engine test
  criteria. When combined with the appropriate S
  category, they can be used in gasoline and diesel
  powered cars and light trucks as specified by the
  vehicle and/or engine manufacturer. 

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Motor Oil Service Ratings

• CG-4- For 1995 Severe Duty Diesel Engine Service 
  -- API Service Category CG-4 describes oils for
  use in high speed, four-stroke cycle diesel
  engines used in highway and off-road
  applications, where the fuel sulfur content may
  vary from less than 0.05 by weight to less than
  0.5 by weight.  CG-4 oils provide effective
  control over high temperature piston deposits,
  wear, corrosion, foaming, oxidation stability and
  soot accumulation.  These oils are especially
  effective in engines designed to meet 1994
  exhaust emissions standards and may also be used
  in engines requiring API Service Categories CD,
  CE and CF-4.  Oils designated for this service
  have been in existence since 1995. CG-4 is a
  current specification 
• CH-4- For 1999 Severe Duty Diesel Engine Service
  -- API Service Category CH-4 describes oils for
  use in high speed, four-stroke cycle diesel
  engines used in highway and off-road
  applications.  CH-4 oils provide effective
  control over engine deposits, wear, corrosion,
  oxidation stability and soot accumulation.  These
  oils are especially effective in engines designed
  to meet 1999 emission standards and may also be
  used in engines requiring API Service Category
  CG-4.  Oils designated for this service have been
  in existence since 1999. CH-4 oils are engineered
  for use with diesel fuels ranging in sulfur
  content up to 0.5 weight.  CH-4 is a current
  specification. 
• CL-4- For 2002 Severe Duty Diesel Engine
  Service -- API Service Category CL-4 describes
  oils for use in those high speed, four-stroke
  cycle diesel engines designed to meet 2004
  exhaust emissions standards and was implemented
  in October 2002.  These oils are engineered for
  all applications where diesel fuel sulfur content
  is up to 0.05 by weight.  These oils are very
  effective at sustaining engine durability where
  EGR ( Exhaust Gas Recirculation) and other
  exhaust emissions systems are used and provide
  for optimum protection in the areas of corrosive
  wear, low and high temperature stability, soot
  handling properties, piston deposit control,
  valvetrain wear, oxidative thickening and foaming
  and viscosity loss due to shear.  API CL-4 oils
  are superior in performance to those meeting
  API-CH-4, CG-4 and CF-4 and can be used and will
  effectively lubricate diesel engines specifying
  those API service Classifications.

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Table 5.8 Lubricating Oil Additives
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Fig. 5.16 Pressure-Feed and Splash Lubrication
System.