An Overviewof

Heavy Duty Engine Oil Trends

Institute of Quarrying & Aggregates Association, Conference, Waitangi

14-15 July 2005Neville Cook – GSML10Product Application SpecialistHeavy Duty Diesel Engine Oils

Asia Pacific Region

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Presentation Overview

• Factors influencing change

• Recent HD industry changes and their impact

• Factors influencing engine technologies

• Effect on lubricant requirement for current technologies

• What effect engine technology changes will have on HD engine oil in the future

Drivers for Change Drivers for Change –– Heavy Duty Heavy Duty DieselDiesel

Emissions legislation !

Emmission Legislation !

Fuel Economy

Emissions legislation !

Emissions legislation !

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We were hereIn 2000

Every Year More Legislation…As the pressure to improve air quality increases, changes in exhaust emission legislation become more frequent and more challenging

We were hereIn 2002

And need toBe here in 2005

0.0

0.1

0.2

0 2 4 6

NOx g/kW.Hr

Part

icul

ate

g/kW

.Hr

US 2007

US 2002/4

Euro III - 2000

Euro IV - 2005Euro V - 2008

Japan 2005

And here by 2007!

US 2007(PM 2007

NOx 2007-201050% by 2009

100% by 2010)

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Heavy Duty Diesel Specifications Changes….

• New engine technology needs new engine oils…

- Government clean-air legislation is forcing technology change- Engine technology has been revolutionised to meet these clean-exhaust

targets- Recent engine innovation include:

- 2-piece pistons- High pressure fuel injection- All electronic control systems- Exhaust gas recirculation

• And the pace of change is accelerating!

Advanced Fuel Injection Designs

Particulate and NOx emissions are influenced by the quality and timingof the fuel injection process

Finer atomisation via increased pressure reduces particulate

Delayed (retarded) injection timingreduces NOx

Electronics in combination with ‘common rail’ injection systems allow both facets to be controlled in sympathy with engine operation

The detailed set up influences soot loading rates into the lubricant

Lubricant Soot Loading!!!Lubricant Soot Loading!!!

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Advanced Fuel Injection Designs

Source:JASO DH-1, PAJ and JAMA data

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Advanced Fuel Injection Designs

Source:JASO DH-1, PAJ and JAMA data

Exhaust Gas RecirculationExhaust Gas Recirculation

NOx emission levels reflect peak combustiontemperatures

All on-engine NOx control strategies aim toreduce peak temperature levels

EGR recycles a fraction of the exhaust gas into the engine’s intake system

Because the exhaust gas is depleted of oxygenthe combustion event is slowed down andtemperatures reduced

Engine out NOx levels fall

Effectiveness is increased by cooling the recycled gases to raise their density

Exhaust gases contain sooty combustion products and acidic species which may increase soot levels and initiate corrosive attack of critical components – soot is alsoabrasive

Soot loading, wear and corrosion!!!Soot loading, wear and corrosion!!!

BlowBlow--by Recirculationby Recirculation

Most diesel engines exhaust theirblow-by gases to atmosphere viaa road draft tube

Although the gases are unpleasant ratherthan toxic, an increasing number of OEMsare interested in recycling them into theair intake

Blowby gas flows entrain large amountsof oil mist which may form deposits in the turbo compressor casing whilstoperating at high power outputs

The deposits will eventually inhibit therotational freedom of the turbo leading to a reduction in power output

Inlet system deposits!!!Inlet system deposits!!!

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What does this mean for the oil?

The new engine technology has increased the stress on the oil in a range of ways:

Leads to wear and oil thickening

Leads to bearing corrosion & wear

Leads to corrosion & short oil life

Needs superior anti-foam perform.

Less oil to protect the engineSmaller oil sumps to reduce weight

Use of oil as a hydraulic fluid in the fuel injection system

More combustion acids from use of exhaust gas recirculation

Higher contamination by fuel

Higher contamination by soot

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For example, the Soot Challenge…CI-4/E5Euro 3

2002CES20077EO-M Plus

Long drain1999API

CH-41998

API CG-

41994

35 litres of oil in truck engine sump may need to disperse over 3kg soot

Combustion SootAn inevitable consequence of the diesel combustion process

Transported through the ring belt into the sump oil

Levels as high as 8% can accrue over a single ODI

Individual particles are ~30-60nm in diameter

The particles aggregate to form large structures which inhibit oil flow and raise viscosity

The primary particles may be trapped in critical contacts and promote high rates of wear

Effective dispersion and anti wear additives can moderate their impact on the engine and oil

Transmission electronmicrograph of combustion

soot

Soot levels and wear!!!Soot levels and wear!!!

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…soot causes wear and oil thickening• Soot particles can clump together

• These larger particles cause wear in critical areas, eg valve train components

• Good oils prevent soot clumping together

• And so prevents damaging wear

Failing oil

Passing oilPassing oil – low wear

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And now we have Exhaust Gas Recirculation in some engines…

• MAN, Cummins, DaimlerChrysler and Volvo all have EGR engines in their engine families

• But not so many in Europe…..yet• The impact on the oil can be dramatic:

• Rapid loss of TBN• Increased levels of lead from bearing

corrosion• Increased levels of iron and chromium

from corrosion of the ring and liners• The latest high quality high performance

products have been developed to protect even under EGR conditions

0

2

4

6

8

10

12

14

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0 50 100 150 200 250 300

Test time, hours

TBN

, TA

N m

gs K

OH

/g

TBN

TAN

The Mack T-10 EGR test is a severe test of an oils ability to cope with high levels of combustion acids.

High quality oil retains TBN but it is common to see lower quality oil with TBN close to zero at end of

test

The Mack T-10 EGR test is a severe test of an oils ability to cope with high levels of combustion acids.

High quality oil retains TBN but it is common to see lower quality oil with TBN close to zero at end of

test

On top of the issues we already had…….

Sludge

Air entrainment

Oil filter blocking

Turbo and intercooler deposits

Oil thickening and oxidationBearing corrosion

Piston ring and liner wear

Piston cleanliness andoil consumption

Valve train wear

Soot loadingHigher thermal load

EGR

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• API CI-4 was developed under considerable time constraints and subsequent field concerns have led to additional performance requirements being imposed by some OEM’s

Mack T11 included in Mack EO-N Premium Plus 03 specification

high viscosity increase at relatively low soot levels in EGR engines not predicted by Mack T8E test

Shear Stability concernsCaterpillar concerns over increased ash levels for API CI-4 leading to high blow-by and loss of oil consumption control

API CI-4 Performance Issues

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Soot V iscos ity Control in New M ack Tes t

0

10

2 0

3 0

4 0

50

6 0

0 1 2 3 4 5 6 7 8 9

Soot (%)

KV-

100,

cSt

Soot Viscosity Control Increased with Increase in Dispersancy:D is reference oil at API CI-4 QualityA, B and C are candidates at increasing levels of dispersancy: A>B>C>D

D CB

A

New Mack T10 test

API CI-4 Performance Issues

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OEMs - Caterpillar ECF-1

• New Caterpillar specification announced in December 2002 and became effective in June 2003

• Cat ECF-1 spec - Requires a complete API CH-4 or CI-4 test program- Requires a passing Cat 1P for lubricants with SASH less than or

equal to 1.30- Requires two passing Cat 1P tests at single test limits for lubricants

with SASH >1.30- Oils having SASH content above 1.50 are unacceptable- No minor modifications allowed that would affect SASH content from

the oil tested. - This additional Cat testing establishes requirements that have

historically discriminated against SASH in oils• This will be a self certification system

- i.e. Cat will not be issuing approvals or maintaining an approval list.

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Status of API CI-4 Supplement • Supplement requirements

• Licensing requirements- Product must be CI-4 licensed- Must document acceptability in supplement tests- Engine test can be run or covered by OEM approval /

review

• Category name -- “CI-4 PLUS”

Mack T-11 90 Pass Shear>6.00% Soot at 12

cSt Vis Inc Stay-in Grade CI PL US-4

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Status of API CI-4 Supplement

User Language for “CI-4 PLUS”

API CI-4 PLUS is a supplement to the CI-4 Service Category. In addition to meeting all of the performance requirements of API CI-4, oils formulated to meet CI-4 PLUS provide a higher level of protection against soot related viscosity increase and viscosity loss due to shear.

Oils that satisfy API CI-4 and CI-4 PLUS are superior in performance to those meeting API CI-4, CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories

OnOn--Engine Technologies for Engine Technologies for 22005+005+

Variable geometry turbos

Electronics (FIE)

Heavy exhaust gas recirculation

Blowby recirculation(Closed crankcase ventilation)

[Finer filtration]

Common rail

Combustion chamber

Oil consumption

Unit injectors

[Centrifugal oil filters]

Others?

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• Seen as the lubricant category for engines meeting the next generation of US emission legislation in 2007 i.e. specification required in 2006

chemical limits “agreed” sulphated ash 1%w maxphosphorus 0.12%w maxsulphur 0.4%w max

additional performance requirements on top of those for API CI-4 Plus (Mack T11 & 90 cycle Bosch)

new engine tests include the Cummins ISB, Mack T12, Sequence IIIG, Caterpillar C13 and Cummins ISMtest development will likely delay the proposed timeline

“PC10”“PC10” –– for US emission legislation in 2007for US emission legislation in 2007

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The European Scene

0.0

0.1

0.2

0 2 4 6

Oxides of Nitrogen g/kW.Hr

Part

icul

ate

g/kW

.Hr

US 2002/4

Euro III - 2000

Euro IV – 2005*Euro V – 2008*

US 2007*[PM 2007NOx 2007-201050% by 2009100% by 2010]

Japan 2005*

* after treatment of some sort required

NB : the US, European and Japanese test cycles are differentsource : www.dieselnet.com

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Euro IV 2005…ACEA E6ACEA E7

Source: Oronite

The European Scene

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October 2004

E2 E3 E4 E5 E6 E7

Replace Mack T9 with Mack T10 EGR

Delete E3 and E5 Introduce E7 as an upgraded version of E5Introduce E6 as an updated version of E4Add Chemical limits to E6 :

Sulphur < 0.3%Phosphorus < 0.08%Ash < 1.0%

Sequence Overview : ACEA E….Sequence Overview : ACEA E….

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Sequence Overview : ACEA E….Sequence Overview : ACEA E….

• Heavy Duty Diesel2 legacy performance categories E2 and E4 2 new categories E6 and E7

- E2 : General purpose oil for normal oil drain operation- E4 : Engines without DPFs + with/without EGR and/or SCR- E6 : Constrained SAPS for engines with/without particulate

filters + with/without SCR + with/without EGR previously using E4 style oils

- E7 : Engines without DPFs but with/without EGR, with/without SCR previously using E5 style oils

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Particulate DevicesOxidation catalysts

Simple trap PSA Cerium filter oxidiser

Johnson Matthey CRTEnglehard regen’ trap

AEA ElectrocatDelphi NTP

Combined ApproachDegussa GD-KAT

Johnson Matthey SRTNOx DevicesSelective catalytic reduction SiNOxPassive NOx catalysisStorage catalysis*

After Treatment Options

Possible Routes Forward

Particulate + Engine ?NOx + Engine ? Combined ? Fuel and Lube poisoning!!!Fuel and Lube poisoning!!!

Part

icul

ate

NOx

NOx - Pm Trade-off

Engine InternalEGRAdvanced FIE - common railRetarded/Advanced timingVGTCombustion chamberOil consumption control

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Exhaust sensor

Exhaust temp.-sensor

Dosing-valve

CompressorAir reservoirDosing systemUrea tank

Pressure regulatorPressureregulator

Pump

DosingECU

CAN-Bus

Temperaturesensor

NO + NO2 + 2NH32N2 + 3H2O

Exhaust sensor

Exhaust temp.-sensor

Dosing-valve

CompressorAir reservoirDosing systemUrea tank

Pressure regulatorPressureregulator

Pump

DosingECU

CAN-Bus

Temperaturesensor

NO + NO2 + 2NH32N2 + 3H2O

Source: Bosch4 NO + 4 NH3 + O2 4 N2 + 6 H2O

6 NO2 + 8 NH3 7 N2 + 12 H2O

SCR -Term used for catalytic reduction of Nox in diesel exhaust by nitrogen containing compounds

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Also with us now….NOW: Use of particulate filters (traps) for urban buses

• Some municipalities in Switzerland, Austria etc are mandating the use of filters• Many oils were not suitable until now• MAN and MB specify less than 1.3% ash for use with traps

Exhaust gas enters

Particulate matter is filtered out….but lubricant ash speeds blockage of trap

Platinum catalyst oxidises CO, HC and forms NO2.

Particles trapped on filter.Due to presence of NO2, carbon burns at

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• SAPS stands for Sulphated Ash, Phosphorus and Sulphur. These substances get into the exhaudst when the lubricant is burnt. Phosphorus and sulphur “poison” catalysts and ash blocks particle filters.

• Low levels of “SAPS” are necessary to ensure durability of after treatment system. They however original from the very essential components in the lubricant, that ensure low wear, engine cleanliness and oil lifetime.

• Just leaving them out to create a “low SAPS oil” seriously jeopardises the performance level of the oil and hence engine durability.

• This means that a completely new additive technology needed to be developed to protect the engine as well as the after treatment systems.

What does low SAPS mean?

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Japanese Exhaust Emmissions….

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Japanese Exhaust Emmissions….

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Mitsubishi Fuso TrucksNew Short-term Emissions Regulations-compliant Super Great truck debuts

Mitsubishi Fuso Truck & Bus Corporation announces the launch of a new Super Great series model, the first heavy duty truck to both meet Japan's New Short-term Emissions Regulations and to earn Ultra-low Diesel Particulate Matter Emissions certification (granted to vehicles achieving PM emissions 75% or more below requirements of New Short-term Emissions Regulations).

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Mitsubishi Fuso Trucks – 6M70 Engine

(1) MIQCS (Mitsubishi Innovative Quiescent Combustion System)

(2) High-pressure common-rail fuel injection system: to reduce in-cylinder PM.

(3) Cooled EGR: lowering the combustion temperature and reducing NOx emissions

(4) PCV7 blow-by gas recirculation : to prevent the release into the atmosphere of combustion gases

(5)On-board diagnostics: to monitor the operating status of the EGR system as well as any trouble in emissions reduction systems

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Mitsubishi Fuso Trucks– New continuous-regenerative diesel particulate filter

Designed for use with low-sulfur fuels, the new continuous-regenerative DPF comprises a powerful, high-capacity oxidizing catalyst and PM filter that efficiently break down and trap PM emissions.

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1. What are JASO DH-2 and JASO DL-1?DH-2 : For heavy duty diesel engines such as trucks and busesDL-1 : For light duty diesel engines such as passenger cars

2. FeaturesCompatible with new engines fitted with DPF to meet new short term regulationDH-1 performance and compatibility with DPF

3. Introduction schedulePublication of guidelines : April 16th 2003Effective from : May 2005

New JASO specification

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Quote from Igor Sykorsky:

Impossible??

“According to the general lawsof aerodynamics it’s impossible,

that the bumblebee can fly…

Fortunately the little animaldoes not know this

and happily flies on!”

Thank You!

Any Questions?