1. 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. drive towards lower viscosity levels, synthetic basestocks
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
Avg sump volume, L 35
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

4. 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

5. Composition of Heavy Duty Engine Oil
piston cleanliness, oil drain interval, fuel savings
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
Low dispersancy
High dispersancy
soot loading, piston temps, peak combustion pressure
America

6. Evolution of Formulations Oil Performance in Field
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
2009
2003
2004
2002
2001
2006
2011
2010
2012
Euro 3
Euro 4
Euro 5
Tax Incentives
For Euro 4/5
(Germany)
US 2007
Implementation
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 :
Proposed Spec
ACEA E6
ACEA E7
Sulphated ash
<1 %
Phosphorous
<0.08%
Sulphur
<0.3%
Other
ACEA E4 performance
ACEA E5 performance

9. 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
Oil drain intervals can be maintained

10. Can we improve exhaust after treatment compatibility and emissions with the lubricant…………..
LZ have the raw data behind the DDC & Cummins trials

11. 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 (<2 g/ kWh)
No lubricant effect on particulate emissions post SCR

12. 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

13. Electron Dispersive Spectroscopy analysis of deposits on trap face
Ash Sensitivity of DPF
Electron Dispersive Spectroscopy
analysis of deposits on trap face
Ratios of ash speciation correlate to fresh oil components

14. 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?