Presentation on theme: "Contents Operating Conditions and drivers for lubricant requirements"— Presentation transcript:
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 todayApproach to low emission engines in EuropeAftertreatment sensitivity to Heavy Duty Engine OilsSome technical proof
3 drive towards lower viscosity levels, synthetic basestocks Operating ConditionsEuropeNorth Americaavg. annual mileage, miles62,500125,000Gross Vehicle weight, tonnes4036 (80000 lb)Power output350 bhpAvg sump volume, L35Avg diesel cost, USD per gal4.031.69Oil Drain interval, miles15,000 to 75,00020,000In Europe, engine manufacturers recommend highly extended oil drainOil performance level, engine type, operating cycle, loadOils must pass specific field test or fired engine test requirement for use in extended drainIn Europe, fuel costs typically equate to 30% total fleet costfuel efficient lubricant can result in high cost savingsdrive towards lower viscosity levels, synthetic basestocks
4 Can the lubricant protect the engine at extended drains? Synthetic, high ash heavy duty engine oilInspection at end of trial : 3 x 100,000 kmConnecting rod bearingsTypical piston
6 Evolution of Formulations Oil Performance in Field Evolution of engine oil make-up to meet new emissionsIs there a benefit to the operator?Improved wear protection for CI-4 oil versus CH-4 oil
7 The Future : Low Emission Timeline 2000200520072008200920032004200220012006201120102012Euro 3Euro 4Euro 5Tax IncentivesFor Euro 4/5(Germany)US 2007ImplementationEuro 6Low sulphur fuel requiredDrive towards low S basestocks
8 European After-treatment choices For Euro IVSCR only will be the preferred choiceFuel economy (+), no oil sensitivity (+), infastructure (-), NH3 slip (-)EGR + DPF is also a likely optionFuel economy (-), TBN maintenance (?), reduced drain (?)DPF will be used where necessary ; urban fleets, city busesFor Euro VIf limits allow, approach will be the same as Euro IVIf limits change then SCR and DPF will be requiredProposed European HDEO specifications for :Proposed SpecACEA E6ACEA E7Sulphated ash<1 %Phosphorous<0.08%Sulphur<0.3%OtherACEA E4 performanceACEA E5 performance
9 Effect of low sulphur diesel on lubricant TBN mgKOH/gHigh sulphur = 6000 ppm SLow sulphur = 50 ppm SMileage accumulation (miles)Less stress on lubricant with low sulphur fuelOil 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 IVarying ash levelVarying baseoil Gp12 litre bus engine with SCR after-treatment systemCalibrated 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 CRT200h max power, max speedWeight of trap deposits corresponds to s-ash of the oilTrials in progress to evaluate impact on DPF life in field
13 Electron Dispersive Spectroscopy analysis of deposits on trap face Ash Sensitivity of DPFElectron Dispersive Spectroscopyanalysis of deposits on trap faceRatios of ash speciation correlate to fresh oil components
14 Closing ThoughtsEuro IV will require reduction in ash, P, S. May result inReduced Drain intervalsIncrease in synthetic oils to improve volatility and oxidation stability and reduce sulphurChallenge to satisfy conflicting requirements of EGR + DPFUntil 2007, engine technology different in each marketMarket dedicated HD engine oil developmentPost 2007, harmonisation of emission legislationMarket differences reduceEO development driven by individual OEM strategiesOpportunity for truly global HDEO specification?
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