Heavy Duty Engine Oil Technology Comparison of European and US Developments

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

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 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 drive towards lower viscosity levels, synthetic basestocks

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

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

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

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

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 <1 % Phosphorous <0.08% Sulphur <0.3% Other ACEA E4 performance ACEA E5 performance

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

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

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

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

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

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?