Browse Topic: Crankcase lubricants

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Art of fuel economy lubricant formulation: How appropriate fuel economy assessment tools and new technologies are opening-up new formulation spaces for the next generation fuel economy lubricants2019-01-224212/19/2019
Designing fuel economy lubricants is an art; finding the right balance between fuel economy and durability requirements is complex, with many trade-offs. To open new formulation spaces with ever increasing fuel economy, a deep understanding of how lubricating oils respond to different drive cycles, engine/transmission type and any coating properties, e.g. DLC, is required. In this paper, we describe how the implementation of WLTC requires lubricant optimization to deliver improved fuel economy under this test cycle and therefore, lubricant viscosity reduction becomes more important. We also illustrate optimization of the sludge system is key to reducing overall viscosity of lubricants for ultra low viscosity application, such as in SAE 0W- 8 viscosity grade oils. To meet the cleanliness challenges in an SAE 0W-8 environment, we describe a developmental sludge handling system with improved cleanliness at constant viscosity to conventional SAE 0W-8 lubricants. A SAE 0W-8 demonstration oil with the developmental sludge handling system at equivalent sludge handling to a conventional system showed lower viscosity properties and demonstrated improved fuel economy performance in a motored rig test over baseline oil with a conventional technology.
Matsui, Tsuyoshi, Featherstone, Thomas, Wright, Peter
Developing Efficient Motorcycle Oils2018-32-002110/30/2018
Motorcycle OEMs faced with stringent global fuel economy and emission regulations are being forced to develop new hardware and emissions control technologies to remain compliant. Motorcycle oils have become an enabling technology for the development of smaller, more efficient engines operating at higher power density. Many OEMs have therefore become reliant on lubricants to not only provide enhanced durability under more extreme operating conditions, but to also provide fuel economy benefits through reduced energy losses. Unlike passenger car oils that only lubricate the engine, motorcycle oils must lubricate both the engine and the drive train. These additional requirements place different performance demands versus a crankcase lubricant. The drive train includes highly loaded gears that are exposed to high pressures, in turn requiring higher levels of oil film strength and antiwear system durability. Wet starter and drive clutches require specific oil friction profiles for good operation and durability. These friction requirements render wet clutches sensitive to friction reducing additives that would typically be used to improve fuel economy in passenger car oils. The formulating complexity for such shared lubricant applications can be further compounded by a need to deliver these higher levels of performance while complying with physical and elemental restrictions to ensure compatibility with the latest emissions control systems. In this study, the development of emission control system compatible motorcycle oils having improved efficiency while maintaining uncompromised durability will be presented. Performance balance was achieved through a combination of reduced operating viscosity (enabled by enhanced antiwear technology and shear-stable functional polymer technology) in combination with clutch-friendly friction reducing technologies. Significant fuel economy benefits were demonstrated using tribological bench testing in conjunction with proprietary fired motorcycle engine testing. Further proof of real-world fuel economy performance was obtained via chassis dynamometer motorcycle testing using World Motorcycle Test Cycle (WMTC).
Zhang, Yanshi, Hanthorn, Jason, Wilkes, Mark, Chamberlain, Jack, Donnelly, Kieron, Pathak, Satya Prakash, Telang, Kapil, Bhattacharya, Supriyo, Dunfee, Ron
Impact of Low Viscosity Engine Oil on Performance, Fuel Economy and Emissions of Light Duty Diesel Engine2016-01-231610/17/2016
The Global Fuel Economy Initiative in 21st session of COP21 to the UNFCCC aims to develop 50 percent more efficient automobiles by the year 2050.This initiative has enhanced interest in fuel economy improvements and emission reduction using novel engine-related technologies and fuel efficient engine oil. Low viscosity grade engine oils have demonstrated the potential to improve the fuel economy by reducing the friction and lowering the greenhouse gases. In this context of developing fuel efficient engine oils, this study focuses on establishing the validity of an in-house short duration test protocol to differentiate engine oils from a fuel economy aspect and also attempts to relate reduced exhaust emissions. In the present study, low viscosity grade oils - SAE 0W-20, SAE 5W-30 and SAE 20W-40 as the baseline oil, were selected for assessing engine oil effects on fuel economy of diesel engines. Effects of viscosity on engine performance with respect to power, fuel economy and emissions were investigated by conducting fuel economy engine tests on a single cylinder Petter AV1 diesel engine. In the results, higher fuel economy and lower CO2, HC and NOx emissions were observed using lower viscosity engine oils compared to higher viscosity engine oils. The analysis reveals that lower viscosity engine oils indicate favorable prospects in terms of enhanced fuel economy and reduced exhaust emissions due to engine oil.
Singh, Sanjeev Kumar, Singh, Shyam, Sehgal, Ajay Kumar
Tribological Behavior of Low Viscosity Lubricants in the Piston to Bore Zone of a Modern Spark Ignition Engine2014-01-285910/13/2014
Most major regional automotive markets have stringent legislative targets for vehicle greenhouse gas emissions or fuel economy enforced by fiscal penalties. Large improvements in vehicle efficiency on mandated test cycles have already taken place in some markets through the widespread adoption of technologies such as downsizing or dieselization. There is now increased focus on approaches which give smaller but significant incremental efficiency benefits such as reducing parasitic losses due to engine friction. Fuel economy improvements which achieve this through the development of advanced engine lubricants are very attractive to vehicle manufacturers due to their favorable cost-benefit ratio. For an engine with components which operate predominantly in the hydrodynamic lubrication regime, the most significant lubricant parameter which can be changed to improve the tribological performance of the system is the lubricant viscosity. Low viscosity lubricants are increasingly being specified by vehicle manufacturers who are now more frequently working directly with the lubricant supplier to design fluids specific to their requirements. As lubricant viscosity grades far below those currently in the market are investigated it is vital that the detailed operating environment of the oil within specific engine components is properly understood. Losses in the piston / cylinder bore zone account for the largest portion of the overall engine friction. This paper investigates the tribological contact in this zone using advanced analytical techniques to predict the performance of two low viscosity lubricants. The relative contributions of hydrodynamic and boundary friction are resolved and the accuracy of the simulation is compared against motored engine test results.
Taylor, Oliver P., Pearson, Richard, Stone, Richard, Carden, Phil, Ballard, Helen
In-Service Low Temperature Pumpability: Field Performance vs. Bench Tests2012-01-17089/10/2012
The most important property of the engine oil is its ability to reach all engine parts. Once there, it can build an oil film which protects these parts from wear and ultimately from destruction. No other lubricant property is relevant if the oil cannot be delivered to the critical engine parts. Thus engine oil pumpability, especially pumpability at low temperatures when the viscosity of the lubricant is the highest, is crucially important. The crankcase lubricant industry has recognized this, in requiring good low temperature pumpability for the last three decades. While good low temperature properties of the fresh oils are a necessary requirement for a lubricant, they are not sufficient to ensure the lifetime performance of the oil in the engine. The oil gradually ages in the engine and its properties, including low temperature pumpability, change. A number of bench and engine tests have been developed to predict low temperature pumpability of the aged oils, such as Sequence IIIGA, Romaszewski Oil Bench Oxidation (ROBO) and a new low temperature pumpability test under development by CEC TDG-L-105 group. In this paper we examine the low temperature pumpability of several oils in a modern 2010 emission complaint Heavy Duty Diesel (HDD) engine. We show that good fresh oil low temperature properties such as MRV TP-1 apparent viscosity or gelation index do not guarantee good field performance. We also evaluate a number of bench tests as predictors of field ageing and low temperature performance of the used oils, and we show that while some bench tests exhibit reasonable correlation with the field, not all bench tests can predict failing performance in the field.
Oberoi, Sonia, Goldmints, Isabella
Optical Analysis and Measurement of Crankcase Lubricant Oil Atomisation2012-01-08824/16/2012
Crankcase emissions are a complex mixture of combustion products and, specifically Particulate Matter (PM) from lubricant oil. Crankcase emissions contribute substantially to the particle mass and particle number (PN) emitted from an internal combustion engine. Environmental legislation demands that the combustion and crankcase emissions are either combined to give a total measurement or the crankcase gases are re-circulated back into the engine, both strategies require particle filtration. There is a lack of understanding regarding the physical processes that generate crankcase emissions of lubricant oil, specifically how the bulk lubricant oil is atomised into droplets. In this paper the crankcase of a motored compression ignition engine, has been optically accessed to visualise the lubricant oil distribution. The oil distribution was analysed in detail using high speed laser diagnostics, at engine speeds up to 2000 rpm and oil temperatures of 90°C. High resolution calibrated images show the passive behavior of lubricant oil once it has been supplied to critical engine components. The major mechanisms of oil atomisation have been identified and quantified from high speed images, the generation of oil droplets dp = 10 μm - 3 mm has been captured. The most significant generation mechanism was atomisation of oil films present on the surface of rotating components. The isolated contribution of the crank and camshafts to the atomised oil droplets present in the top of the engine has been recorded. Further breakup, evaporation and condensation from the surface of the atomised oil droplets will generate coarse and fine PM. Results from imaging data show good correlation with sub-micron PN sampling measurements captured in a previous study [1]; namely an increase in particle number concentration with increasing engine speed.
Johnson, Benjamin T., Hargrave, Graham K., Reid, Benjamin A., Page, Vivian J., wagstaff, Stuart
Fuel Efficiency Effects of Lubricants in Military Vehicles2010-01-218010/25/2010
The US Army is currently seeking to reduce fuel consumption by utilizing fuel efficient lubricants in its ground vehicle fleet. An additional desire is for a lubricant which would consist of an all-season (arctic to desert), fuel efficient, multifunctional Single Common Powertrain Lubricant (SCPL) with extended drain capabilities. To quantify the fuel efficiency impact of a SCPL type fluid in the engine and transmission, current MIL-PRF-46167D arctic engine oil was used in place of MIL-PRF-2104G 15W-40 oil and SAE J1321 Fuel Consumption In-Service testing was conducted. Additionally, synthetic SAE 75W-140 gear oil was evaluated in the axles of the vehicles in place of an SAE J2360 80W-90 oil. The test vehicles used for the study were three M1083A1 5-Ton Cargo vehicles from the Family of Medium Tactical Vehicles (FMTV). The M1083 utilizes a Caterpillar C7 ACERT engine, an Allison MD3070PT 7-speed automatic transmission, and Rockwell/Arvin-Meritor 7.8:1 ratio, single reduction, amboid gearing, bevel wheel end reduction axles. Each test segment consisted of vehicle operation over a 67.6 km (42 mile) course at speeds of 40.2 and 80.4 km/hr (25 and 50 mph). These speeds where chosen to be representative of actual military vehicle usage in convoy type operations. Each test segment was compared to its previously run baseline for fuel consumption comparison. A fuel consumption improvement was demonstrated for reduced viscosity lubricants in both the engine and transmission test segments.
Warden, Robert, Brandt, Adam, Comfort, Allen, Villahermosa, Luis
Test Method for Evaluating Gear Fatigue Life of 4-Stroke Motorcycle Engine Oils2009-32-017811/3/2009
A new test method for evaluating gear fatigue life of 4-stroke motorcycle engine oil is proposed. A newly developed rolling 4-ball type apparatus demonstrated good discrimination of anti-fatigue performance of known motorcycle engine oils with relatively shorter test duration, smaller sample size and reasonably good precision in comparison with the conventional fatigue tests available in the industry. The effects of operating parameters on test accuracy and repeatability have been studied. The parameters studied are oil temperature, contact pressure, speed and the test specimen batch.
Hamaguchi, Hitoshi, Tanaka, Hideo, Bartels, Thorsten
Improved Friction Modifiers to Aid in Future Fuel Economy Targets2007-01-413410/29/2007
Requirements to improve vehicle fuel economy continue to increase, spurred on by agreements such as the Kyoto Protocol. Lubricants can play a role in aiding fuel economy, as evidenced by the rise in the number of engine oil specifications that require fuel economy improvements. Part of this improvement is due to achieving suitable viscometric properties in the lubricant, but additional improvements can be made using friction modifier (FM) compounds. The use of FMs in lubricants is not new, with traditional approaches being oleochemical-based derivatives such as glycerol mono-oleate and molybdenum-based compounds. However, to achieve even greater improvements, new new friction modifying compounds are needed to help deliver the full potential required from next generation lubricants. This work looks at the potential improvements available from new FM technology over and above the traditional FM compounds. This is explored from bench screening tests through to standard industry engine tests and quantifies the potential benefit that these compounds may have on improving vehicle fuel economy.
Sutton, Mike, Kocsis, Jody A., Nakagawa, Isao
New Crankcase Lubricants for Heavy-duty Diesel Engines: Effect on Fuel Consumption and Exhaust Emissions2005-01-371710/24/2005
The effect of crankcase lubricant on fuel consumption and engine exhaust emissions was investigated. Seven different lubricants were measured in a 9.6-liter bus engine, representing Euro 2 emission-level technology. The measurements were made using six different steady-state load conditions. In addition to fuel consumption measurements, gaseous and particle mass emissions and particle size distribution measurements were performed. The average difference between the worst and the best lubricant on fuel consumption was 1.6%. There was a clear correlation between the viscosity of the lubricant and the fuel consumption. Also, changes in total hydrocarbons and particle mass emissions occurred. The differences ranged between 0.6 to 22%.
Murtonen, T., Sutton, M.
On-Board Sensor Systems to Diagnose Condition of Diesel Engine Lubricants - Focus on Soot2004-01-301010/25/2004
Soot is a typical byproduct of the diesel fuel combustion process, and a portion of the soot inevitably enters an engine's crankcase. A key functionality of a diesel engine lubricant is to disperse and suspend soot so that larger-particle agglomerations are prevented. The role of soot agglomeration in abrasive engine wear and lubricant viscosity increase is the subject of a continuing investigation; however, what is generally known is that once an engine lubricant loses its ability to control soot and a rapid viscosity increase begins, the lubricant has reached the end of its useful life and should be changed to maximize engine performance and life. This issue of soot related viscosity increase is of such importance that the Mack T-11 engine test was developed as a laboratory tool to evaluate lubricants. The newly proposed Mack EO-N Premium Plus - 03 specification includes a T-11 performance requirement. Recently, a study was run using a variety of lubricants to compare the T-11 test to a carefully controlled field test. The results of that study are the subject of a separate paper. In conjunction with the field work, on-board sensor systems were installed on the test vehicle's engine. The sensor systems included hardware and software being developed to measure and diagnose/predict the condition of the lubricant in real-time, i.e., as the engine operates. This paper focuses on the successful application of electrochemical sensor technology to diagnose soot content and soot related viscosity increase as typically measured by standard laboratory lubricant analysis. Other on-board sensor technologies used in the field test are briefly reviewed. The need for multiple sensing strategies to completely diagnose modern lubricants with their complex decomposition pathways is discussed.
Goodlive, S. A., Lvovich, V. F., Humphrey, B. K., Boyle, F. P.
In-Service Low Temperature Pumpability of Crankcase Lubricants- Effect of Viscosity Modifiers2004-01-19326/8/2004
Low temperature pumpability has been an important requirement of engine oils for the past two decades. However, until recently this requirement has applied only to fresh oils. Pumpability can deteriorate significantly during oil's life cycle in the engine. Many factors such as combustion byproducts and oxidation can influence oil pumpability at low temperatures. This paper examines the effects of in-service aging on low temperature pumpability of oils using a variety of industry and proprietary engine tests. In particular, the paper investigates the role of viscosity modifiers in the retention of satisfactory low temperature performance in service. The data show that oils formulated with certain types of viscosity modifiers tend to maintain robust low temperature pumpability throughout their entire stay in the crankcase. Lubricants formulated with another class of viscosity modifiers tend to lose their low temperature performance quite early in their life cycle in the engine. It may not always be possible or practical to compensate for the poor performance of this latter class of lubricants with pour point depressants.
Bansal, Jai G., Chu, Chin, Outten, Edward F.
Effect of Oil Drain Interval on Crankcase Lubricant Quality2003-01-195710/27/2003
The average oil change interval for passenger vehicles in the USA is gradually increasing, and is currently approaching 8,320 km (5,200 miles). This paper details the results of lubricant condition monitoring on samples taken from hundreds of vehicles at intervals ranging from 0 to 25,600 km (16,000 miles). The data indicate steady additive depletion by 4,800 to 9,600 km (3,000-6,000 miles), resulting in a concomitant decrease in measured oxidation resistance. Oxidation and nitration of the basestock was also found to be present at this point, resulting in a gradual increase in both kinematic and HTHS viscosity. As a result, it is predicted that excessively long drain intervals will produce a measurable increase in fuel consumption and associated CO2 emissions. Many owners' manuals recommend service intervals of 12,000 and 4,800 km (7,500 and 3,000 miles) under “normal” and “severe” service conditions, respectively. Overall, the data indicate that the majority of passenger vehicles operate under “severe” service conditions. This finding is confirmed by a survey of owners, many of which are unaware that “normal” service does not include stop and go traffic, short trips, etc. However, the data indicate that longer drain intervals are possible for lubricants formulated using synthetic basestocks.
Lacey, P.I., Gunsel, S., Ferner, M.D., Pozebanchuk, M., Alim, A
Effect of Lubricant on Particulate Emissions of Heavy Duty Diesel Engines2002-01-277010/21/2002
Effect of lubricant on particle emissions was studied using two heavy-duty diesel engines. Both particulate mass and particle number distribution were measured. Differences between lubricants were studied by dosing two percent of each lubricant (diesel engine oil) to diesel fuel. This arrangement was seen necessary to get clear differences between lubricants. The lubricant had a clear effect on particulate mass emissions. Two of the lubricants gave about the same emission as pure diesel fuel. The worst result was more than two times higher than without oil added to the fuel. The lubricants were all diesel engine oils with different base oils/additive package. Lubricant ash content presumably affects particulate mass. However, the difference in ash content between lubricants was no higher than 30%. Therefore, ash content can only partly explain the differences. The combustion characteristics and the sulphur content of the base oil are essential, too. All fuels containing lubricant produced higher number of small particles than pure diesel fuel. The lubricant, which gave the lowest particulate mass result, produced the highest number of particles. The reason might be that when the number of large particles decreases (also particle mass decreases), the small particles cannot agglomerate to the surfaces of larger particles. It is also possible that, for example, oxidation of catalyst could reduce the number of small particles.
Kytö, Matti, Aakko, Päivi, Nylund, Nils-Olof, Niemi, Aapo
Deterioration in Used Oil Low Temperature Pumpability Properties2000-01-294210/16/2000
A significant deterioration in low temperature pumpability properties (as measured by the mini-rotary viscometer; MRV) was observed in certain commercial-quality engine oils in a taxi field test program. A detailed investigation demonstrated that contamination by carry-over of the factory fill oil in combination with oil aging was the cause of the marked deterioration in low-temperature pumpability properties; no evidence of new oil incompatibility was observed using industry-standard test procedures. A subsequent investigation identified a number of commercial ILSAC GF-2 quality engine oils which also caused large MRV viscosity increases when added in concentrations as low as 1 wt% to used engine oils. A root-cause evaluation established that low concentrations of certain viscosity index improvers caused large MRV viscosity increases when added to used oils. Results from this investigation suggest that a new industry standard may be required to ensure used oil compatibility over a lubricant's normal drain interval.
Papke, B. L., Dahlstrom, M. A., Mansfield, C. T., Dinklage, J. C., Rao, D. J.
Development of Improved Arctic Engine Oil (OEA-30)1999-01-15235/3/1999
U.S. Army arctic engine oil, MIL-L-46167B, designated OEA, provides excellent low-temperature operation and is multi functional. It is suitable for crankcase lubrication of reciprocating internal combustion engines and for power-transmission fluid applications in ground equipment. However, this product required 22-percent derated conditions in the two-cycle diesel engine qualifications test. Overall, OEA oil was limited to a maximum ambient temperature use of 5°C for crankcase applications. The technical feasibility of developing an improved, multi functional arctic engine oil for U.S. military ground mobility equipment was investigated. The concept was proven feasible, and the new oil, designated as OEA-30, has exceptional two-cycle diesel engine performance at full engine output and can be operated beyond the 5°C maximum ambient temperature limit of the MIL-L-46167B product. Multi functional requirements of OEA-30 were achieved by including selected portions of Allison Transmission Division C-4 and Caterpillar TO-4 specifications. Performance specification, MIL-PRF-46167C, for improved arctic engine oil was issued.
Frame, Edwin A., Yost, Douglas M., Villahermosa, Luis A., Bowen, Thomas C.
The Effect of Lubricant Composition on Vehicle Exhaust Emissions97293010/1/1997
The effect of lubricant composition on vehicle exhaust emissions has been investigated. Emissions from two vehicles were measured when lubricated with four different crankcase lubricants. All emissions tests were performed with California Phase II gasoline over the FTP-75 cycle. The lubricants tested were a conventional mineral oil based lubricant, poly-alpha olefin (PAO) based lubricant, hydrocracked based lubricant and a Volvo first fill lubricant. The first three lubricants were designed to have similar high temperature viscosities whilst using the same additive package. This meant that there were some small differences in the low temperature viscosities. This resulted in the two mineral oil based lubricants being 10W-30 grades and the PAO and hydrocracked based lubricants being 5W-30 grades. The two test vehicles used were both Volvo 850 vehicles, however one was a European specification vehicle and the other a Californian TLEV. The European vehicle was equipped with a five cylinder 2.0 litre engine. The TLEV was powered by a five cylinder 2.5 litre engine, and was fitted with a secondary air pump and small volume starter catalyst immediately upstream of the main catalyst. This additional hardware enabled the TLEV to achieve rapid catalyst light off. Each vehicle/lubricant combination was tested a minimum of four times. Lubricant composition had no effect on the emissions of total hydrocarbons, non-methane hydrocarbon, non-methane organic gases, speciated hydrocarbons or carbon monoxide. NOx emissions from both vehicles were affected by lubricant composition, with the NOx emissions from the TLEV being more sensitive to compositional changes in the lubricant. The PAO and hydrocracked lubricants gave lower NOx emissions, by up to 29%, compared to the mineral oil based products. These reductions can be explained by small differences in the tailpipe mixture strengths.
Bennett, Paul J., Copp, David E., Linna, Jan-Roger, Målberg, Henrik
Effects on Resources and Environmental Impact by Modern Fuels and Lubricants95183510/1/1995
The principal targets for engine, fuel and lubricant R & D have always been quite similar like improving customer satisfaction or minimising the environmental impact. But the development processes went on nearly independent from each other. As environmental limitations in future legislation will be tightened further, it becomes increasingly important to regard the system Engine-Fuel-Lubricant as a tripartite unit which must be kept in optimal balance. This principle is the basis for rational use of resources in reaching a well defined environmentally benign target. Following this principle, in Austria a new, sulphur reduced diesel fuel with a multi purpose performance additive package in combination with a special crankcase lubricant for passenger cars was introduced recently. To optimise costs and results both developments were carried out hand in hand under careful consideration of current and future engine technologies.
Baumann, W., Buchsbaum, A., Zeiner, W.
Prediction of High Temperature Viscosities of Polymer Solutions up to 10 7 sec -1 Shear Rates91241110/1/1991
The Penn State high shear viscometer has been used to measure viscosities of polymer solutions at shear rates up to 106 sec-1 over a temperature range of 20°C to 175°C. A double truncated power law model has been developed for analysis of the primary data from the viscometer. This model can be used to determine the shear rate at which incipient non-Newtonian behavior occurs, the power law index, and the shear rate at which a second Newtonian region is found. These three parameters appear to be regular functions of temperature for a given polymer (Viscosity Index Improver) type. The correlation of these three functions with temperature provides a convenient method of predicting viscosity properties of polymer solutions at various temperatures and shear rates up to 107 sec-1. The Penn State high shear viscometer has been used to evaluate methacrylate and olefin copolymer VI improvers in mineral oil base stocks at shear rates of 106 sec-1 at various temperatures. These data are then used to provide viscosity values at shear rates of 107 sec-1.
Klaus, E.E., Duda, J.L., Bala, V.
High Temperature Liquid Lubricant for Advanced Engines9104542/1/1991
Liquid lubricants are crucial to the successful development of advanced engines for the next decade. Engines are being optimized to meet emission standards as well as improved durability and fuel economy. New materials such as super alloys, ceramics and coatings offer an opportunity for better, more efficient engines. Lubricant research is focused on the severe environment and temperature requirements of a advanced engines with a top ring reversal temperature of over 400°C. This paper describes key lubricant considerations including oxidation and thermal stability, volatility, deposit formation, friction and wear control. Cooperative research efforts between industry and NIST resulted in several candidate high temperature liquid lubricants.
Perez, J.M., Ku, C.S., Hsu, S.M.
Can Lubricants and Fuel Enhancers Improve Diesel Vehicle Fuel Economy?89252711/1/1989
A review of the literature and tests using the TMC/SAE J1321 procedure indicate that significant fuel economy improvements, in class 8 diesel vehicles, are possible with use of multi-grade gear oils, friction modified motor oils and diesel fuel enhancers.
Kiehn, A. J.
Army Arctic Engine Oil Performance in High Ambient Temperatures8920519/1/1989
Previous research by the U.S. Army defined requirements For heavy-duty diesel engine lubricants for military equipment deployed in arctic regions. These products have provided excellent performance for nearly 20 years-first as a purchase description in 1969, and fielded under specification MIL-L-46167 since 1974. Although this specification provides for use of mineral base or synthetic base oils, the performance requirements are such that only synthetic base lubricants (nominal 6 cSt) have been qualified. Consistent with the goals of minimizing the number of different qualification requirements and to field a single tactical engine oil for both year-round and worldwide use, the Army set out to determine acceptability of the arctic engine oil in nonarctic climates, Results from vehicle evaluations conducted at five outside arctic Army locations show MIL-L-46167 arctic engine oils (OEA) provide acceptable performance in diesel engines and power shift transmissions in year-round combat/tactical vehicle applications. Nonlubricant-related maintenance concerns and perceived higher cost have precluded widespread outside arctic acceptance of these products, and hence the Army has not been able to capitalize on the technological advantage and potential logistic benefits of these products.
Bowen, T. C., Lestz, S. J., Owens, E. C.
Requirements of Diesel Engine Oil as it Relates to Low Temperature Operation8909934/1/1989
The performance requirements of heavy duty engine oils designed for equipment operating at ambient temperatures of less than −25°C are discussed. Experience has shown that the use of properly formulated, partially synthetic SAE 5W20 “Arctic” oils can lead to improved startability and actually increase equipment life and engine durability- A further benefit may be realized through an increase in fuel economy over that of heavier oils. Even better performance may be obtained through the use of partially synthetic SAE 5W30 “Arctic” oils which are useful over a wider temperature range and allow operation of equipment at ambient temperatures consistently below −40°C. Finally, recommendations by various engine manufacturers and the US military regarding low temperature operation of diesel engines is reviewed.
Roth, R. J. G.
Development of Advanced High-Temperature Liquid Lubricants8800152/1/1988
Future U.S. Army low heat rejection (LHR) diesel engines will operate with oil sump temperatures higher than 350°F and cylinder wall temperatures (at the top ring reversal position) which may reach 1100°F. None of the synthetic lubricants which have previously been evaluated in LHR engine prototypes are able to function for long in such a severe thermal/oxidative environment. Work is being performed for the U.S. Army on development and evaluation of new high temperature diesel engine lubricants. The most significant result of this work has been the development of a low cost liquid lubricant which exhibits high temperature performance superior to the best previously developed LHR engine lubricant in all respects: deposit-forming tendencies, stable life under high temperature oxidative conditions, and friction and wear properties. The scientific considerations employed in development of this lubricant, and the results of laboratory and engine tests on this and other lubricant candidates, are reported here.
Sutor, Paul, Bryzik, Walter
U.S. Army Evaluation of NATO Multi-graded Engine Oils8704012/1/1987
This paper discusses the United States effort in a cooperative NATO program investigating the performance characteristics of multigraded engine oils. Seven lubricants (one Grade 10W-30 oil, five Grade 15W-40 oils, and a 20W-40 oil) were evaluated using the diesel engine performance tests required for qualification of MIL-L-2104D engine oils. Two test oils (one Grade 15W-40 oil and the Grade 20 W-40 oil) met the 1G2 four-cycle diesel performance established for MIL-L-2104D specification. Three products (two Grade 15W-40 oils and the Grade 20W-40 oil) demonstrated acceptable 6V-53T, two-cycle, diesel performance. However, only the Grade 20W-40 oil showed acceptable performance in both tests. Based on the results of the program, one conclusion is that multigraded 15W-40 and 20W-40 oils have the capability to demonstrate acceptable diesel engine performance as defined by the MIL-L-2104D engine specification. In addition, meeting requirements for either the two-cycle or the four-cycle engine test does not assure that a lubricant will demonstrate acceptable performance in both type engines. Therefore, lubricant specifications must include performance requirements for both two-cycle and four-cycle diesel engines.
Bowen, T. C., Frame, E. A.
DEVELOPMENT AND PERFORMANCE OF MODERN FARM TRACTOR LUBRICANTS8703582/1/1987
This paper reviews the different performance parameters that are required to be met in multipurpose farm tractor lubricants. The major Equipment Manufacturer lubricant specifications are reviewed together with the test procedures that are used to. evaluate tractor performance. The performance profiles of modern tractor lubricants are also discussed.
Burrows, Aubrey L., Korosec, Philip S.
The Importance of Friction Modifiers in the Formulation of Fuel Efficient Engine Oils85211210/1/1985
Fuel economy benefits derived from improved engine crankcase lubricants have been well documented in the last 10 years. These benefits can be gained not only by a reduction in oil viscosity but also by addition of special friction modifier additives. These have been shown to operate by reducing the friction within the boundary regimes of the engine. Work has been carried out which indicates that a secondary but possibly more significant contribution can be made by friction modifiers where the hydrodynamic regime is extended to lower viscosities. As a result it may be possible to formulate finished lubricants with lowered viscosities while remaining free from wear debits. Such optimised lubricants will result in furtner fuel economy improvements.
Griffiths, D. W., Smith, D. J.
The Effects of Lubricant Composition on S.I. Engine Wear With Alcohol Fuels83170210/31/1983
An investigation of the effects of lubricant composition changes on spark ignition engine wear and deposits when using alcohol fuel was jointly sponsored by the U.S. Department of Energy and the U.S. Army Mobility Equipment Research and Development Command. In the work covered by this paper, tests were conducted with methanol fuel in a 2.3-liter engine using a modified ASTM Sequence V-D procedure. The baseline lubricant was a 10W-30 grade product, qualified under MIL-L-46152, for which a large amount of field and laboratory data were available. Eleven variations of the baseline lubricant were supplied and tested. The results indicate that a magnesium-based detergent additive was less effective in controlling methanol-related engine wear than was a calcium-based additive. Ashless dispersant chemistry was also determined to be of importance in controlling wear with methanol fuel. Experiments were conducted to identify the wear mechanism using the 2.3-liter engine, 20-hour steady-state test. This 20-hour test shows promise as a lubricant screening procedure when using methanol fuel.
Marbach, H. W., Frame, E. A., Owens, E. C., Naegeli, D. W.
Performance of Lubricating Oils in Vegetable Oil Ester-Fuelled Diesel Engines8313559/12/1983
A series of engine dynamometer tests was carried out with 100% ethyl ester of soya oil as fuel and six different diesel engine lubricants. In each case the lubricant became contaminated by unburnt fuel during the tests with measured dilution rates of up to 0.2% of the fuel throughput. The lubricant/fuel mixture eventually underwent degradation to such an extent that phase separation occurred. The tests were terminated when the lubricant lost all dispersancy, as evaluated by a blotter-spot teat. Used oil analysis revealed that rapid oxidation of some of the fatty acid ester components of the fuel diluent had occurred in the later stages of the tests. At the high levels of fuel dilution recorded in these tests there was little difference between the performances of the six lubricants, despite their differing performance categories. It is therefore concluded that conventional performance categories cannot be used to define the grade of lubricant necessary for use with 100% vegetable oil ester fuels.
Blackburn, J. H., Pinchin, R., Nobre, J. I. T., Crichton, B. A. L., Cruse, H. W.
Improving the Fuel Saving Benefits of Synthetic Engine Oils8301662/1/1983
A comprehensive study was conducted to evaluate additives for their ability to reduce the coefficient of friction of synthetic engine oils using a laboratory bench test apparatus. A class of additives was identified that also proved effective in providing fuel economy benefits when tested in vehicle dynamometer evaluations. Additional investigations using the proposed ASTM Five Car Energy Conserving Engine Oil Test Procedure confirmed the fuel saving performance of this specific additive class. This paper also discusses overall engine performance of synthetic engine oils formulated using this unique type of friction reducing additive. A full series of API SF/CC/CD quality level sequence tests, including critical extended length evaluations, was performed and excellent performance was demonstrated.
Lowther, H. V., Maxwell, W. L., Rogers, T. W.
Energy-Conserving Engine Oils — Techniques and Technology8301642/1/1983
A new category of lubricants is now entering the marketplace. These lubricants, known as Energy-Conserving Engine Oils, have required new formulating technology and testing techniques. This paper reviews one approach taken to develop and utilize new test techniques and their application to new formulating technology, interacting effects of lubricating oil additives and their relationship to both viscometric and friction modification effects are identified. Both gasoline and diesel passenger car crankcase oil technology are covered. The utilization of bench, laboratory engine dynamometer, vehicle chassis dynamometer, and field tests including the ASTM Energy-Conserving Engine Oil procedure, are discussed along with the correlation of these procedures.
Irwin, Richard F., Fernandez, Frank
Automotive Fuel Economy--Potential Improvement Through Selected Engine and Gear Lubricants8004382/1/1980
An experimental program was conducted at the U.S. Department of Energy’s Bartlesville (Okla.) Energy Technology Center to evaluate the effects of synthetic and special additive engine and differential gear lubricants on automotive fuel economy over the temperature range encountered in the United States. Using a climate-controlled chassis dynamometer facility on two 1978 vehicles, four engine lubricants were evaluated in the 1978 Federal test procedure and in steady-state operation from cold start at 20°, 70°, and 100° F ambients. In addition, three differential gear lubricants were evaluated in steady-state operation from cold start at 20°, 70°, and 100° F ambients using one 1978 vehicle equipped with torque and revolutions per minute measuring devices, which enabled the calculation of horsepower losses in the differential and the efficiency of the rear axle in addition to fuel economy. The results from the Federal test procedure and steady-state operation showed improvements in fuel economy with the synthetic and graphite-containing lubricants on the order of 1 to 6% when compared to a common base 10W40 lubricant. The order of magnitude varied with the ambient temperature and test vehicle. In steady-state operation, the fuel economy associated with the synthetic and friction-modified 75W gear oils increased at all ambients only during vehicle warm-up from cold start. Under fully warmed-up conditions there was little or no change in fuel economy.
Naman, T. M.
Evaluation of a Fuel Efficient Long Drain Ester Based Lubricant7909502/1/1979
A new SAE 5W-30 synthetic lubricant has been developed using a mixed ester base stock, a shear stable VI improver and a special DI additive package. Durability evaluation in a “combination tire test” and fuel economy studies in the SAE J-1082 procedure indicate extended drain capability and fuel economy benefits for the synthetic lubricant.
Willette, Gordon L.
Advanced Fuel Economy Engine Oils7909472/1/1979
In designing fuel economy oils, two useful approaches are reduction of viscosity and incorporation of friction reducers. To achieve viscosity reduction without incurring problems of high oil consumption and possible interference with catalyst or oxygen sensor performance, the use of part-synthetic lubricants can be helpful. In this way, oil volatility (therefore oil consumption) is reduced and fuel economy is improved without incurring engine operating penalties. Friction reducers also can be used to improve fuel economy. The combination of these approaches furnishes the benefits of both. Laboratory and road testing of such combinations show important fuel economy benefits in normal vehicle operation, greater than those achievable from either approach alone. In addition, all other engine performance requirements are completely met. This advance in engine oil formulation technology, which opens up new possibilities to both vehicle manufacturers and consumers, is being further pursued.
Papay, A. G., Rifkin, E. B., Shubkin, R. L., Jackisch, P. F., Dawson, R. B.
Approaches to Extended Oil Drain Intervals in Army Tactical Equipment7809542/1/1978
The Military is interested in the development of multiseasonal extended-drain crankcase lubricants for the diesel-powered tactical fleet. Such lubricants offer potentially large savings in lubricant, logistics, and man-power costs plus they can greatly improve overall fleet readiness. To this end, a series of studies have been examining varying lubricant formulations and engine modifications to identify approaches to extended-drain intervals. Both conventional and synthetic lubricants are being evaluated for future tactical fleet applications. In addition, mechanical modifications to the engine which reduce the oil degradation rates are being studied. This paper not only outlines some of the important findings but also indicates the future direction of this activity.
Owens, E.C., Lestz, S.J., Quillian, R.D., McCormick, H.E.
Development of Long Drain Multigrade Diesel Engine Oils for the Canadian Market7809572/1/1978
A line of high quality multigrade diesel engine oils suitable for long drain applications has been developed using hydrotreated basestock. Laboratory and engine dynamometer tests indicated that lubricating oils using hydrotreated basestock have superior control of diesel piston deposits and oxidative viscosity increase. Excellent performance of multigrade diesel engine oils using both hydrotreated and solvent refined basestock over extended oil change intervals has been demonstrated in extensive field trials. Cold weather benefits for multigrade diesel engine oils were defined by cold room studies and outdoor trials.
Swinney, B., Coulter, J. S., Hanson, R. E., Hunter, L.
The Relationship Between Oil Viscosity and Engine Performance-A Literature Search7703722/1/1977
This paper summarizes the published information on the relationship between oil viscosity and engine performance that may be of use in developing a new engine oil viscosity classification system. The specific engine performance factors and associated variables considered are wear, oil consumption, fuel economy, hot starting, cold starting, low temperature pumpability, noise, and shear stability.
Stewart, R. M., Selby, T. W.
Diester Synthetic Lubricants For Automotive and Diesel Applications7506862/1/1975
New diester-type synthetic lubricants are being developed and tested for automotive and diesel applications. These new lubricants potentially offer fuel savings, extended oil drain intervals, longer engine life, cleaner engines, reduced down time, labor savings, easier winter starting, and faster warmup. Standard passenger car engine sequence and extended sequence testing (SE) have been performed on the diester lubricants in an effort to substantiate long drain potential. Diesel testing has included Mack, General Motors, and Caterpillar engines. Field test data has been and is currently being generated for both passenger cars and diesels. Preliminary field data substantiates the long drain capability of synthetic lubricants based on diesters.
Boehringer, Ray H.
Polyisobutylene, A New Synthetic Material for Lubrication7107302/1/1971
A promising new lubricant for 2-stroke engines has been shown to reduce carbon deposits and to produce a smokeless exhaust hitherto not possible with mineral oil plus additives. This lubricant is polyisobutylene, a polymerized olefin, which is available in commercial quantities. The new lubricant, PIB, has been successfully demonstrated in various field and laboratory tests, all of which are described here.
Souillard, G. J., Van Quaethoven, F., Dyer, R. B.
Engine Performance as Influenced by Lubricant Deterioration6807602/1/1968
Tests employed for the evaluation of used lubricating oils generally involve the determination of changes in viscosity, insolubles buildup, contamination with metals, fuel, water, glycol and other physical and chemical changes. The author attempts to point out the relative significance of these various tests in terms of engine operation. Engine test data is also presented which shows the relationship between the oil condition measured by some of these tests and the engine performance characteristics. The data indicates that increase in alkalinity improves rust protection and reduces engine varnish and PCV valve restriction in certain additive combinations. Engine wear appears to be associated with the accumulation of contaminants in the lubricant measured as pentane insolubles and total acid number.
Asseff, Peter A.
A Bench Technique for Evaluating High Temperature Oxidation and Corrosion Tendencies of Automotive Crankcase Lubricants6805382/1/1968
A technique for evaluating high temperature oxidation and corrosion tendencies of automotive crankcase lubricants is described. The technique utilizes a versatile bench apparatus which, with a minimum of modification, can be used for either evaluating thermal oxidation stability of gear lubricants or oxidation-corrosion tendencies of automotive crankcase lubricants. The apparatus is relatively compact and requires a minimal lubricant sample. Design of the apparatus permits close control of all operating parameters and provides satisfactory test data repeatability. Retainable copper-lead test bearings are used as the indicator in predicting a pass or fail of fully formulated crankcase lubricants as in the case of the CRC L-38-559 (Federal Test Method 3405) technique. Engine and bench test data are compared to illustrate the capabilities of this new bench technique.
Staudt, J. J., Lepisto, P. R., Vitkovits, J. A.
The Rheology of a Multigraded Motor Oil6800722/1/1968
Rheological studies of an SAE 10W-40 motor oil were made over temperature and shear rate ranges typical of service. These include evaluations of both new and used oils. Determinations were made of the permanent viscosity changes during service, as well as the temporary non-Newtonian changes with shear. Data were taken at 60, 100, 210, and 250 F, which evaluated the oil from the initial first Newtonian to the second Newtonian regions. New oil viscosity measurements have little relation to the characteristics exhibited over most of the operating period between drains in an engine. Oils having similar initial viscosities can differ in service because of differences in formulation or service severity. It is evident that evaluation of the relatively “stable” used oil near or at the second Newtonian high shear rate region is the most informative. No convenient technique presently exists for such measurements on a large volume basis.
Johnson, R. H., Wright, W. A.
Modern Motor Oils6202001/1/1962
Asseff, P. A.
Automotive Developments and Their Fuel and Lubricant Requirements6202701/1/1962
This paper describes some of the more recent fuel and lubricant requirements from the standpoint of the manufacturer. Four topics are covered: oil viscosity and cranking speeds, oil composition and heavy-duty truck engine preignition, octane requirements of 1963 Chevrolet engines, and chassis lubrication developments. Heavy-duty and paspenger car engines, air-cooled and water-cooled engines are directly related to these topics.
Roensch, Max M.
HOW DO VOLATILITY, VISCOSITY AND V.I. IMPROVERS AFFECT OIL CONSUMPTION?5601721/1/1956
Experimental oils were compounded in such a manner that the effect of volatility and viscosity on consumption could be studied independently. Close cut fractions between 40 and 170 S.U.S. at 100 deg F showed differing volatility characteristics in laboratory engine tests as measured by consumption rate, viscosity increase, and vacuum distillation. Consumption properties were also studied for oils with constant volatility, but varying in viscosity from 2 cs to 6 cs at 350 deg F. Laboratory and road tests of viscosity index improved motor oils indicated that their consumption characteristics varied in relation to oils with no viscosity index improver.
OVERCASH, R. L., HART, W., McCLURE, D. J.
SOME FACTORS AFFECTING ENGINE OIL CONSUMPTION5600821/1/1956
Lowther, H. V.
LUBRICANTS - THE SURFACE SAVERS5302401/1/1953
THE present state of the art regarding the formulation of automotive and aviation lubricants from the standpoint of protecting metal parts against mechanical and chemicalwear is outlined in this paper. The discussion is limited to four classes of lubricants, namely, (a) engine oils, (b) transmission oils, (c) rear-axle oils, and (d) greases. By virtue of the wide variety of service conditions to which they are subjected, engine parts can be worn as the result of either mechanical or chemical action. Engine oils must be designed, therefore, to cope with both these types of wear. Oil viscosity and viscosity index are both important factors in engine wear. Various types of additives are being used to an increasing degree as “alloying” materials in engine oils to control their wear characteristics. A trend toward the use of specially synthesixed lubricants for both aviation and automotive service is in evidence. In gear lubrication the pressure-viscosity characteristics of the lubricating oils may be important in preventing surface failure. In low-temperature operations low-viscosity, high-viscosity-index gear lubricants perform satisfactorily and. in addition, show increased efficiency at normal operating temperatures. Fluids for automatic transmissions must permit good friction coefficients between steel and the friction-band materials to achieve smooth operation of the unit. For hypoid-gear service mineral oil must be fortified with additives which will react chemically with the gear surfaces to form solid film lubricants. In grease-lubricated automotive mechanisms fretting and means of alleviating this condition constitute the major problem.
Kunc, J.F., Hamer, J.P.
EXPERIENCE WITH CRANKCASE OILS IN MILITARY GROUND VEHICLES UNDER ARCTIC TEMPERATURES5301281/1/1953
BOLDT, KENNETH
PERFORMANCE OF HIGH V.I. MOTOR OILS5001891/1/1950
ALTHOUGH oils containing additives to raise the V.I. to 120-125 have been used for years, there has been some question as to the effect of the improvers on the performance characteristics of the oils. Tests run by the authors under actual service conditions indicate, however, that these high V.I. motor oils do offer the readiest means of combining good low-temperature starting characteristics with low oil consumption properties in a single crankcase lubricant.
Fleming, C.L., Geddes, B.W., Hakala, N.V., Weisel, C.A.
ADDITIVE TREATED CRANKCASE LUBRICANTS---PAST, PRESENT AND FUTURE4801271/1/1948
Prutton, C. F.
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