Browse Topic: Crankcase lubricants

Items (56)

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 lubricants

2019-01-2242

12/19/2019

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

Matsui, Tsuyoshi, Featherstone, Thomas, Wright, Peter

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 lubricants

2019-01-2242-TEST-REC12/19/2019

Matsui, Tsuyoshi, Featherstone, Thomas, Wright, Peter

Impact of Low Viscosity Engine Oil on Performance, Fuel Economy and Emissions of Light Duty Diesel Engine

2016-01-231610/17/2016

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

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 Engine

2014-01-285910/13/2014

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

Taylor, Oliver P., Pearson, Richard, Stone, Richard, Carden, Phil, Ballard, Helen

In-Service Low Temperature Pumpability: Field Performance vs. Bench Tests

2012-01-170809/10/2012

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

Oberoi, Sonia, Goldmints, Isabella

Fuel Efficiency Effects of Lubricants in Military Vehicles

2010-01-218010/25/2010

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

Warden, Robert, Brandt, Adam, Comfort, Allen, Villahermosa, Luis

Test Method for Evaluating Gear Fatigue Life of 4-Stroke Motorcycle Engine Oils

2009-32-017811/03/2009

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 Targets

2007-01-413410/29/2007

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

Sutton, Mike, Kocsis, Jody A., Nakagawa, Isao

New Crankcase Lubricants for Heavy-duty Diesel Engines: Effect on Fuel Consumption and Exhaust Emissions

2005-01-371710/24/2005

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 Soot

2004-01-301010/25/2004

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

Goodlive, S. A., Lvovich, V. F., Humphrey, B. K., Boyle, F. P.

In-Service Low Temperature Pumpability of Crankcase Lubricants- Effect of Viscosity Modifiers

2004-01-193206/08/2004

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

Bansal, Jai G., Chu, Chin, Outten, Edward F.

Effect of Oil Drain Interval on Crankcase Lubricant Quality

2003-01-195710/27/2003

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

Lacey, P.I., Gunsel, S., Ferner, M.D., Pozebanchuk, M., Alim, A

The Impact of Passenger Car Motor Oils on Emissions Performance

2003-01-198805/19/2003

Throughout the evolution of the automobile, passenger car motor oils have been developed to address issues of wear, corrosion, deposit formation, friction, and viscosity stability. As a result, the internal combustion engines are now developed with the expectation that the lubricants to be used in them will deliver certain performance attributes. Metallurgies, clearances, and built-in stresses are all chosen with certain expectations from the lubricant. A family of chemicals that has been universally used in formulating passenger car motor oils is zinc dithiophosphates (ZDPs). ZDPs are extremely effective at protecting highly stressed valve train components against wear failure, especially in engine designs with a sliding contact between cams and followers. While ZDPs' benefits on wear control are universally accepted, ZDPs have been identified as the source of phosphorus, which deactivates noble metal aftertreatment systems. This paper summarizes the transport mechanism, methods to

Chamberlin, W.B., Kelley, J.C., Wilk, M.A.

Effect of Lubricant on Particulate Emissions of Heavy Duty Diesel Engines

2002-01-277010/21/2002

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

Kytö, Matti, Aakko, Päivi, Nylund, Nils-Olof, Niemi, Aapo

The Role of Engine Oil Formulations on Fluid Diagnostics

2002-01-267710/21/2002

Historically, vehicle fluid condition has been monitored by measuring miles driven or hours operated. Many current vehicles have more sophisticated monitoring methods that use additional variables such as fuel consumption, engine temperature and engine revolutions to predict fluid condition. None of these monitoring means, however, actually measures a fluid property to determine condition, and that is about to change. New sensors and diagnostic systems are being developed that allow real time measurement of some lubricant physical and/or chemical properties and interpret the results in order to recommend oil change intervals and maximize performance. Many of these new sensors use electrochemical or acoustic wave technologies. This paper examines the use of these two technologies to determine engine oil condition and focuses on the effects of lubricant chemistry on interpreting the results. Data are presented which demonstrate pitfalls from dependence upon a single sensing strategy for

Zalar, F. V., Lvovich, V. F., Buse, K. R., Zhang, C., George, H. F.

Deterioration in Used Oil Low Temperature Pumpability Properties

2000-01-294210/16/2000

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

Papke, B. L., Dahlstrom, M. A., Mansfield, C. T., Dinklage, J. C., Rao, D. J.

Development of Improved Arctic Engine Oil (OEA-30)

1999-01-152305/03/1999

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

Frame, Edwin A., Yost, Douglas M., Villahermosa, Luis A., Bowen, Thomas C.

The Effect of Lubricant Composition on Vehicle Exhaust Emissions

97293010/01/1997

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

Bennett, Paul J., Copp, David E., Linna, Jan-Roger, Målberg, Henrik

Effects on Resources and Environmental Impact by Modern Fuels and Lubricants

95183510/01/1995

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 Rates

91241110/01/1991

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

Klaus, E.E., Duda, J.L., Bala, V.

High Temperature Liquid Lubricant for Advanced Engines

910454

02/01/1991

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?

89252711/01/1989

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 Temperatures

89205109/01/1989

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

Bowen, T. C., Lestz, S. J., Owens, E. C.

Requirements of Diesel Engine Oil as it Relates to Low Temperature Operation

89099304/01/1989

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 Lubricants

880015

02/01/1988

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

Sutor, Paul, Bryzik, Walter

U.S. Army Evaluation of NATO Multi-graded Engine Oils

87040102/01/1987

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

Bowen, T. C., Frame, E. A.

DEVELOPMENT AND PERFORMANCE OF MODERN FARM TRACTOR LUBRICANTS

87035802/01/1987

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 Oils

852112

10/01/1985

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.