Browse Topic: Diesel engine lubricants

Items (428)

Engine Oil Performance and Engine Service Classification (Other than “Energy Conserving” or “Resource Conserving”)

J183_202007 (Current)

7/29/2020

This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), the International Lubricant Specification Advisory Committee (ILSAC), and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits, are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is thus a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, or for which the Category Life Oversight Group has established equivalencies between unavailable tests and newer, available tests; (b) which ASTM or the test developer monitors precision for all tests; and (c) which are available for licensing by API EOLCS at time of writing. The current processes for initiating new classifications were developed through the cooperative efforts of the Alliance, API, ASTM, EMA, ILSAC, and SAE. New ILSAC classifications are developed using the procedure defined in API 1509 Annex C. New API “C” categories are added using the procedure defined in API 1509 Annex D. New API “S” categories are added by the API Lubricants Group.

Fuels and Lubricants TC 1 Engine Lubrication

Role of Lubricating Oil Properties in Exhaust Particle Emissions of an Off-Road Diesel Engine

2020-01-03864/14/2020

Particle number emissions from an off-road diesel engine without exhaust after-treatment were studied by using five different heavy-duty lubricating oils in the engine. The study extends understanding on how the properties of lubricating oil affect the nanoparticle emissions from an off-road diesel engine. The lubricants were selected among the performance classes of the European Automobile Manufacturers Association, at least one lubricant from each category intended for heavy-duty diesel engines. Particle size distributions were measured by the means of an engine exhaust particle sizer (EEPS), but soot emissions, gaseous emissions and the basic engine performance were also determined. During the non-road steady state cycle, the most of the differences were detected at the particle size range of 6-15 nm. In most cases, the lowest particle quantities were emitted when the highest performance category lubricant was used. Based on the results of this study, the low contents of Zn, P, and S in lubricating oil contributed to the reduced emission factors for engine-out nucleation mode particles at any load. In addition, the low content of sulfate ash was considered the main influential factor for the low particle number emissions.

Ovaska, Teemu, Niemi, Seppo, Sirviö, Katriina, Nilsson, Olav, Karjalainen, Panu, Rönkkö, Topi, Kulmala, Kari, Keskinen, Jorma

ERRATUM

04-12-03-0015.1

1/29/2020

Erratum

Ball, James C., Anderson, James E., Duckworth, Jacob A., Uy, Dairene, Wallington, Timothy J.

Study on Oil Consumption in Compact Motorcycle Engines

2019-32-05701/24/2020

Because the scooter is convenient, the market continues increasing. As a result of market survey, it was revealed that the scooter repeated sudden acceleration and deceleration. Therefore, the oil consumption may occur in special pattern. The oil consumption is an important development target. On the other hand, the oil consumption is complicated phenomenon. In this study, the sulfur trace method was used for measurement of the oil consumption. When a throttle was closed and the intake pipe became the negative pressure, the SO2 emission (oil consumption) increases. Then, using a glass cylinder and a high-speed camera, motion of the engine oil was observed. It was revealed that the engine oil rises to the combustion chamber after stopping at the 4th Land. By a combination of the sulfur trace test and the visualization test, oil consumption phenomenon of the scooter was able to be understood.

Kohno, Taichi, Suda, Naoyuki, Ninomiya, Yoshinari

Development of an Oil Degradation Sensor Based on Detection of Free Radicals

2019-01-229912/19/2019

This paper proposes an oil degradation sensor that informs the best time for oil replacement to achieve the right balance with oil conservation and engine protection. We found that free radicals in the engine oil generate by chain decomposition reactions of hydrocarbons by heat and the amount of them increases with an increase in running distance. Based on theoretical analysis and experiment results, the free radical concentrations have high correlations with pH and base number. The sensor using the principle of electron spin resonance (ESR) can measure the amount of free radical molecules in a non-contact method. The sensor successfully detected free radicals produced by the degradation of actual engine oil.

Cheng, Fan, Shibata, Takayuki, Aoki, Yoshifumi, Hirata, Hiroshi

Control of the Distillation Curve of Biodiesel Fuel by Cross-Metathesis Reaction Based on Fatty-Acid Composition

2019-01-218712/19/2019

Biodiesel fuel (Fatty acid methyl esters: FAME) have lower volatility than petro-diesel fuel due to the larger molecular size of FAME. Recent studies report that the distillation temperature of biodiesel fuel can be lowered by the cross-metathesis reaction with short-chain olefin using ruthenium catalyst. In this study, the effect of cross-metathesis reaction conditions on the distillation characteristics of reformulated biodiesel fuel is investigated to reveal the reaction conditions for fitting the distillation curve of biodiesel fuels to that of petro-diesel fuel. Furthermore, the reactivity of typical biodiesel fuels such as RME (rapeseed oil), SME (soybean oil), and WME (waste cooking oil) for cross-metathesis reaction were examined to reveal the reaction conditions appropriate for their fatty-acid compositions.

Kawasaki, Kiyoshi, Yamane, Koji, Umeno, Ryohei

Impact of Viscosity Index Improvers (VII) on the formation of piston deposits in fuel economy engine oils

2019-01-220212/19/2019

In the recent years, the achievement of fuel economy through lower viscosity engine oil has been a topic of wide discussions among experts in the industry. Along this journey of engine oil evolution, new classes of Viscosity Index Improver (VIIs) have been developed in order to meet the challenges arising from either hardware re-engineering, environmental protection or both. In relation to this, the continuous tightening of the CO2 emission level from the authorities has made the situation even tougher for many OEMs and formulators worldwide. While the fuel economy performance in an engine has been intensively investigated, little has been published on the durability aspects of these VIIs nor other aspects such as cleanliness and piston deposits. In this paper, we will present no-harm test results for deposit formation comparing novel comb polymers and conventional hydrocarbon VIIs such as OCPs. The formation of coke like deposits has been studied on low viscosity engine oils in both engine and bench tests. The results from the TDI engine test are compared with test results on the same fluids run in various screening tests such as Micro Coking test (MCT), Panel Coking test (PCT) and Komatsu Hot Tube test (HTT) and certain of these tests will be discussed in more detail.

Tan,, Kien-Wee, Eisenberg, Boris, Hutchinson, Philip A., Lauterwasser, Frank

New CO ₂ / Fuel Consumption Certification Cycles and Design Implications for Fuel Efficient Lubricants

2019-01-2367

12/19/2019

During this decade, the constant increase and globalization of passenger car sales has led countries to adopt a common language for the treatment of CO2 and other pollutant emissions. In this regard, the WLTC - World-wide harmonized Light duty Test Cycle - stands as the new global reference cycle for fuel consumption, CO2 and pollutant emissions across the globe. Regulations keep a constant pressure on CO2 emission reduction leading vehicle manufacturers and component suppliers to modify hardware to ensure compliance. Within this balance, lubricants remain worthwhile contributors to lowering CO2 emission and fuel consumption. Yet with WTLC, new additional lubricant designs are likely to be required to ensure optimized friction due to its new cycle operating conditions, associated powertrain hardware and worldwide product use. Through friction torque and vehicle test campaigns, NISSAN and TOTAL have conducted a complete study to assess particularly how the Fuel Economy (FE) lubricants originally designed for JC08 (official Japanese driving cycle) or NEDC (New European Driving Cycle) will perform on the new WTLC. Beyond this initial state of art, the study was designed to quantify the potential of current lubricant industry trends such as the rise of lower viscosity oils, multi-fuel compatible products as well as new industry standards (upcoming ILSAC GF-6 or newly released ACEA C5-16). The final stage of the study was dedicated to explore some of the engine oil formulation levers.

Burette, Gautier, Hammou, Khalid Ait, Debord, Mickaël, Marlière, Loïc, Sagawa, Takumaru, Okuda, Sachiko

Characteristics of Diesel Engine Oil for Heavy Duty Commercial Vehicles Achieving for both Fuel Economy and Reliability

2019-01-224312/19/2019

When the engine oil evaporates in the crankcase, it is necessary to discharge to the outside of the engine or returns to the intake air as part of blow-by gas. The amount of oil content in the blow-by gas is preferable to be as small as possible. This paper researched the evaporation characteristics of diesel engine oil for heavy duty into blow-by gas using 5W-30 and 10W-30 engine oils with the equivalent to Noack. As a result, it is found that evaporate phenomenon cannot be explained well enough by just Noack and clarified of the oil evaporation mechanism in blow-by gas.

Nakamura, Yoichiro, Hashimoto, Ken, Nakamura, Hideki, Ejiri, Shinji

Oxidation of Soybean Biodiesel Fuel in Diesel Engine Oils

04-12-03-001512/5/2019

Abstract During diesel engine operation, some fuel is entrained in engine oil, particularly as a consequence of strategies to regenerate NOx traps or particle filters. This “fuel dilution” of oil can adversely affect engine oil properties and performance. Compared to diesel fuel, biodiesel is more prone to fuel dilution and more susceptible to oxidation. Oxidation stability experiments were conducted at 160°C using a modified Rapid Small-Scale Oxidation Test (RSSOT) and a Rancimat instrument with 0, 5, 10, and 20 wt% biodiesel in four fully formulated engine oils, two partially formulated engine oils, and two base oils. These experiments showed decreasing oxidation stability with increasing biodiesel content. An exception was noted with the least stable oils (two base oils and one engine oil) in which 5 wt% biodiesel improved the oxidation stability relative to oil without biodiesel. Experiments with biodiesel distillation fractions identified this stability enhancement within the least volatile biodiesel fraction, consistent with natural antioxidants in the biodiesel. Omission of two engine oil additives, antioxidants and zinc dialkyldithiophosphates (ZDDP), led to an unexpected increase in oxidation stability (with and without biodiesel). Time-series oxidation experiments at 160°C with one of the fully formulated engine oils, with and without 20 wt% biodiesel, demonstrated that the biodiesel caused greater oxidation instability and extent of oxidation, greater formation of peroxides and reduction in total base number (TBN), increased ester content, and higher density. Kinematic viscosity increased with aging time and eventually surpassed that of the engine oil aged without biodiesel. With extended aging time, the fully formulated engine oil containing biodiesel “broke,” forming black tar-like materials with high viscosity.

Ball, James C., Anderson, James E., Duckworth, Jacob A., Uy, Dairene, Wallington, Timothy J.

Global Tests and Specifications for Automotive Engine Oils

J2227_201905 (Current)5/8/2019

This SAE Information Report lists engine and laboratory tests for service fill engine oils which are associated with specifications and classifications established outside of SAE J304 and SAE J183. These specifications and classifications include those developed prior to April 1, 2017, by international technical societies, as well as individual original equipment manufacturers. The information contained within this report applies to engine oils utilized in gasoline- and diesel-powered automotive vehicles.

Fuels and Lubricants TC 1 Engine Lubrication

Piston Detergency and Anti-Wear Performance of Non-Phosphorus and Non-Ash Engine Oil

2019-01-00211/15/2019

The deposition of ash derived from engine oil on the surface of diesel particle filters (DPF) has recently been reported to degrade the performance of the DPF. It is generally known that phosphorus in engine oil is adsorbed on the surface of an automotive exhaust catalyst, reducing the performance of the catalyst. Thus, the amounts of ash and phosphorus in engine oil have been decreased. We have developed a non-phosphorus, non-ash engine oil (NPNA) that does not contain metal-based detergents or zinc dialkyldithiophosphate (ZnDTP). Various engine tests were performed, and we confirmed that under normal running conditions, the NPNA oil had a sufficiently high piston detergency and wear resistance-two important requirements for engine oil-to meet current American and Japanese standards. However, the piston detergency of NPNA required further improvement when engine running conditions were more severe. We performed a hot tube test to evaluate the piston detergency of NPNA at high temperatures and developed additives (ashless detergents) that did not contain ash (metallic elements). We then evaluated the piston detergency and valve train wear prevention of the improved NPNA. The tests were performed using two engines: one manufactured by Caterpillar Inc. and regulated by the guidelines of the American Society for Testing and Materials (ASTM) D6750, and one manufactured by Hino Motors, Ltd. and regulated by the Japanese Automotive Standards Organization (JASO) M354:2015. We confirmed that the improved NPNA possessed excellent piston detergency and provided outstanding valve train wear prevention.

Kasai, Moritsugu, Koshima, Hiroaki, Takashima, Yoriyuki

A One-Line Correlation for Predicting Oil Vaporization from Liner for IC Engines

2018-01-01624/3/2018

The increasingly stringent regulations for fuel economy and emissions require better optimization and control of oil consumption. One of the primary mechanisms of oil consumption is vaporization from the liner; we consider this as the “minimum oil consumption (MOC).” This paper presents a physical-mathematical cycle model for predicting the MOC. The numerical simulations suggest that the MOC is markedly sensitive to oil volatility, liner temperature, engine load and speed but less sensitive to oil film thickness. A one-line correlation is proposed for quick MOC estimations. It is shown to have <15% error compared to the cycle MOC computation. In the “dry region” (between top ring and OCR at the TDC), oil is depleted due to high heat and continual exposure to the combustion chamber. MTU Friedrichshafen GmbH, who develops and produces large high-speed engines and propulsion systems, conducted experiments on an single-cylinder diesel engine, which is only used for test purposes and measured the oil content in the exhaust gas via radioactive markers. This measured oil consumption was a result of both oil transport and oil vaporization. However, the MOC prediction including the dry region without treatment to oil film thickness and properties unreasonably exceeded the measured oil consumption. Therefore, excluding the dry region is believed to be a better gauge for lower bound estimations of the MOC.

Zhang, Qin, Tian, Tian, Koeser, Philipp

Development of CNG/Diesel Dual-Compatible Engine Oil for Heavy-Duty Trucks in Thailand

2017-01-235010/8/2017

In Thailand, most heavy-duty trucks were equipped with diesel engine, while a small portion was equipped with compressed natural gas (CNG) engine. However, in the past few years the number of CNG fuel trucks in Thailand has increased significantly due to the cheaper cost of CNG. In general, the emphasis of heavy-duty diesel engine oil performance is on piston cleanliness and soot handling properties, while thermal and anti-oxidation properties are most critical for CNG engine oil performance. For truck fleet owners who operate both types of trucks, using the inappropriate oil that is not fit-for-purpose can adversely affect engine performance and reduce engine service lifespan under prolonged usage. A novel CNG/diesel engine oil was developed to meet both JASO DH-2 heavy-duty diesel engine oil performance and CNG engine oil performance. The candidate formulation was proved adequately fit for practical use regarding to thermal and anti-oxidation properties. Engine durability tests were conducted for 4-liter and 8-liter of diesel engines with 8-liter of CNG engine. Top Groove Fill (TGF), Weighted Total Demerit (WTD) as piston cleanliness and used-oil properties were measured. It was further demonstrated that the Komatsu hot tube deposit bench test correlated well with 8-liter diesel engine durability test. A field-trial was conducted on commercially operated diesel and CNG trucks in Thailand. The developed SAE 15W-40 viscosity grade engine oil exhibited no harm in both diesel and CNG trucks throughout the entire field-trial.

Wongtaewan, Chalermwut, Wongjareonpanit, Umaporn, Sivara, Komkrit, Hashimoto, Ken, Nakamura, Yoichiro

Fault Detection and Diagnosis of Diesel Engine Lubrication System Performance Degradation Faults based on PSO-SVM

2017-01-243010/8/2017

Considering the randomness and instability of the oil pressure in the lubrication system, a new approach for fault detection and diagnosis of diesel engine lubrication system based on support vector machine optimized by particle swarm optimization (PSO-SVM) model and centroid location algorithm has been proposed. Firstly, PSO algorithm is chosen to determine the optimum parameters of SVM, to avoid the blindness of choosing parameters. It can improve the prediction accuracy of the model. The results show that the classify accuracy of PSO-SVM is improved compared with SVM in which parameters are set according to experience. Then, the support vector machine classification interface is fitted to a curve, and the boundary conditions of fault diagnosis are obtained. Finally, diagnose algorithm is achieved through analyzing the centroid movement of features. According to Performance degradation data, degenerate trajectory model is established based on centroid location. And normal faults and performance degradation faults of diesel engine lubrication system are diagnosed. Results show that classification accuracy of the proposed PSO-SVM model achieved is 95.06% and 97.04% in two verify samples, it can meet the needs of fault diagnosis; and two typical faults and performance degradation fault of diesel engine can be diagnosed based on the proposed diagnosis method through simulation model based on AMESim.

Wang, Yingmin, Cui, Tao, Zhang, Fujun, Wang, Sufei, Gao, Hongli

Real World Fleet Test to Determine the Impact of Lower Viscosity Engine Oils from Heavy-Duty CNG and Diesel Buses. Part II: Oil Performance

2017-01-235110/8/2017

Low viscosity engine oils are considered a feasible solution for improving fuel economy in internal combustion engines (ICE). So, the aim of this study was to verify experimentally the performance of low viscosity engine oils regarding their degradation process and possible related engine wear, since the use of low viscosity engine oils could imply higher degradation rates and/or unwanted wear performance. Potential higher wear could result in a reduction in life cycle for the ICE, and higher degradation rates would be translated in a reduction of the oil drain period, both of them non-desired effects. In addition, currently limited data are available regarding “real-world” performance of low viscosity engine oils in a real service fleet. In this particular case, there were included out-of-the European Automobile Manufacturers' Association (ACEA) oil specifications in terms of HTHS dynamic viscosity, where low viscosity was considered (3.0 mPa·s), making this test highly interesting for industry. On this test, 49 buses were monitored using a deep and extensive oil analysis program, comprising two engine technologies (Diesel and CNG), four engine types and three different lubricants, two of them low viscosity engine oils and other two as a reference baseline, during an oil drain period of 30000 km, taking between 5 to 10 samples per bus. For every sample, a broad list of thermo-physical and chemical properties were measured, and specially engine wear was quantified using ICP-OES, in order to detect abnormal wear patterns in the engine. Results indicate that oil performance and wear effects do not show abnormal patterns due to use of low viscosity engine oils, even some parameters obtain a better performance because of higher quality formulation.

Tormos, Bernardo, Miró, Guillermo, Ramirez, Leonardo, Pérez, Tomás

Long Life Engine Oil in China

2017-01-235210/8/2017

Fuel economy, Emission regulation and extended oil drain intervals (ODI) are the three key driving forces for engine oil development. More and more attentions have been focused on long ODI diesel engine oil both from the domestic OEMs and oil suppliers, and the ODI was being periodically improved from a normal mileage of about 1×104 kilometers to 6/8/10×104 km or even 12×104 km just within several years on China market. Lots and lots of factors may affect the oil life including oil properties, engine technologies, after-treatment devices and engine working conditions and so on. While from the oil side, the main factors contribute to the oil drain intervals may be the oil nitration and oxidation, soot contamination, base number deterioration and sludge accumulation and etc. There are two strategies to extend the oil longevity applied currently. One is the use of slow-release lubricant additives filters, in which the additives are incorporated into the oil filters, which slowly release it into the oil at elevated engine temperatures. The main additives used were Base Number (BN) promoters and anti-oxidation (AO) reinforcements. The other way is to improve the oil performance with elaborating formula technologies to provide support for extension of engine oil drain intervals. Use of super base stocks and advanced additive system specifically tailored for ODI ensures its excellent performance all through the service life. At drain intervals up to several times those normally recommended, excellent engine wear, good TBN retention, oil-thickening and sludge control have been demonstrated the extension of oil drain intervals has no significant negative impact on engine durability. An example of one such long oil-drain-interval oil is given.

Liu, Gongde, Wang, Li, Zhang, Runxiang, Yang, Chao, Shao, Tengfei

Engine Oil Performance and Engine Service Classification (Other than "Energy Conserving")

J183_201708 (Historical)8/29/2017

This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Specification Advisory Committee (ILSAC), and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for initiating new classifications were developed through the cooperative efforts of the Alliance, API, ASTM, EMA, ILSAC, and SAE. New ILSAC classifications are developed using the procedure defined in API 1509 Annex C. New API “C” categories are added using the procedure defined in API 1509 Annex D. New API “S” categories are added by the API Lubricants Group.

Fuels and Lubricants TC 1 Engine Lubrication

Engine Oil Performance and Engine Service Classification (Other than “Energy Conserving”)

J183_201611 (Historical)11/22/2016

This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Specification Advisory Committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for initiating new classifications were developed through the cooperative efforts of the Alliance, API, ASTM, EMA, ILSAC, and SAE. New ILSAC classifications are developed using the procedure defined in API 1509 Annex C. New API “C” categories are added using the procedure defined in API 1509 Annex D. New API “S” categories are added by the API Lubricants Group.

Fuels and Lubricants TC 1 Engine Lubrication

Evaluation of Engine Oil Deterioration Using a Comb-Shaped Electrode

2016-01-231710/17/2016

At present, the lifetime of engine oil is judged by chemically measuring the changes in its properties while running of an actual vehicle or by setting the standards for its replacement cycle in terms of travel distance and time. The advantage of the former is that the lifetime can be judged with a high degree of reliability, but its disadvantage is that information on the lifetime is difficult for users to obtain. The problem with the latter is that the standards are unreliable. Therefore, users need a simple and reliable method to evaluate the degradation of engine oil so they can determine the appropriate time to change it. We examined the possibility of evaluating the lifetime of engine oil by measuring its capacitance using a comb-shaped electrode. As a result, we found that the capacitance of four types of engine oil collected at markets tended to decrease during the initial stage of degradation and then increased in the later stage. Thus, the lifetime of engine oil can be estimated with a high degree of reliability by continuously monitoring its capacitance using a comb-shaped electrode.

Kasai, Moritsugu, Yoshimura, Nao, Watanabe, Keiichi

Next Generation Diblock Viscosity Modifier for Heavy Duty Diesel Engine Lubricants

2016-01-231510/17/2016

An unprecedented global focus on the environment and greenhouse gases has driven recent government regulations on automotive emissions across the globe. To achieve this improvement, Original Equipment Manufacturers (OEMs) have advocated a progressive move towards the use of low viscosity grade oils. However, the use of lower viscosity grades should not compromise engine durability or wear protection. Viscosity modifiers (VM) - polymeric additive components used to tailor the lubricant’s viscometric properties - have been viewed as a key enabler for achieving the desirable balance between fuel economy and engine durability performance. Self-assembling diblock copolymers represent a unique class of VMs, which deliver superior shear stability due to their tunable association/dissociation in the lubricating oil. Superior shear stability ensures that the oil viscosity and its ability to offer reliable engine protection from wear is retained over the life of the oil in the engine. In addition, some polystyrene containing diblock VMs can help to boost soot dispersancy due to polystyrene block adsorption onto the soot surface. This additional feature helps in preventing soot aggregation, thereby maintaining lubricant viscosity within desirable range and potentially reducing soot induced abrasive wear in the engine. Here we present a next generation diblock VM designed for high quality base stock applications and its performance attributes in top-tier heavy duty diesel (HDD) formulations. In particular, we demonstrate shear stability and soot dispersancy credits of this VM in bench, engine and field tests, as well as the ability to formulate low viscosity oils without compromising engine durability.

Shen, Xiaobo, Taribagil, Rajiv, Briggs, Stuart, Goldmints, Isabella

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 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

Engine Oil Tests

J304_201606 (Historical)6/28/2016

The purpose of this SAE Information Report is to describe test conditions and performance evaluation factors for both diesel and gasoline engine tests. Specifically, the tests described in this document are used to measure the engine performance requirements for engine oils described by the API Service Categories described in API Publication 1509, ASTM D 4485, SAE J183, and SAE J1423 standards, U.S. military specifications, and ILSAC GF Standards.

Fuels and Lubricants TC 1 Engine Lubrication

Tribological Properties of Engine Lubricant With Nano-Copper Oxide as an Additive

2016-01-04874/5/2016

Anti-wear additives are mostly required to improve lubricant properties and hence tribological performance. Addition of nanoparticles to lubricant oils reduces friction and thus enhances the lubrication characteristics. The mechanism of friction reduction in friction could be justified by more than one method. In this work, copper oxide nano-material was added to the engine lubricant oil Mobil 1 SAE15W-40SF with 0.1% wt. concentration. Two new engines were used and operated for 1000 hours, where nanolubricant was added to one of them and regular lubricant was used in the other. Twelve samples were taken periodically from each engine. ASTM-D6595 spectrometry standard was used in order to measure the wear particles in the taken oil samples. Further investigation was done by doing more tests to some of the oil samples using Laser Net Fines Analyzer. Results showed an improvement in the friction properties through a reduction in wear rates in the case of using nano-additives. Basically a wear reduction is found for aluminum, iron and chromium wear particles by 48%, 11.5% and 42%, respectively. Also, an average reduction in amount of specific wear particle was found by 39%, 36% and 60% for cutting wear, severe sliding wear and fatigue wear, respectively. A relevant decrease in engine temperature is found as well.

Akl, Sayed Y., Abdel-Rehim, Ahmed A., Khafagy, Esraa A.

Physical and Chemical Properties of Engine Oils

J357_201601 (Current)1/19/2016

This SAE Information Report reviews the various physical and chemical properties of engine oils and provides references to test methods and standards used to measure these properties. It also includes general references on the subject of engine oils, base stocks, and additives.

Fuels and Lubricants TC 1 Engine Lubrication

Evaluation of Drain Life and Filtration of Engine Oil for New Gen-ICV's Operating in Extreme Conditions

2015-01-28769/29/2015

In tropical conditions, twelve numbers of ten ton intermediate commercial vehicles run at regular interval from zero to 60000 kilometer. Vehicle field run data were composed and analyzed with intended duty cycle for engine oil drain life estimation. The intermediate commercial vehicle trucks with sump capacity 0.083- 0.104 liter/HP and SAE 15W40 viscosity of oil meeting API CH-4, API CI-4+ from group-I and group-II base stocks are considered. The engine wear is more a function of silica concentration, load factor and age than the API category of the oil. Oil drain interval is found to be proportional to the sump volume for the same stress on the oil. Iron concentration and kinematic viscosity decide to be useful oil life with respect to the limits fixed by the engine manufacturer. In tropical conditions, field trials are carried out on 10 ton payload vehicles at higher temperature, humidity, dust levels and payload factor. API CI-4+ oil provide higher level of protection against soot related viscosity increase and viscosity loss due to shear. Kinematic viscosity @100 degree Celsius is within the limiting range of 11.5 to 18.5 centistoke. Total base number of a minimum of 9 and Max 11.5 is sufficient for BS-III and BS-IV fuel without affecting the oil drain interval. Wear elements like ferrous; copper; chromium; lead; aluminum and silicon Dirt (external) are also within limits. The analysis shows that the CI-4+ oils are best suited for the subject engines. The fresh new oil filter and oil filter run on reliability vehicle has been tested on filter test rig and comparative data have been analyzed. Also the effect of organic sludge; such as unburned fuel, soot, fuel deposits; solvents; and inorganic contamination; like dirt, dust, core sand and wear metal contamination on the filtration of engine oil have been investigated. Pressure drop across the filter and dust holding capacity were measured with respect to oil flow rate and analyzed.

Patil, Shankar, Mahesh, P, Sadagopan, Krishnan, Gokhul, Senniappan Arunachalam

Effect of Soot in Diesel Engine Oils on Lowering Friction

2015-01-20339/1/2015

Increased attention has been focused on fuel economy (FE) of passenger vehicle lubricants. For diesel engine oils, FE is significantly lost in service due to soot loading in oils which inhibits adsorption of friction modifier (FM) on rubbing metal surfaces. On the other hand, soot may have a positive aspect because this has a similar molecular structure to graphite which may have a possibility to work well as a solid lubricant, i.e., FM in oils. This suggests that management of soot in diesel engine oils could achieve lower frictional performance, and thus enhance further improvement of fuel economy. The impact of soot properties on friction coefficient by physical and chemical characterization of soot accumulated in diesel engine oils have been firstly discussed in our previous paper. In this paper, the frictional response was investigated in the presence of soot at various test conditions and surface roughness. This paper also discussed the mechanism, i.e., how soot in oils could be acting as FM to reduce friction coefficient based on lab friction test data.

Honda, Takashi, Ogano, Satoshi

The Effect of Ashless Additives for Non-Phosphorus and Non-Ash Engine Oil on Piston Detergency

2015-01-20319/1/2015

Recently, deposition of ash derived from engine oil on the surface of a diesel particle filter (DPF) has been reported to worsen the performance of the DPF. It is generally known that phosphorus in engine oil is adsorbed on the surface of an automotive exhaust catalyst and reduces the performance of the catalyst. Thus, the amounts of ash and phosphorus in engine oil have been decreased. We have developed a non-phosphorus and non-ash engine oil (NPNA) that does not contain metal-based detergents and zinc dialkyldithiophosphate (ZnDTP). We performed a performance test for NPNA using an actual engine and reported that the piston detergency and anti-wear performance of NPNA were sufficiently high. However, the piston detergency of NPNA required further improvement when engine running conditions were more severe. We performed a hot tube test to evaluate the piston detergency of NPNA at high temperatures and developed additives (ashless detergents) that did not contain ash (metallic elements).We then performed a Caterpillar 1N engine test that was regulated by American Society for Testing and Materials (ASTM) D6750, and we evaluated the piston detergency of NPNA, in which a candidate ashless detergent was mixed. The candidate ashless detergent considerably improved the weighted total demerit for 1N (WDN) and exhibited excellent piston detergency.

Kasai, Moritsugu, Yoshimura, Nao, Takashima, Yoriyuki, Terada, Izumi

The Effect of MoDTC for Improving the Fuel Economy of Diesel Engine Systems

2015-01-20329/1/2015

This study examines friction reducing and fuel economy improving performance of MoDTC with heavy duty diesel engine oil (HDDO) using several friction tests and fleet trucks. As a result, a fuel economy improvement of approximately 2 % was observed without any negative influence on the engines, and the friction reducing performance of MoDTC remained for more than 50,000km.

Yamamoto, Kenji, Umehara, Kazuhiro, Moriizumi, Yukiya, Iino, Shinji, Tanaka, Noriyoshi

Effect of Thermal Stability of Additives on Diesel Engine Piston Underside Deposit

2015-01-20369/1/2015

The interest on improving fuel efficiency of vehicles is increasing day by day. Fuel efficiency standard for diesel commercial vehicles such as buses and trucks was published in Japan. Using a fuel efficient engine lubricant is one of the effective paths and there are several 5W-30 diesel engine lubricants in Japanese market which are advertised to give a benefit on fuel efficiency against 10W-30 oil. During the development of 5W-30 fuel efficient diesel engine oil, it was revealed that the piston underside was significantly blackened by the detergency engine test (JASO M 336: 2014). In this paper, the causative agent which blackened the piston underside was investigated and the formulation to inhibit this blackening phenomenon was studied. Through several tests, it was considered that use of poly methacrylate based viscosity index improver and ester type friction modifier deteriorated detergency performance. However, by the addition of glycerol mono oleyl glycerol borate, effects of improving detergency and reducing friction coefficient were observed.

Ueda, Mao, Hanyuda, Kiyoshi, Kubo, Kouichi

A Study on Effects of Low Viscosity Engine Oil and MoDTC on Piston Friction Losses in a DI Diesel Engine

2015-01-20449/1/2015

The reduction of friction losses is a subject of central importance in a diesel engine. The piston frictions of low viscosity engine oil and molybdenum dialkyl dithiocarbamate (MoDTC) have been measured by floating liner method. It was found that the low viscosity engine oil lower than 5W-30 is not effective against the reduction of friction mean effective pressure (FMEP) related to the fuel consumption. MoDTC showed a good performance against the reduction of FMEP. In the friction measurement points, the reduction ratio of 10W-30 with MoDTC to 10W-30 was greater than that of 5W-30 to 10W-30.

Ito, Akemi, Chubachi, Yusuke, Yamamoto, Takumi, Tanaka, Noriyoshi, Moriizumi, Yukiya, Yari, Keisuke, Otterholm, Bengt

Classification of Energy Conserving Engine Oil and Resource Conserving Engine Oil for Passenger Cars, Vans, Sport Utility Vehicles, and Light-Duty Trucks

J1423_201502 (Historical)2/18/2015

Fuels and Lubricants TC 1 Engine Lubrication

Performance Optimization of Single Cylinder Diesel Engine Oil Pump through PRV and Rotor System

2015-26-00281/14/2015

Oil pump is one of the important engine parasitic loads which takes up engine power through crankshaft to deliver oil flow rate according to engine demand to maintain required oil pressure. The proper functioning of oil pump along with optimum design parameters over various operating conditions is considered for required engine oil pressure. Pressure relief passage is also critical from design point of view as it maintains the required oil pressure in the engine. Optimal levels of oil pressure and flow are very important for satisfied performance and lubrication of various engine parts. Low oil pressure will lead to seizure of engine and high oil pressure leads to failure of oil filters, gasket sealing, etc. Optimization of pressure relief passage area along with other internal systems will also reduce the power consumed by the pump. Hence, the various oil pump critical design metrics are reviewed for single cylinder diesel engine to have optimal performance along with reduced power consumption without reduction in the oil pressure at the main oil gallery. This design was validated in the engine against the current and optimized design.

Loganathan, S., Esakkimuthu, P, Srivatsan, M, Anand, M

Taking Heavy Duty Diesel Engine Oil Performance to the Next Level, Part 2: Optimizing for Universal Applicability

2014-01-279510/13/2014

Advancement in Heavy Duty Diesel Engine Oils has, for approximately two decades, been driven by the ever more stringent emission legislation for NOx and Particulates. Over the last few years, the focus has shifted to reducing CO2 emissions and reducing operating cost by improving the engine's fuel economy. With fuel economy as an important new technology driver, the industry is exploring and introducing diesel engine oils of viscosity grades that used to be applied solely in passenger car engines, such as SAE 10W-30 and even SAE 5W-30. To avoid misapplication, API has decided that heavy duty diesel engine oils, most of which are formulated close to the maximum 0.12% phosphorus limit in the API C specification, can no longer add the API S gasoline engine claim. The only way to create a lubricant that carries both an API C and S claim for mixed fleet or municipality application, is to formulate at less than 0.08% phosphorus, a limit that was adopted in API S specifications because there are indications that phosphorus may foul three-way catalysts used with gasoline engines to control tailpipe emissions. And there lies the dilemma. The market wants to move to lower viscosity grades and maintain all the capabilities that current diesel engine oils exhibit, including universal applicability in both diesel and gasoline engines, and the robustness that is required for extended drain capability and engine durability. The conclusion seems obvious: A real performance upgrade to maintain engine durability despite lower viscosity and a lower phosphorus limit, is necessary. This publication describes the steps that were taken to successfully meet the seemingly contradicting demands of tomorrow's diesel engine oils, and thereby takes the performance of a new generation of diesel engine oils to the next level.

van Dam, Wim, Booth, James, Pitta, Jimmy, Parsons, Gary

Effect of Sulfated Ash in Lubricant on the Performance and Durability of Diesel Particulate Filter (DPF)

2014-01-279610/13/2014

In order to study and evaluate the effect of sulfated ash in different diesel engine lubricants on the performance and durability of diesel particulate filter (DPF), the two engine oils of API CI-4 and CJ-4 with different sulfated ash levels are used respectively in the durability tests of two DPF systems. Moreover, the pressure drop, ash loading and filtration efficiency of the two DPFs, deposits in the inlets and outlets of the DPFs, intake flow rate and fuel consumption rates of engine are measured and compared. The test results show that: Compared to the API CI-4 which has more ash in the formulation than the API CJ-4, the API CJ-4 shows a markedly excellent performance on the lower ash loading and longer service interval and life for DPF, as well as lower fuel consumption rate for the diesel engine with DPF.

Zhu, Heju, Li, Wanying, Tao, Hanguo, Li, Jun, Sui, Xiuhua

Field and Bench Study of Shear Stability of Heavy Duty Diesel Lubricants

2014-01-279110/13/2014

Global environmental and economic concerns of today's world dictate strict requirements for modern heavy duty engines, especially in emissions, noise control, power generation, and extended oil drain intervals. These requirements lead to increased stresses imposed on lubricants in modern heavy duty engines. At the same time, the original equipment manufacturers (OEMs) desire additional fuel economy from the lubricating oil, requiring the use of lower viscosity lubricants to minimize frictional losses in the engine. These lower viscosity oils are subjected to increased stresses in the engine and need to provide robust performance throughout their lifetime in order to protect engine parts from wear and damage. One of the most important lubricant qualities is to maintain viscosity throughout the drain interval and thus provide continuous engine protection. Multi-grade engine oils contain polymeric viscosity modifiers that can be mechanically sheared in the high shear environment of the engine with a resulting drop in viscosity. We evaluate the viscosity behavior of the oils formulated with various viscosity modifiers and the corresponding engine wear in modern Heavy Duty Diesel (HDD) engines in a field trial. The correlation between mechanical shear in the engine and that in the bench test is confirmed. The effect of shear on kinematic viscosity at 100 °C (KV100) and high temperature high shear viscosity at 150 °C (HTHSV150) of both high and low viscosity oils is analyzed.

Cui, Jun, Oberoi, Sonia, Goldmints, Isabella, Briggs, Stuart

Impact of Boundary Lubrication Performance of Engine Oils on Friction at Piston Ring-Cylinder Liner Interface

2014-01-278710/13/2014

To explore the measures that can be used to improve the fuel economy of internal combustion engines, we investigated how friction at the piston ring-cylinder liner interface is influenced by the boundary lubrication performance of engine oils. We formulated several engine oils with varying boundary lubrication performance and tested them for ring-liner friction by using a floating liner friction tester. We used friction modifiers (FMs) to modify the boundary lubrication performance of engine oils. We found that ring-liner friction is well correlated with the friction coefficients in boundary lubrication regimes when measured by a laboratory friction tester. We also found that the impact of the boundary lubrication performance of engine oils was emphasized in low viscosity engine oils. It makes it possible for improved boundary lubrication performance to inhibit or overcome the viscosity reduction-induced increase of friction energy. These results suggest that FM formulation is as important as viscosity modification for next-generation engine oils to achieve better fuel economy.

Tamura, Kazushi, Kasai, Moritsugu, Nakamura, Yukinobu, Enomoto, Tomoyuki

Optimization of Tribodynamic Effects to Improve the Reduction Potential of Particulate Matter Concentrations in the Exhaust Gas of Large Two Stroke Marine Diesel Engines

2014-01-284410/13/2014

Understanding tribodynamic effects is crucial when aiming to reduce lube oil consumption and related exhaust gas emissions. This report briefly describes the lubrication concept of large two stroke marine diesel engines and different contributors to the lube oil balance of such an engine. Addressing possible measures to influence the contribution of lubrication system parameters on exhaust gas emissions requires a detailed analysis of possible actions to achieve the expected improvement. Activities to enhance lubrication system performance concentrate on: Modifications of relevant engine components The application of experimentally gained data to support computational simulation models The application of suitable validation approaches This report in particular highlights piston ring pack optimizations on basis of computational simulation. One major step in developing a new piston ring pack dynamic simulation tool was achieved by implementing two stroke engine specific measurement results of general engine performance data, as well as complex information of tribo- and gas-dynamic effects on piston ring motion and lube oil film. This report consequently describes experiments which were performed to validate piston ring pack performance in a full scale engine test and lead to improved understanding of tribodynamic effects.

Stark, Matthias, Mittler, Richard

Exhaust Emission Characteristics of Diesel Engine Using Jatropha Crude Oil Blends

2014-01-277010/13/2014

Jatropha biofuel is promising renewal oil to produce biodiesel fuel through transesterification method which is shown in many papers. The ideal diesel alternative fuel obtained considering Jatropha as materials is Fatty Acid Methyl Ester (FAME). It is more desirable than the viewpoint of economical efficiency and CO2 control to operate a diesel engine with Jatropha crude (JC) oil. It is the purpose of this research to examine a possibility of using advantageous JC oil direct use as diesel engine fuel, in consideration of the sustainable production of the Jatropha biofuel in Mozambique. The adaptability to the diesel engine of diesel oil and the mixed fuel of JC was examined. Jatropha crude oil contains phorbol ester (PEs) which is a promoter of cancer. Measurement of the concentration of PEs in an exhaust gas was performed using High Performance Liquid Chromatography (HPLC). Skip cycle operation was performed for diesel engine with an electronically-controlled fuel injection system, and it was checked that the PEs concentration in the exhaust gas in low load operation which imitated cold starting condition. As a result of conducting the experiment by the JC mixed fuel up to JC60 had little influence on indicated thermal efficiency and the exhaust gas components except PM, and it has checked the possibility of utilization. However, PM in an exhaust gas increased in proportion to the mixed ratio of JC. Also in the skip cycle which imitated cold starting, it checked that the PEs concentration in an exhaust gas was below a detection limit.

Kato, Satoshi, Kobashi, Yoshimitsu, Suzuki, Yasumitsu, Tosa, Koji, Asaka, Katsuyoshi, Macamo, Alberto

Lubricant Oil Service Interval Strategy for PROCONVE P7 Diesel Commercial Vehicles

2014-36-01669/30/2014

This paper describes the strategy of lubricant oil service interval for commercial truck based on new engine technology (PROCONVE P7), the fleet owner's needs, vehicle typical application route, operational costs related to oil change, design of oil pan to adequate the oil volume and lubricant oil available technology. In result, this analysis shows the best annual operational cost for customer in terms of oil change.

Gerulaitis, Carla K. Mauerberg, Gomes, Cleber Willian, Carpenito, Paulo

Studying Synthesis of Thermally and Chemically Modified Plant Oil and their Tribological Evaluation for Use as a Base Stock for Environmentally Friendly Bio-Lubricant

2014-01-14774/1/2014

The world today is facing severe oil crisis and environmental pollution, thus there is a great urgency of developing and applying bio based products as a substitute to mineral oil based products. Rapid industrialization and automation in the last decade has increased the demand of mineral oil based lubricant that will get exhausted in the years to come. Also in addition to the above fact, the biodegradability of mineral-oil based lubricants is around 25% maximum. About 50% of all lubricants sold worldwide end up in the Environment. Due to extensive use of mineral oil based lubricants, several environmental issues such as surface water and groundwater contamination, Air pollution, soil contamination, agricultural product and food contamination are emerging very rapidly. This has led the researchers to look for plant oil based bio- lubricant as an alternative to mineral oil based lubricant. Vegetable oils are renewable raw materials that possess certain excellent frictional properties e.g. good lubricity, low volatility, high viscosity index, solvency for lubricant additives, and easy miscibility with other fluids etc. However, a high degree of multiple C-C unsaturation in the fatty acid (FA) chain of vegetable oils causes poor thermal and oxidative stability. This fact confines their use as lubricants to a modest range of temperature. In the current work for formulation of biodegradable lubricants simple esterification reaction was carried out between crude orange peel oil (OPO) and higher alcohols (butanol and octanol) to form orange peel oil butyl ester (OPOBE) and orange peel oil octyl ester (OPOOE).Also orange peel oil (OPO) was chemically modified via epoxidation to formulate chemically modified orange peel oil (CMOPO) to increase oxidative stability of orange peel oil. Also to these formulations bio-additive packages were added to improve some of the properties. Finally all the formulated bio-lubricants were subjected to various tribological tests viz. evaporative loss, viscosity index, iodine value, pour point, oxidation stability and four ball wear test. Results were analyzed and compared with conventional synthetic lubricant SAE 20W40.The plant oil based formulations showed promising properties to justify themselves to be an excellent substitute to conventional SAE 20W40 oil.

Pathak, Varun, Gupta, Dileep, Kumar, Naveen

Investigating the Effect of Carbon Nanoparticles on the Viscosity of Lubricant Oil from Light Duty Automotive Diesel Engines

2014-01-14814/1/2014

The influence of size and concentration of carbon nanoparticle on the viscosity of an SAE 5W-30 lubricant oil has been investigated experimentally. Data were collected for oil samples drawn from sump of light duty automotive diesel engines. The average size of soot particles in the used oil samples was in the range of 180-320nm with concentrations ranging from 0 to 2 percentage by weight (wt. %.). A Brookfield DV-II Pro rotary viscometer was used to measure dynamic viscosity at low shear rates and temperatures of 40°C and 90°C. Nanoparticle concentration and particle size distribution were evaluated using Thermo-Gravimetric Analysis (TGA) and Dynamic Light Scattering (DLS) respectively. The viscosity of suspensions of graphite powder in lubricant oil was also investigated for concentrations ranging from 0 to 2 wt. %. The results show that dynamic viscosity increases with increasing soot content and decreasing temperature. Particle size effects are more significant for high soot content. Lubricant oil samples with graphite particles with an average size of 1000nm in suspension shows a viscosity enhancement as function of weight percentage and similar to diesel sooted oil samples.

Asango, Achombili, La Rocca, Antonino, Shayler, Paul

Characterization of PU Foam for High Temperature Applications in Automobiles

2014-01-10354/1/2014

Due to continuous demands from OEM's to reduce weight and make more compact vehicles, high heat generation from vehicle has become common phenomenon. Thermal insulation is a need of the hour to cater to such demands. The temperature rise is more critical around engine areas. OEM's use many design solutions to cater to such heat build up's. One of the design solutions includes use of thermally insulating materials e.g. Foams, insulating fabrics etc… First section of this paper deals with comparative study of polyurethane (PU) soft foam and rigid skin polyurethane foam. To define the base line, the samples were subjected to various tests to determine physical, thermal and chemical properties. Also both the types of foams were subjected to high temperature and low temperature heat ageing. From the experiments, it was observed that soft PU foam provides better re-bounce property than rigid skin PU foam. This is an important property to be considered, when foam is subjected to compression load during fitment. Foam would regain its shape and size on removal of load and hence provides better stability. Also, thermal conductivity of both the foams is compared to check for their ability to provide thermal insulation. Based on above results, soft PU foam was further tested for performance level tests to understand the foam behavior under simulated thermal test conditions. The thermal test method was developed to simulate heat generation during actual driving conditions. Foam was also subjected to physical test till failure including compression set. The test results are discussed and concluded for selection of better foam for the under the hood application. The results of this study were useful for determining optimum foam structure providing good insulation with lower weight.

Mehta, Shruti, Hatwalne, Mrunal, Dhule, Mangesh

Extended Shear Stability of Viscosity Index Improvers in Lubricating Oils

2014-01-14834/1/2014

The ability of oil to retain its viscometric properties is particularly important in Heavy Duty Engine Oil applications to prevent wear and maintain intended levels of oil pressure. It is known that mechanical shearing of the oil, fuel dilution, oil oxidation and soot level all affect the aged oil kinematic viscosity at 100°C (KV100). For API CJ-4, as well as for many OEMs, an oil's KV100 must stay within the original viscosity grade as defined by SAE J300 after 90 cycles in the Kurt-Orbahn (KO) apparatus. This study investigates the effect of polymer chemistry and structure on extended shear stability of lubricating oils by evaluating the performance of two Viscosity Index Improver (VII) chemistries, Olefin Copolymer (OCP) and Hydrogenated Styrene Isoprene (HSI), under more severe shearing conditions than required for CJ-4. These technologies were evaluated in the KO shear test up to 700 cycles and the KRL shear test up to 8 hours. The KRL has been proposed as a possible alternative to the KO test, and extended KO shearing beyond 90 cycles provides a better indicator than the standard 90 cycle test for performance under severe conditions, as demonstrated by historical field test data. The rate of viscosity loss for OCPs diminishes to a low plateau after 90 cycles in the KO test, while viscosity loss with HSI chemistry continues at a high steady rate well beyond 90 cycles. The difference between chemistries is attributed to polymer structure and molecular weight. In conclusion, OCP chemistry is found to provide advantages in retaining viscosity after extended shear.

Sims, Carrie B., Sepehr, Maryam, Sztenderowicz, Mark, Boffa, Alexander

Fuel Property Effects on Oil Dilution in Diesel Engines

2013-01-268010/14/2013

Light-duty diesel vehicles that make use of a diesel particulate filter (DPF) generally require periodic active regenerations. This is achieved by late, in-cylinder post-injections designed to add unburned fuel into the exhaust system to raise the DPF temperature and burn off the soot. These late injections do not atomise and evaporate as readily as during normal combustion causing a portion of this fuel to impinge on the cylinder wall and wash down, with the engine oil, into the sump. This can result in degradation of the engine oil which could lead to increased engine wear and/or engine failure. When investigating which fuel properties have an effect on oil dilution, most literature suggests high final boiling point fuels increase fuel addition rates to engine oil. Through the use of accelerated oil dilution testing on an engine test bench, the findings of this paper suggest that a fuel with low viscosity, density and surface tension, and high front-end volatility (which are linked to fuel spray droplet size and associated in-cylinder droplet evaporation rates) is better correlated with low fuel addition rates to engine oil. Fuel subtraction is where fuel is evaporated out of the engine oil during elevated oil temperatures which is a different phenomenon to fuel addition. Fuel subtraction rates were shown to follow the derivative of the back-end of a fuel's distillation curve (percentage volume distilled with respect to temperature). Blends and neat forms of diesel fuels derived from crude oil, gas-to-liquids (GTL), coal-to-liquids (CTL), rapeseed methyl ester (RME) and soya bean methyl ester (SME) were used. GTL and CTL diesel resulted in significantly reduced oil dilution when compared to the other fuels used in this study.

Wattrus, Mark

Influence of Shear-Thinning of Polymer-Containing Engine Oils on Friction at the Piston Ring-Cylinder Liner Interface

2013-01-256710/14/2013

Friction loss at the piston ring-cylinder liner interface in an internal combustion engine strongly affects the fuel economy of automobiles. However, the relationships between viscosity characteristics of engine oils and friction at ring-liner interface are not well understood. In this study, we experimentally measured ring-liner friction using a floating liner method with various formulations of engine oils. Two types of engine oils were tested: Non-Newtonian oils that contain polymer additive viscosity modifiers (VMs) and Newtonian VM-free oils. We first tested VM-free oils with different base oil viscosities and found that the dominant friction energy mechanism changed from hydrodynamic lubrication to mixed lubrication as engine oil viscosity or piston speed were decreased. Friction energy reached a minimum at this transition point. We then tested VM-containing oil with different VM composition and found a relatively higher friction loss with VM-containing engine oils than with their VM-free counterparts in a mixed lubrication regime at the same low-shear viscosity. The relationships between effective viscosity and shear rate of VM-containing oils, measured through a high-shear viscometer, allowed us to estimate shear rate at the ring-liner interface. The most probable shear rate is consistent with the shear rate estimated from piston velocity and surface roughness, indicating that shear-thinning occurs at the ring-liner interface. These results suggest that shear-thinning can reduce fuel economy and durability in a mixed lubrication regime. Therefore, next-generation engine oils might need careful adjustment in viscosity and/or friction modifiers to improve their boundary friction performance.

Tamura, Kazushi, Kasai, Moritsugu, Nakamura, Yukinobu, Enomoto, Tomoyuki

Engine Oil Performance and Engine Service Classification (Other than "Energy Conserving")

J183_201309 (Historical)

9/4/2013

This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Specification Advisory Committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for initiating new classifications were developed through the cooperative efforts of the Alliance, API, ASTM, EMA, ILSAC, and SAE. New ILSAC classifications are developed using the procedure defined in API 1509 Appendix C. New API “C” categories are added using the procedure defined in API 1509 Appendix D. New API “S” categories are added by the API Lubricants Group.

Fuels and Lubricants TC 1 Engine Lubrication

Experimental Study the Influence of EP Antiwear Additive on Particle Emissions in Diesel Engines

2013-01-15664/8/2013

We studied the influence of extreme pressure (EP) antiwear additive on the emission and distribution of particulate matters (PMs), since EP antiwear additive is necessary to improve the property of lubricating oil with the downsizing development of engines. We used a four-cylinder, turbocharged, and inter-cooled system with SAE15W-40 lubricant diesel engine. Pure diesel and fuel blends with varying weight percentages (0.5%, 1.0%, and 1.5%) of EP antiwear additive were used. Engine speed increased by increments of 400 from 1,200 rpm to 2,800 rpm under medium load and full load. The DMS500 was used to acquire particle data, and the Wave Book was employed to record oil and cylinder pressure. Conclusions drawn from the experiments suggest that EP antiwear additive has significant effects on PM emissions and distributions. Increments and decrements were observed on the number of accumulation mode particles and nucleation mode particles with BDAW-0.5. By contrast, the number of nucleation mode and accumulation mode particles increased when BDAW-1.0 and BDAW-1.5 were burned. The deterioration of accumulated PM enables the absorption of nucleation mode particles; however, the absorption capacity is limited. Thus, the emission of nucleation mode particles was optimized even though the number of accumulation mode particles increased with BDAW-0.5 and deteriorated with BDAW-1.0 and BDAW-1.5. The sulfur content in EP antiwear additive can affect the emission of nucleation mode particles. Furthermore, the high viscosity and flash point of EP antiwear additive can reduce volatility and atomization, significantly influences the emission of accumulation mode particles.

Liang, Xingyu, Wang, Yuesen, Shu, Ge-Qun, dong, lihui, Yang, Kang, Chen, Yu

Lubricating Oil, Internal Combustion Engine, Military Combat/Tactical Service

J2359_201302 (Current)2/25/2013

This SAE Standard covers engine military oils suitable for lubrication of reciprocating internal combustion engines of both spark-ignition and compression-ignition types, and for power transmission fluid applications in combat/tactical service equipment (see 7.1). This document is equivalent to MIL-PRF-2104G when all requirements are met.

Fuels and Lubricants TC 1 Engine Lubrication

Lubricating Oil, Internal Combustion Engine, Preservation Break-In

J2361_201302 (Current)2/25/2013

This SAE Standard covers military engine oils suitable for preservation, break-in, and lubrication of reciprocating internal combustion engines of both spark-ignition and compression-ignition types and of power transmission fluid applications in equipment used in combat/tactical service (see 7.1). This document is equivalent to MIL-L-21260 when all requirements are met.

Fuels and Lubricants TC 1 Engine Lubrication

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