Dia dos Lubrificantes

Instituto Superior Técnico

Silver Training
Course contents

Function of a Lube
Base Oils
Lubricant Characteristics
Additives
Engine Fundamentals
When Lubrication Fails
Specifications
Fuel Economy & Emissions
Alternative Fuels

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1. Function of a lube
Lubricants: Friction & Wear
1. Function of a lube
Silver Training
Why do we use Lubricants?

A lubricant is any material that has the effect of reducing friction

By reducing friction, you reduce heat, noise and most importantly wear

REDUCE FRICTION

Reduce Heat Reduce Wear Reduce Noise

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What is Friction?

Friction – the resistance to motion when one

object is moved against another

STATIC
KINETIC..
ROLLING..

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What is wear?

Wear - the loss or destruction of surface material

Types of wear:
Abrasive
Adhesive
Corrosive
Pitting
Cavitation

Asperity contacts –
high coefficient
of friction

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How do we reduce friction and wear with lubricants?

Separating surfaces with a fluid film2

Fluid film separates asperities

Asperity contacts –
high coefficient
of friction

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Lubrication Regimes

Four major regimes are:

Hydrodynamic

Increasing
Elasto-hydrodynamic

severity
Thin film or Mixed
Boundary

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Hydrodynamic regime

Hydrodynamic Pressure

Stationary Surface

Liquid ‘wedge’ formed under the

inclined plate causes lift

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Hydrodynamic regime

Low Load
High speed

Laminar
Flow

Static

Lubricant film thickness greater

than surface asperities

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Mixed regime

High load
Low speed

Some surface contact

Lubricant film thickness of similar

order to surface asperities

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Boundary

Very High Load

Very low speed

Lubricant Film

Surface Contact

Lubricant film thickness less

than surface asperities

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Elasto-hydrodynamic

Example:
Loaded Gears
Extremely thin film between two surfaces due to high
loads – one or both of the surfaces undergo elastic
deformation

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The Stribeck curve

Lubrication Regimes

Boundary
Mixed
Hydrodynamic

Friction

Minimum Friction

Film Thickness

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Other Functions of a Lubricant
1. Function of a lube
Silver Training
Other Functions of a Lubricant

Protects Cools Contains

Cleans Seals

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Protects

Thin film prevents metal to

metal contact

Protects high load

surfaces where oil is
“wiped” from the metal

Prevents corrosion of iron,

copper, aluminium, lead
and other metals

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Cools

Lubricant dissipates heat generated

through combustion & friction
Up to 350°C in piston area

Supplements primary cooling system

Water cooled engines
Air cooled engines

In cooling hot metal the lubricant must

not oxidise itself

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Contains

Deposits must be kept in suspension

Stop formation of large particles that

block filters

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Cleans

Clean pistons are essential to allow

free action of piston rings and
access of the lubricant to the hot
spots

Clean filters are essential to allow

free passage of oils to the bearings

Oil ways need to be clear for

lubricant to reach engine
components quickly

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Seals

The lubricant must act as a seal between

the piston rings, piston and cylinder wall to
help maintain combustion chamber
pressure and minimize blow-by.

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2. Refining & Base Oils
Silver Training
Typical Engine Oil Composition

Base Oils 80%

Viscosity Modifier 10%

Additive Package 10%

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 Base Oils
2. Refining & Base Oils
Silver Training
Where do base oils come from?

A product of Crude Oil refining

Crude oils contain Hydrocarbons
Molecules consisting of Carbon
and Hydrogen

Carbon 84%
Hydrogen 14%
Sulphur 1-3%
Nitrogen <1%
Oxygen <1%
Metals <1%
Salts <1%

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Crude Oil - Classification

Crude oils can be classified both by their sulphur

content and their hydrocarbon structure

Sulphur content – “Sweet” or “Sour”

Sulphur has some inherent lubricating properties
but refiners remove it because it is harmful to
their equipment

Hydrocarbon structure – Paraffinic, Naphthenic, or

Aromatic

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Crude Oil Hydrocarbon type

Paraffinic

Aromatic Naphthenic

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Crude Oil Sources

Crude oil is extracted from

the earth and then
transported to refineries
via pipelines or tankers

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Producing Base oils from Crude

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Fractional Distillation

Gas and light LPG

fractions
Ethylene

Gasoline

Light diesel

Heavy diesel
Mineral base oil
Asphalt
Crude oil Distillation unit

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Mineral & Synthetic Base Oils

Synthetic
Ethylene Synthesis (PAO)
base oil

Hydro-cracker Synthetic*
base oil

De-waxing Highly
Mineral refined
base oil Unit
mineral
base oil

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Base Oil Classification

Mineral and Synthetic are general groupings.

API Base Oils Groupings provide more detailed
classification:

Synthetics Group V

Group IV

Synthetics*
Group III

Minerals Group II

Group I

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API Base Stock Grouping

Classification based on 3 key factors – Saturates, Sulphur and VI

Group I
Saturates < 90% and/ or Sulfur > 0.03% and Viscosity Index
≥ 80 to <120
Group II
Saturates ≥ 90% and Sulfur ≤ 0.03% and Viscosity Index
≥ 80 to <120
Group III
Saturates ≥ 90% Sulfur ≤ 0.03% and Viscosity Index ≥ 120
Group IV
Poly Alpha Olefins (PAO)
Group V
All other not included above

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Mineral vs. Synthetic

Key difference between mineral and synthetic base oils:

Conventional base oil is made using refining techniques

to remove or reduce undesirable components
Synthetic process is far more extensive, altering the
chemical structure of the base oil
Select feed stocks
Rearrange
Break molecules
Re-build

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Synthetic Base Oil

Synthetic base oils are “tailored” to provide

consistent & predictable superior performance

Excellent performance over a range of

temperatures
Ability to flow easily at low temperatures
Lower volatility

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Part Synthetic Products

Mineral Synthetic

Mineral

> 10% Synthetic

Additive & VM

Part Synthetic

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Synthetic Performance
2. Refining & Base Oils
Silver Training
Synthetic Performance

Improve component cleanliness & reduce wear

Longer service life

Reduce servicing & downtime through flexible

drain intervals
Improve productivity

Reduce fuel costs

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Cleanliness

Initial Boost, Bar 2.5 25

Loss of Boost, %
2 20
Initial Boost, Bar

Loss of Boost,%
1.5 15

1 10

0.5 5

0 0
Mineral Part Full
synthetic synthetic
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Cleanliness

Full Synthetic ATF

Part Synthetic ATF

Torque Converters after 600 hrs in GM Oxidation Test

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Durability

Big end Bearings

Inspection at end of trial : 3 x 100,000 km drain

Typical piston

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Wear Control
Wear, nm
2000
Mineral Synthetic

1500

1000

500

0
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Low temperature performance

100
90
Total Shifting force, N

80
70
60
50
40
30
20
10
0
25°C -15°C

Syntrans SAE 75W-85 Mineral SAE 80

Easier gear shifting at low temperatures

Better protection for the gearbox from start-up

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Fuel Efficiency

Total Synthetic Concept

4
% Fuel Economy vs 15W40

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3. Lubricant Characteristics
Silver Training
Contents

Viscosity
Multigrade oils
Measuring viscosity
Viscosity index

Other Attributes
Volatility
Sulphated Ash / TBN / TAN
Foam
Pour point
Flash point

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 Viscosity
3. Lubricant Characteristics
Silver Training
What is Viscosity?

Low Viscosity High Viscosity

Viscosity = Resistance to Flow

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Viscosity

Temperature

Low High
Viscosity varies as the
fluid temperature changes

High temp = low

viscosity
Low temp = high
viscosity

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Viscosity Classification

SAE “W” (W means Winter) viscosity

measurements are conducted at cold
temperatures.

SAE 10W Range

0W 5W 10W 15W 20W

Thinner Thicker

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Viscosity Classification

SAE high temperature viscosity

measurements are conducted at 100°C, the
approximate engine operating temperature

SAE 40 Range

20 30 40 50 60

Thinner Thicker

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Traditional monogrades

Low viscosity
SAE 10W
for winter
SAE 20W
(Thin)

SAE 30
High viscosity
SAE 40 for summer
SAE 50 (Thick)

Had to change the oil twice a year!

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Multigrade oils

An oil whose flow characteristics are defined at

both high and low temperatures

SAE 10W - 30
Low Temp High Temp

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Monograde v Multigrade

Too Thick for Proper

Low Temperature Flow
THICK OIL

Good Low and High

SAE 30 Temperature
Performance

10W-30

Increasing Very Thin at

Viscosity SAE 10W
THIN OIL High Temps

COLD Temperature HOT

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Viscosity Index

Viscosity (log)
1000
800
600

400

200

20 40 60 80 100 120 140

Lube 1 Lube 2 Temperature
High VI Low VI

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SAE J300 - Viscosity Grades Engine Oils

SAE = Society of Automotive Engineers

Low Temperature Low Temperature High Shear
Kinematic Viscosity
SAE Cranking Pumping Viscosity Viscosity, (cP) at
°C (cSt)
at 100°
Viscosity Max. °C & 10 S
150°
Max. (cP) (cP) Min Max Min

0W 6200 at -35 60,000 at -40 3.8 - -

5W 6600 at -30 60,000 at -35 3.8 - -
10W 7000 at -25 60,000 at -30 4.1 - -
15W 7000 at -20 60,000 at -25 5.6 - -
20W 9500 at -15 60,000 at -20 5.6 - -
25W 13000 at -10 60,000 at -15 9.3 - -

20 - - 5.6 Less than 9.3 2.6

30 - - 9.3 Less than 12.5 2.9
40 - - 12.5 Less than 16.3 2.9*
40 - - 12.5 Less than 16.3 3.7**
50 - - 16.3 Less than 21.9 3.7
60 - - 21.9 Less than 26.1 3.7

* 0W-40, 5W-40 and 10W-40 grades ** 15W-40, 20W-40, 25W-40, 40 grades)

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Measurement of Viscosity

Viscosity can be measured in different

ways
Kinematic viscosity
Centistokes (cSt)
Dynamic viscosity
Centipoise (cP)

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Kinematic Viscosity

KV100

°C

D
A KV40

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Dynamic Viscosity - HTHS

High Temperature, High Shear (HTHS)

Bearing Lubricant Regime

150°C

Industry Minimum 3.5 cP

Shear Rate 106 s-1

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Cold temperature viscosity – CCS & MRV

Cold Crank Simulator (CCS)

Cold Start Conditions
+C

°
C

-C
Test temperatures
Shear Rate 104 s-1 from 0 to -35°C

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Comparing different scales

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The trend to lower viscosity oils

Mono
50

Viscosity 10W-40
Grade

0W-30
5W-30

1965 1985 2005

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Other Attributes
3. Lubricant Characteristics
Silver Training
Volatility - Noack

Low volatility is important for minimising top-up

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TAN and TBN

TAN = Acid content

TAN = Total acid number

TBN = Total base number

TBN will deplete over time

TAN will increase as oil degrades

TBN = Base content

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Sulphated Ash

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Foam

Oil’s resistance
to foaming

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Pour Point

Room Temperature

- 27°C

- 30°C

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Flash Point

Cleveland Open Cup (COC)

Pensky-Martens Closed Cup (PMCC)

HEAT

New Engine Oil >200 °C

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4. Additives
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Typical Engine Oil Composition

Tailored formulations
Differing treat rates
(percentages)
Base Oils 80% Differing additive types

Viscosity Modifier 10%

Additive Package 10%

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Engine Oil Additives

What does a lubricant additive do?

Modify chemical structure of lubricant
Enhance
Protect

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Contents

Modifiers
VI improvers
Pour point depressants
Oil Protectors
Anti Oxidants
Anti Foam
Surface Protectors
Detergents
Dispersants
Anti Wear
Friction Modifiers
Extreme Pressure
Corrosion inhibitor

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Modifiers
4. Additives
Silver Training
Engine Oil components

Base Oils 80%

Viscosity Modifier 10%

Additive Package 10%

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Viscosity Index Improvers

Role
Reduce change in viscosity with
temperature

Function
Allow thinner base oils to be used
whilst maintaining viscosity at high
temperatures

Other names
Viscosity Modifier (VM)
Polymer

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Viscosity Index Improvers – Mode of Action

Minimal thickening Maximum thickening

effect effect

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Viscosity Modifier - Polymer Structures

Ethylene-Propylene (OCP):

Polymethacrylate:
O O O O O O O
OR OR OR OR OR OR OR

Styrene-Isoprene:

Styrene-Isoprene Star:

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Viscosity Index Improver Performance

Ensures that the oil can

work effectively in both
high and low temperatures

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Pour Point Depressants

Role
Allow oil to flow freely at extremely low
temperatures

Function
Keep oil in a liquid phase and suppress
crystallisation

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Pour Point Depressants – Mode of Action

Characteristics
Prevent large wax crystals forming at low temperature
Promote formation of small, free moving particles

Large 3D Small
Crystals Crystals

Crystal formation
interrupted

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Pour Point Depressant Performance

Free flowing oil in even the most extreme cold conditions

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Oil Protectors
4. Additives
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Anti-Oxidants

Role
Slow down degradation of oil as a
result of exposure to high temperature

Function
Prevent oxidative thickening
Maintain acid neutralisation capability
of the oil

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Anti-oxidants – Mode of Action

Characteristics
React with aggressive
compounds in the oil to make
them inactive
Slow the natural rate of oxidation

+ + = Oxidation

Oxygen Heat Combustion by-products

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Anti-Oxidant Performance

Slow down oil degradation

Reduce formation of deposits

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Anti-Foam

Role:
Prevent foaming of the oil in
operation

Function:
Reduce air entrainment
Encourage formation of large
bubbles

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Antifoam Agents – Mode of Action

Strengthen the surface

tension of the air bubbles

Large bubbles collapse more

easily and disperse readily

Performance

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Surface Protectors
4. Additives
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Detergents

Role:
Surface cleaning agents

Functions:
Maintain cleanliness of internal engine
parts
Reduce deposit build up
Neutralize acids
Sulfur and Nitrogen acids from
combustion
Organic acids from oxidation
Inhibit oxidation (2nd function)

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Detergents Mode of Action

Keeping Metal Surface Clean

Polar varnish precursors

attracted to metal surface

Polar detergent molecules

also attracted to metal
surface

Effective detergents displace

varnish precursors

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Detergent Performance

Piston Deposits

Pistons get deposits from partly

combusted fuel in ring grooves.

Deposits cause piston ring-stick

and compression is lost.

Oil helps keep the piston rings and

grooves clean and free.

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Dispersants

Role:
Stabilise lubricant contaminants

Functions:
Keep insolubles in suspension
Maintain engine cleanliness
Minimise viscosity increase from soot
loading
Prevent contaminants from interacting

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Dispersant Mode of Action

Contaminants are bonded by polar attraction

Molecular level

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Dispersant Mode of Action

Poorly Dispersed Well Dispersed

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Dispersant performance

Comparison of dispersant effectiveness

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Sludge

Build up of sludge will

eventually block the oil
pickup 2

and will lead to lack of

lubrication and eventual
catastrophic engine failure.

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Anti-wear Agents

Role:
Surface protector

Function:
Reduce wear
Prevent metal to metal contact

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Anti-wear Mode of Action

Characteristics
Activated at high temperatures/loads

Mechanism
Chemical adsorption of additive onto the ZDDP
metal surface
Acts as sacrificial barrier
Heat

Protective Zinc Phosphate films

Metal (e.g. cam shaft) surface

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Anti-Wear Performance

Sliding contact
Cam zone

Follower
Most effective in valve-
train sliding contact
Spring

Poppet valve

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Friction Modifiers

Role:
Modify the frictional properties of a
lubricant

Function:
Reduce or increase friction
Reduce wear (2nd function)

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Friction Modifiers – Mode of Action

Characteristics
Surface active
Low resistance to shear
Physical separation of
surfaces (good compressive
strength)

Engine surface (e.g. camshaft)

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Friction Modifier Performance

Reduced friction
Increased fuel economy
Increased power

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Corrosion Inhibitors

Role:
Prevent internal corrosion of the
engine components

Function:
Neutralise acids
Prevent acids and water attacking
component surfaces

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Corrosion Inhibitor – Mode of Action

Characteristics
Surface active Water
Protective film on metal surface
Work at a range of temperatures

Protective Moisture Resistant film

Internal Metal surface

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Corrosion Inhibitor Performance

Extended periods of idle and

cold starts increase water
content of oil

Corrosion inhibitors provide

protection in these conditions

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Extreme Pressure (EP) Agents

High load applications

(driveline)
Prevent frictional
welding
Surface active
Heat generated
initiates formation of
sacrificial film

Chlorine / Sulfur /
Sulfur-Phosphorus

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5. Engine Fundamentals
Silver Training
Course Content

Fundamental engine operation

Fuels & Combustion
Fuel Injection
Component lubrication
Forced Induction
Engine Development

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Typical view of an engine2

So what is inside and how does it work2

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Engine Layout

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Engine Layout

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The 4 Stroke Cycle

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Fuels & Combustion
5. Engine Fundamentals
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Diesel v Gasoline

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Gasoline vs Diesel

Gasoline Diesel
Quieter Better fuel economy
Lighter Heavier
High Power High Torque
Lower initial cost Longer life
Catalyst emissions control Good reliability
Catalyst and particulate
trap emissions control

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Fuel Injection
5. Engine Fundamentals
Silver Training
Fuel Injection

Indirect Injection Direct Injection

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Direct & Indirect Injection

Gasoline Diesel
Indirect Indirect
Still in common use Almost obsolete
Cheap Uses a pre-chamber not
Low pressure port FI

Direct Direct
Emerging technology Dominant technology
Greater efficiency Greater efficiency
High pressure Very high pressure

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Component Lubrication
5. Engine Fundamentals
Silver Training
Typical lubrication system

Click on the engine parts to see description

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Engine Bearings

Various bearing types in an engine

Journal Bearings/Bush
Plain bearings
Roller bearings

All require lubrication

Pressure
Splash/Jet
Bath

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Con. Rod (Big & Little End)

Those taking highest loads are:

Crankshaft (main)
Connecting rods (big & little end)

Heat transfer through conduction is

important

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Piston Assembly

Lubricant Requirements

Side Skirts

Gudgeon Pin (little end)

Ring grooves

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Piston, Rings & Liner

°
800°
C Piston gets hit by the hot and
expanding gases.

Piston transfers force

through the con-rod to the
crankshaft.

Piston rings do the sealing

job – pressure pushes rings
out to minimize “blow-by”.

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Piston, Rings & Liner

Cylinder wall is
specially roughened
(honed) to hold oil.

Film of oil prevents

piston ring:cylinder wall
contact.

Oil thickness and

detergency important

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Oil Control Ring

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Valvetrain

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Valvetrain - Camshaft

OHC Arrangement
Camshafts, lifters and rockers
control the opening and closing
of the valves. Cams and lifters
and rockers are in mechanical
contact with each other and the
valves.
Camshafts and lifters and
rockers need lubrication at their
contact area where forces can
be very high and boundary
lubrication is typical.
ZDDP anti-wear additive
important to protect cam lobes
and lifters.

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Valvetrain - Valves

Cam
Valves control the
flow of fresh air and
exhaust gases into
and out the engine
cylinders.
Follower

Spring

Valve guide Lubrication requirements:

Poppet valve Cam/follower surfaces
Valve stem

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Forced Induction
5. Engine Fundamentals
Silver Training
Forced Induction

Some engines use forced induction to increase combustion

efficiency
Achieved by blowing air into the inlet under pressure

Two main methods:

Turbocharger
Turbine air pump driven by exhaust gases
Supercharger
Mechanical air pump driven from the crankshaft

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Turbocharger

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Turbocharging

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Supercharging

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Forced Induction – Lube Impact

High temperature, high speed

applications
Turbochargers run up to 800°C
gas temp., 200,000rpm
Use engine oil feed
Bearings require lubrication
Oxidation of oil
Deposits on the
compressor/turbine housings

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Engine Development
5. Engine Fundamentals
Silver Training
Engines have become

Smaller Cheaper

Lighter More powerful

Faster Cleaner

Hotter Smoother running

Tougher More environmentally

acceptable

.... and more difficult to lubricate

IN MANY WAYS THE LUBRICANT HAS BECOME A PART

OF THE ENGINE DESIGN PROCESS
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Influences on the lubricant – Modern engines

Multi-valve components

Small sumps

Long drain intervals

High revving engines/stress

Turbochargers

Low emissions

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6. When Lubrication Fails
Silver Training
What can happen to an Oil In service ?

Fuel
Deposits Physical changes
cause
Water Chemical changes
Antifreeze

leads to
Acids
Wear Metals

Viscosity Breakdown
Thermal Breakdown
Deposit drop-out

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Viscosity Breakdown

2 key contributions to viscosity

breakdown:
Fuel dilution
Polymer shear

Result:
Reduced film thickness
Increased wear

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Thermal Breakdown

Thermal Breakdown = Heat (+ Contaminants)

Oil thickening
(oxidation)

Sludge and Varnish

(oxidation + contaminants)

Oil loss
(evaporation)

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Oil Thickening

Good Poor

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Sludge & Varnish

Sludge Varnish

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Sludge

• Video 1 – Sludge GTX

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Sludge

Results:
Blocked oil ways
Blocked oil pickup
Blocked filter

Loss of lubrication

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Soot

Diesel engines

Unburned fuel

Dispersant saturated

Soot particles can be hard

Abrasive wear

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Oil Loss - Evaporation

Oil lost due to evaporation of ‘light ends’ at

high engine temperatures

Increased oil stress

Increased emissions / catalyst poisoning
Increased top-up frequency

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What can happen to an Oil In service ?

Fuel
Deposits Physical changes
cause
Water Chemical changes
Antifreeze

leads to
Acids
Wear Metals

Viscosity Breakdown
Thermal Breakdown
Deposit drop-out

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Used Oil Analysis
6. When Lubrication Fails
Silver Training
Used Oil Analysis

Used oil analysis looks at the physical

and chemical condition of the oil

Physical
Viscosity & visual

Chemical
TAN, TBN
Wear Metals & Additive content
Contaminants – fuel, water,
antifreeze

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Physical Testing

Visual appearance
colour, fallout, sludge, debris,
Kinematic Viscosity 100°C
determines the high temperature viscosity grade
CCS, MRV
determine low temperature viscosity grade (W grade)

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TAN and TBN

12 Oil Degrading TAN

TBN
10
(mg/gKOH)

8
Acid / Base
g/g KOH)

Difference

TAN
TBN
/ TBN (m

6
TANTAN/TBN

0 Causes - Increased oxidation, fuel dilution

Test Mileage (km)

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Chemical Testing

ICP (Inductively Coupled

Plasma)

Additives
Wear
Contamination

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Chemical Testing

GC - 1% Biofuel in Fully Formulated Oil

lubricant
Fuel dilution
Viscosity breakdown 1.3e+07

1.2e+07

Sludge formation 1.1e+07

Abundance
1e+07

9000000

8000000

Method: 7000000

Gas 6000000

Chromatography 5000000

(GC) 4000000

biofuel
3000000

Fuel sniffers 2000000

1000000

10.00 15.00 20.00 25.00 30.00 35.00 40.00

Time (min)

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Chemical Testing

Water
Sludge
precursor

Method
Karl Fischer
Karl Fischer
Oven

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Chemical Testing

Antifreeze
Important for sludge
inquiries.

Method
Glycol tablet test
ICP metals
Water

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7. Specifications
Industry Specifications
7. Specifications
Silver Training
Specs & Guidelines

US Europe Asia Global

ACEA,
API ILSAC ACEA JAMA Alliance,
EMA, JAMA

ATIEL Code of
API 1509 Engine Oil Practice
Licensing and (European
Certification System Lubricants
Industry)

ACC (American ATC Code of Practice

(Additive manufacturers
Chemistry Council)
in Europe)
Product Approval
Code of Practice

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API – Gasoline

SA SJ SL,SM
Straight mineral oil no additives Highly additised base oil, mineral, part or
fully synthetic
Increasing Performance Standards

Prefix S ~ Spark Ignition

1940 1996 2001, 2004

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API – Diesel

CF CF-2

CA CD CJ-4
Increasing Performance Standards

Prefix C ~
Compression Ignition

1940 1995 2006

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ILSAC

Linked to API
API “Donut”
ILSAC “Starburst”
Latest ILSAC spec
is GF-4

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ACEA

Performance suited to European Cars and conditions

(Includes some API performance)

Those performance criteria that are more severe than for API:

 Viscosity Control
 Volatility
 Thermal Stability
 Wear Protection
 Seal Performance

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ACEA

Heavy Duty
Light Duty Vehicles Diesel Vehicles

A B C E

A1 A3 B1 B3 C1 C2 E2 E4

A5 B4 B5 C3 C4 E6 E7

Gasoline Diesel Aftertreatment

Device
Compatible


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ACEA Nomenclature

Consumer use – see on Issue year

can and in handbooks

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Testing – ACEA

Bench tests:
Viscosity – high and low temp Engine Tests
Shear stability What is measured Name of engine used
High temp high shear
Evaporation loss Wear Peugeot TU3M,
Sulphated ash OM602A, Cummins ISM, Mack T10
Sulphur
Phosphorus Fuel economy M111
Chlorine
Oil elastomer/seals Sludge Sequence VG, M111
Foam tendency
Filterability Cleanliness of pistons VW Tdi, Peugeot TU5, OM364LA, OM441LA
Deposit tests – deposits & varnish

Soot control in diesel Mack T-8E, Mack T-8, Cummins ISM

engines

Oxidative oil Peugeot TU5JP

thickening

Oil consumption OM602A

Sequence VIB The above is for indication – it is not a complete list

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10. Fuel Economy & Emissions
Silver Training
What factors drive Specs and OEM technology?

Three main factors:

Emissions legislation
Fuel economy
Drain interval

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Emissions Legislation

Kyoto Protocol
Started discussing GHG’s Berlin 1995
2 ½ yrs to agree!
Kyoto meeting agreed limits Dec.1997

So why now ?....

Came into force Feb. 2005
Must cut min. 5% CO2 emissions
between 2008 – 2012

What is level of problem ?

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CO2 levels increasing

Now CO2 = 376ppm

380
CO2 concentration (ppm)

370

360

350

340

330

320

310
58 62 66 70 74 78 82 86 90 94 98 02

Background CO2=280ppm Year

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Man-made CO2 Emissions

Man-made
CO2 Emissions 20051

Power Generation
35% Transportation,
20%

Domestic/ Industry, 20%

Commercial, 25%


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Fuel Economy

Environment
Cost of motoring

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Fuel economy – lube impact

Mono
50
10W-40

Viscosity
Grade 0W-20 G/H
0W-30
5W-30 5W-20 G
0W-30 D
5W-30 D

1965 1985 2005 2010

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Emissions Legislation

What are the main concerns?

NOx
Particulate Matter (PM)

By-products of combustion
Contribute to smog
Increase heart/lung problems (NOx)
Potential carcinogen (PM)

Always a trade off between PM & NOx

NOx produced at high temp & pressure (effective
combustion)
PM is unburned fuel (incomplete combustion)

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Emissions limits drive Lubes specs

US EPA US EPA US EPA

2004 2007 2010

API CI-4
EURO III EURO IV API CJ-4 EURO V PC-11 EURO VI
Plus
ACEA E4 ACEA E6 ACEA E6

ACEA E5 ACEA E7 ACEA E7

Japan ACEA E9 Japan

NLT 2010

DH-2

US Tier 2 US Tier 3 US Tier 4

Russia – Imported
vehicles must meet
EURO II minimum EURO 3 EURO 4
EURO 3 EURO 4
Mexico – Since Beijing type Beijing
type
2003 Imported emissions emissions
vehicles must EURO 3 legislation EURO 4
legislation
meet EURO III - Brazil
India* - Brazil India*
minimum

02 03 04 05 06 07 08 09 10 11 12
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Why does emissions legislation affect the lubricants industry?

Direct impact on lubes

Production of acid/sludge (NOx) and soot (PM)

Exhaust After Treatment devices

Used to filter out harmful combustion by-products like
NOx, PM & CO
Components in the base oils & additives can affect the
operation of these devices
Catalyst poisoning
Filter blocking

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ATDs

Diesel and gasoline have different requirements

Common types
Catalysts (Oxidation, De-NOx)
Filters (Particulate)
Some systems contain both (DPNR)

Filtered exhaust gas

Filtered exhaust gas

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SAPS - Sulphated Ash, Phosphorus & Sulphur

Base oil Sulphur

VI improver
Antioxidant Sulphur

Sulphur
Anti foam Detergents Ash
Phosphorus

Pour point Sulphur

depressant Anti wear Ash
Phosphorus
Dispersants

Reducing these components may detract from lubricant performance

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Clean Performance Technology

Conventional Clean Performance

(Low SAPS)

Detergent
(~16%

Anti-wear
(~5%)

Detergent (~33)
Anti-oxidant
(~4%) Dispersant
Dispersant (~50%)
(~55%)
Clean
Performance
Technology
Anti-wear (~25%)
(~10%)

Anti-oxidant
(~2%)

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SCR system

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Summary of Aftertreatment Technologies

Strategy Pro’s Con’s Lubricant Requirement

Good fuel economy, fit and Reduced effectiveness in

Catalyst forget oxidising gas stream
No requirement

Poor fuel economy

De NOx Low Sulphur
Suitable for every drive cycle Sulphur sensitivity
Catalyst Durability for HD
Low Phosphorus

Suitable for every engine Maintenance

DPF size and drive cycle Poor fuel economy
Low Sulphated Ash

Urea infrastructure
Good fuel economy No special requirements identified
SCR Low running cost
Not good for city drive cycle
yet2
Size of device

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Lubricant disposal

Directiva nº 1975/439/CEE, do Conselho, de 16 de

Junho, relativa à eliminação de óleos usados, conforme
alterada pela Directiva nº 1987/101/CEE, do Conselho,
de 22 de Dezembro de 1986.
Decreto-Lei 153/2003, de 11 de Julho
Sistema Integrado de Gestão de Óleos Usados (SIGOU)
Sociedade de Gestão Integrada de Óleos Lubrificantes
Usados (SOGILUB)
www.ecolub.pt

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