Engine Oil Lubricants

Engine Oil Lubricants
Israel
January 2008
© The Lubrizol Corporation 2007, all rights reserved

Engine Oils
Specifications
Current and Obsolete

Consider the Following Product…
API CF/SF, MB227.0, CAT T02 , Allison C3
3 © The Lubrizol Corporation 2007, all rights reserved

Look at the two photographs
1947
4 © The Lubrizol Corporation 2007, all rights reserved 2007

Let’s Consider the Lubricant
1947
5 © The Lubrizol Corporation 2007, all rights reserved 2007

Evolution of Specifications
Bearing Engine High Temp Low Temperature
Category Date Oxidation Sludge / Wear
Wear Rust
SM 2004 SEQ VIII BRT SEQ IIIG SEQ IVA & VG
SL 2001 SEQ VIII BRT SEQ IIIF SEQ IVA & VG
SJ 1997 L-38 IID SEQ IIIE SEQ VE
SH 1994 L-38 IID SEQ IIIE SEQ VE
SG 1989 L-38 IID SEQ IIIE SEQ VE
SF 1980 L-38 IID SEQ IIID SEQ VD
SE 1972 L38 IIB SEQ IIIC SEQ VC
SD 1968 L38 IIB SEQ IIIB SEQ IV & VB
SC 1964 L-38 IIA SEQ IIIA SEQ IV & V
SB 1956 L-4 None None SEQ IV
SA 1947 None None None None

Bearing Engine High Temp Low Temperature
Category Date Oxidation Sludge / Wear
Wear Rust
SEQ VIII BRT SEQ IIIF (60hr) SEQ VG
SJ 1997
L38 IID SEQ IIIE SEQ VE
Licensable
Non licensable
SEQ VIII BRT
SG 1989 SEQ IIIE SEQ VE
L38 IID
SEQ VIII BRT SEQ IIIE SEQ VE
SF 1980
L38 IID SEQ IIID SEQ VD
SEQ VIII BRT SEQ IIIE SEQ VE
SE 1972
L38 IID SEQ IIIC SEQ VC
Comparison of API Service Categories
API SE API SF API SG API SJ API SL API SM
Oxidative Thickening
Shear Stability Low Temperature

Sludge Control
Piston Deposits
Rust
Control
Valve Train Corrosion

Wear

Bearing High Temp Caterpillar Mack
Category Date Oxidation Test Test
Wear
CJ-4 2006 SEQ VIII SEQ IIIF CAT 1N T12
CI-4 2002 SEQ VIII SEQ IIIF CAT 1R T10 + T8E
CH-4 1998 SEQ VIII SEQ IIIE CAT 1P T8E + T9
CG-4 1994 SEQ VIII SEQ IIIE CAT 1N T8
CF-4 1990 L-38 None CAT 1K T6 +T7
CF 1994 SEQ VIII None CAT 1M-PC None
CE 1983 L-38 None CAT 1G-2 T6 + T7
CD 1955 L-38 None CAT 1G2 None
CC 1961 L-38 None CAT 1H2 None
CB 1949 L-38 None CAT L-1 None
CA 1947 L-38 None CAT L-1 None

API Specifications Measured Performance
Bore polish
10
AT compatibility 6 Wear
4
Corrosion Soot
Oxidative thickening Piston deposits
CI-4 CH-4 CG-4 CF-4 CF-2 CF CD

Engine Oils
Chemistry Without Compromise

Estimated cost of running a HD vehicle/year
6000 800 Fuel

8000
Depreciation
Tyres
18000 45000
Service
Lubes
Vehicle based in UK.
300,000Km/yr
All costs in USD
What is the job of an engine lubricant ?

What is in a Modern Lubricant?
• Consider three aspects of the lubricant:
Antifoam Agent PPD

Seal Swell Agent Base Oil 3
Friction Modifier
Performance Package
ZDDP Type Base Oil 2

Viscosity
Antioxidants Modifier
Detergents Base Oil 1
Dispersant

Base Oils
.. A Closer Look
• Today’s base oils are highly refined materials.

• The main role of a base fluid is to lubricate and cool all moving parts in
the engine.
• Base oils fall into 4 main groups
– Group 1..higher sulfur / lower VI
– Group 2..lower sulfur / higher VI
– Group 3..hydrocracked ( better quality )
– Group 4..Polyalkylolefins
• Groups 1 & 2 are generally considered mineral oils whilst groups 3
and 4 are considered synthetic.

Base Oils – The Advantage of Synthetics
What are the current trends?
Mineral Oil
Higher Engine Temperatures
Higher Injection Pressures
Extended Drain
Lighter Viscometrics
‘HIGHER PERFORMANCE’
Synthetic Oil
Part and Full Synthetics

Dispersant
• Purpose
– Keep insoluble contaminants dispersed in the lubricants
• Typical Compounds
– Alkylsuccinimides, alkylsuccinic esters, and mannich reaction
products
• Functions
– Contaminants are bonded by polar attraction to dispersant
molecules, prevented from agglomerating and kept in
suspension due to solubility of dispersant

The Importance of Good Dispersants
Cummins N14 Field Test Rocker Cover Sludge Results
Traditional Dispersant 1990’s Dispersant New Type Dispersant

48,000 Km/30,000 mile 81,000 Km/50,000 mile 81,000 Km/50,000 mile
Oil Drains Oil Drains Oil Drains
Detergent
• Purpose
– Keep surfaces free of deposits
– Metallo–organic compounds of sodium, calcium and magnesium
phenolates, phosphonates and sulphonates.
• Functions
– Chemical reaction with sludge and varnish precursors to
neutralise them and keep them soluble

Chemistry Without Compromise…… TBN
Total Base Number
Sulphur in Fuel
0.8
0.6
0.4
0.2

Total Base Number
Sulphur in Fuel
0.8
0.6
0.4
0.2

Total Base Number
Sulphur in Fuel
0.8
0.6
0.4
0.2

Do We Need High TBN?
• There is a debate ongoing within emerging market areas over the
continued use of higher TBN levels now that the fuel sulphur levels
are reducing.
• It is important to remember the following :
– Not all areas have reduced levels of sulphur within the fuels. Even
within countries where sulphur levels have reported to decrease, there
are still large volumes of imported fuels containing traditional or high
levels of sulphur.
– Whilst we may be seeing the level of sulphur decreasing, at the same
time we are experiencing consumers wishing to promote and practice
extended drain intervals between oil change. This practice dictates the
need for maintaining a suitably high level of TBN.
– We also need to look further than TBN or even TBN retention. Lubrizol
16010 utilizes Calcium as the detergent substrate. Calcium can provide
better acidic neutralisation than magnesium substrates, thus providing
lower End of Test TAN values, and hence offering better engine
protection.

Anti-wear and EP Agent
• Purpose
– Reduce Friction and wear and prevent scoring and seizure
– Zinc dithiophosphates, organic phosphates, acid phosphates,
organic sulfur and chlorine compounds, sulfurized fats, sulfides
and disulphides.
• Functions
– Chemical reaction with metal surface to form a film with lower
shear strength than the metal, thereby preventing metal to metal
contact

Comparison at API SF level 500 PPM Phosphorus
800 PPM Phosphorus
15
Comparison of Actual Wear in SEQ VE
12.5
Competitor chemistry
Competitive Chemistry
Cam Lobe Wear , mils
δ = 80 hours gives
gives500 ppm
only 500phos
ppmat
API SF level
phosphorus
200% increase
10 •
Break point = 40 hours
Break point = 120 hours

500 ppm phosphorus
800 ppm phosphorus

•
7.5
♦
♦
5 •
• 3.9% LZ16010 gives
>800 ppm phosphorus
• (830 ppm)
2.5 •
♦
• ♦
0 ♦ ♦ ♦ ♦
50 100 150 200 250 300
Hours
The Effect of Phosphorus on Cam Wear in VE
…Utilizing Q LIFE (SAE 5W-30)
300μ
Average Cam Wear
Maximum Cam Wear
Cam Wear Average & Maximum (μ)
250μ
200μ
150μ
100μ
50μ
o
500 ppm 600 ppm 700 ppm 800 ppm
High Frequency Reciprocating Rig
400
375

Wear Scar Diameter , microns
350
Competitor chemistry
gives 500 ppm phos at
API SF level
δ = 112 microns
325
43% increase
300
275
250
3.9% LZ16010 gives

>800 ppm phosphorus
225
(830 ppm)
200
500 600 700 800 900 1000
27 © The Lubrizol Corporation 2007, all rights reserved Phosphorus Content / ppm
Antioxidant
• Purpose
– Retard Oxidative Decomposition.
– Zinc Dithiophosphates, hindered phenols, aromatic amines and
sulphurized phenols.
• Functions
– Decompose peroxides and terminate free radical reactions

The Effect of Phosphorus on Oil Oxidation
…Utilizing PDSC Techniques
20
Lubrizol ♦
16010J
18
Lubrizol ♦
PDSC Peak Time/ minutes
16010
16
♦
14
♦
12
10
Competitor
8 Chemistry
♦
6
500 ppm 600 ppm 700 ppm 800 ppm 900 ppm 1000 ppm 1100 ppm

ppm phosphorus
Corrosion and Rust Inhibitor
• Purpose
– Prevent corrosion and rusting of metal parts in contact with the
lubricant
– Zinc Dithiophosphates, metal phenolates, basic metal
sulphonates, fatty acids and amines.
• Functions
– Preferential adsorption of polar constituents on metal surface to
provide protective film, or neutralise corrosive acids

Friction Modifier
• Purpose
– Alter coefficient of friction.
– Organic fatty acids and amides, lard oil, high molecular weight
organic phosphorus and acid esters.
• Functions
– Preferential adsorption of surface-active materials

The Importance of Quality
SUPER GT
CHEAPO
API SL/CF
API SE/CD

Engine Oils
A Look at the Future

How New Engine Oils Evolve…
NEW LUBRICANT
TECHNOLOGY
DEFINED BY
NEW LUBRICANT
SPECIFICATIONS
DEMAND FOR
HIGHER QUALITY
LUBRICANTS
NEW ENGINE DESIGNS

AND EXHAUST
AFTERTREATMENT
ENVIRONMENTAL
DRIVERS
Impact of Euro 4 on engine oils
• The use of advanced aftertreatment systems has resulted

in a fundamental change in the formulation of engine oils
Durability under severe operating conditions
Increased fuel economy requirements
Aftertreatment compatibility is driving down the

levels of SAPS to maintain emissions compliance
– Lower SAPS engine oils are essential components in maintaining

vehicle emissions compliance
Durability
DPF Regeneration, Fuel Dilution and Lubricants
Biodiesel Fuel Dilution on 5W-30 Engine Oil
ULSD
3.8
3.6
3.4
HTHS (cP)
B5 from tank 3.2
3
2.8
2.6
2.4
2.2
2
0 5 10 15 20 25
Fuel Dilution (%)
ULSD / BIODIESEL LUBRICANT OXIDATION

100
T A N In c * 1 0 / K V In c .
10% dilution, ULSD
80
Fuel 10% dilution, biodiesel
Dilution Biodiesel concentration 60
from lower volatility in
40
cylinder and in sump
(equivalent B30 or higher) 20
TAN KV 100

Market Drivers Fuel
Economy
• Fuel Economy
– Increasing demand for lower fuel consumption and lower CO2
emissions
• Kyoto agreement
• 25% reduction in CO2 by 2008
– Heavy Duty
• Increase in 5W-30 and 10W-30 grades

Fuel Economy Fuel
Economy
• Impact on Lubricant Quality

– Viscosity grades moving to 5W and 10W-XX
– Volatility and oil consumption concerns
• due to the light base stocks used
– Durability concerns at lower viscosity
• Better anti-wear technology required

Impact of Euro 4 on viscosity grades Fuel
Economy
OEMs have moved to use lower viscosity grades

Euro 2 Euro 3 Euro 4
SAE HTHS 1996 2000 2005
Low
0W-30 HTHS
High
HTHS
Low
5W-30 HTHS
High
HTHS
5W-40
10W-30
10W-40
Emissions
Emissions
• Impact on Lubricant Quality

– To understand the impact on lubricant quality we need to
review the engine design changes taking place to meet the
emissions standards………

Euro IV and Impact On Engine Technology
• Impact on Engine Design
ENGINE DESIGN
Turbochargers & Intercoolers

Particulates
EURO I
Fuel changes
De-NOx CAT EURO 2

Retarded injection, piston design changes
SCR EGR
EURO 3
OXICAT
CRT EURO 4
AFTERTREATMENT NOx
SCR = Selective Catalytic Reduction, CRT = Continuously Regenerating Trap
EU Heavy Duty Emissions Standards (Stationary Cycle)
Emissions
0.36
Euro 1 1993
Particulates (g/kW-hr)
0.25
Euro 2 1996
Euro 1
0.15
0.10
1999 Euro 3 2000
0.05
Euro 5 Euro 4
0.02 2008 2005
1 2 3 4 5 6 7 8
NOx (g/kW-hr)
USA Heavy Duty EPA Emission Standards
Emissions
0.60
1990
Particulates (g/HP-hr)
0.25 1991
2002
(NOx + HC)
0.10
1998 1994
0.05
EPA Plan
for 2007: 1 2 2.5 3 4 5 6
NOx : 0.2 g/hphr NOx (g/HP-hr)
43 Part.: 0.01 g/hphr
Piston Design Changes
Crevice Volume
High top
ring location
Traditional design Low emission design

Retarded Timing - High Soot Levels
Retarded fuel injection

timing and high top rings
result in increased soot
levels in the oil

Exhaust Gas Recirculation - EGR
• Technique directs exhaust gas back into

the air intake
• Gases have already been used by the
engine and are low in oxygen (therefore
reducing the oxygen content of the air
intake)
• Exhaust gas absorbs more energy during
combustion
• Fewer Nitrogen Oxides are formed as
– Less oxygen to react with
– Lower cylinder temperature (high
temperature needed to form Nitrogen
Oxides) Exhaust gas
recirculated
from
exhaust
pipe.

Market Drivers Emissions
• Emissions
– Euro 4 & 5 emissions legislation is focused on
reductions in
• Particulates, NOx, CO & NMVOC
– Leading to the introduction of
• New engine designs
– Exhaust gas recirculation (EGR)
– Improved fuel injection systems
• New aftertreatment technologies
– Diesel particulate filters (DPF)
– Selective catalytic reduction (SCR)

Post Combustion
Emission Control Technology Options
Emissions Control
NOx Control PM Control
SOF Solids
DeNOx Lean SCR Oxidation Catalyst Particulate Trap

NOx Trap
Active Passive
Source: SwRI Combination

Emissions and Impact on Lubricant Quality
• Increased Soot Loading (EGR, Retarded timing,new piston

designs)
– Improved dispersancy
– Better quality basestocks
• Increased TBN depletion (EGR and condensed combustion
gases)
– Higher TBN and improved TBN retention
• Reduced levels of sulphated ash, phosphorus and sulphur

Emissions - Impact on formulating strategy
Sulphated
ash
• 0.8 -1.0% Sulphated Ash

– Lower ash but no reduction in performance
– Lower ash but extended drains
– New approaches needed to achieving piston cleanliness

Phosphorus
• 0.08% Phosphorus
– Lower levels of ZDP but same wear protection
– Lower levels of ZDP along with lower viscosity grades for fuel economy
– New approach to antiwear (and antioxidant) systems

Sulphur
• 0.2 to 0.3% Sulphur

– Lower Group I base oils in engine oil formulations
– Reduced sulphur containing chemistry
– Need for new and novel chemistries

Bio-diesel Update

What is Biodiesel?
Biofuel
Biodiesel Synthetic Diesel

(next generation)
FAME BTL
Fatty Acid Methyl Ester Biomass to Liquid
Use of plant oils, animal fats Use of wood, straw, etc…

and their derivatives.
Commercially available from Not commercially available.

many feedstocks. (small scale production only today)

Biodiesel Feedstock Sources
Biodiesel
Biodiesel (methyl ester) feedstock sources in use today:
Rapeseed (RME)… used across Europe

Soybean (SME)… used across Americas
Palm oil (PME)… used across Asia
Jatropha… used across Asia
Canola (CAME)
Animal fat
Used cooking oil

Biodiesel Feedstock Sources
Biodiesel
• Prediction is that there will be mixed sources of biodiesel across

Europe by 2010 due to lack of rapeseed feedstock. This may result
in no fixed biodiesel component in the fuel in any given market (i.e.,
it is likely that biodiesel fuel will be traded).
70
16,000
60
14,000 Rapeseed (RME)
Soybean (SME) 50
12,000 Palm Oil (PME)
Production
10,000 Jatropha Oil 40
Other Veg Oils
8,000 30
6,000
20
4,000
2,000 10
0 0
x1000 MT 2006 2010
2006 2010
Vegetable Oils Mixed
56 © The Lubrizol Corporation 2007, all rights reserved Recycled Fats/Oils Animal Fats
How is Biodiesel Made? Transesterification
• Natural oils are glycerol esters of fatty acids, commonly called

triglycerides.
• In transesterification, the glycerol is removed and replaced with
methanol, breaking up the triglyceride to give the methyl ester.
Biodiesel
H O
Methanol R C C
Triglyceride H O H
H x3
H O H C O H x3 HC H FAME
R C C + H +
H O H H Non-fuel
C H O HH uses
O C
H C O C
H Transesterification H C O H
CH C
H O H H CH Glycerine
R O H
R C C
H
H O

Biodiesel
Biodiesel
RME biodiesel has similar properties to diesel:
; High lubricity
; High cetane number
; High detergency
: Lower energy content (~10% lower)
; Use of B5 has no noticeable impact on power efficiency
: Use of B100 results in loss of 5-7% in maximum power capability
: Hygroscopic
• Biofuel derived from different feedstock does differ in chemical and

physical properties and can impact engine and aftertreatment device
(ATD) operation.
• And not all RMEs are equivalent!

Biodiesel
Saturation and Unsaturation in Natural Oils

100%
Polyunsaturated
90%
80% Monounsaturated
70% Saturated
60%
50%
40%
30%
20%
10%
0%
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Biodiesel Fuel Properties Summary
• Saturated Fats
: Poor cold weather properties - high cloud and pour points
; High cetane number - 60 to 90
; Extremely stable
• Mono Unsaturated Fats

; Better cold weather properties
; Good cetane number - 40+
; Good stability
• Poly Unsaturated Fats

; Cold weather properties as good as petroleum diesel
: Poor cetane number <40
: Poor stability

Biodiesel
Trend for increasing biodiesel usage

Global introduction
• Europe
– The introduction of biodiesel in Europe is legislation led.
– EN590 (diesel fuel specification) allows up to 5% biodiesel in
ULSD - this is known as B5.
– By 2010, B5 is expected to be the mandated standard across
Europe.
– The level may rise to 10% in ULSD (B10) in the future (2010).
– However, some applications already use higher concentrations,
from B30 to B100.
• Certain EU countries (France, Germany and Spain) are
publicly discussing the introduction of higher levels of
biodiesel (B30).

Biodiesel
Global Introduction of Biodiesel
• North America
• B5 level is typical across North America but can vary from state
to state.
• Technical performance evaluations are currently taking place
with B20.
• Asia Pacific and Rest of World

• Currently discussing introduction of B5/B10 levels.
• Globally
• Expect some applications (e.g., off-highway and fleet operators)
to use B100.

Impact of Biodiesel on Engine
Operation and Lubricant Interaction

Impact of Biodiesel on Engine Operation
Biodiesel
ACEA (European Automobile Manufacturer Association) position:

“The use of biodiesel fuels cannot occur without adopting a series of
precautions.
Indeed, unless the proper precautions are taken biodiesel fuels can
cause a variety of engine performance problems including filter
plugging, injector coking, piston ring sticking and breaking, seal
swelling and hardening/cracking and severe lubricant
degradation.
Biodiesel fuels also require special treatment at low temperatures to
avoid an excessive rise on viscosity
and loss of fluidity.”

Biodiesel
Biodiesel variants Impact on engine and fuel injection

system
Density Variable fuel injection
Viscosity Variable pumping
CFP Cold start problems, filter plugging
Water content Corrosion
Oxidative stability Polymeric deposits
Acidity Corrosion (+deposits on fuel
injectors)
Trace elements Plugging, poisoning

Biodiesel
Impact on Fuel Injection System

:Fuel injection equipment manufacturers are concerned about
biodiesel quality and use of biodiesel at levels greater than B5 with
Euro V equipment.
:B100 is not compatible with certain elastomers and natural rubber
compounds.
In June 2004, the joint FIE manufacturers published a document stating, “the
currently agreed position of all FIE manufacturers is to limit release of
injection equipment for admixtures up to a maximum of 5% FAME with
unadulterated diesel fuel. The final product B5 must also comply with EN590.”

Impact of Biodiesel on Emissions
Biodiesel
Impact on Emissions
; No distinguishable difference between ULSD and B5 biofuel with

respect to NOx and PM emissions.
• Use of B100 :
; significantly reduces PM emissions versus ULSD (by up to 50%)
: Increase NOx emissions versus ULSD (by ~10%, which is
significant enough to lead to recalibration of the SCR/UREA
system).

Biodiesel
Reduced Increased
Black Smoke NOx
Reduced PM Reduced
Energy Content
CO2 Neutral Reduced

Fuel Economy
Fuel
Instability
• Oil Oxidation Fuel/Lubricant Increased

• Piston Deposits Interaction Fuel Dilution
• Sludge

Biodiesel/Lubricant Interaction
• Use of biodiesel fuel is leading to increased levels of fuel dilution in

the sump.
– Fuel dilution levels >10% are not uncommon.
• As biodiesel is less volatile than mineral diesel it has the tendency
to concentrate in the sump of the engine.
– B5 fuel can concentrate to >B20 in the sump.
• Concerns over fuel dilution leading to higher maintenance costs

and possibly reduced engine life as a result of :
1. Viscosity decrease (oils can quickly go out of grade)
2. Viscosity increase can also occur due to oxidative thickening
3. Increased levels of piston deposits
4. Potentially leading to sludge.

Biodiesel:
Current Heavy Duty OEM
Recommendations

European Truck OEMs and Biodiesel
OEM B100 B30 B20 B5 Oil Drain *
Scania Yes* No No Yes Half ODI at
100%
Volvo No No No Yes
Renault No Euro III, IV, Euro III, IV, Yes Half ODI if
V engines* V engines* above 5%
Fiat Power No No No Yes
Train (Iveco)
Daimler Yes* Yes* Yes* Yes ⅓ - half ODI
if above 5%
DAF Yes* Yes* Yes* Yes Half ODI if
above 5%
Deutz Yes* Yes* Yes* Yes Half ODI if
above 5%
MAN Yes* Yes* Yes* Yes Half ODI if
above 5%
All manufacturers have special conditions and limit to certain types of engines and/or year
of manufacture.
North American Truck OEMs and Biodiesel
Use covered by
B100 B30 B20 B5
Warranty
Yes. Specific
2006 and earlier Requirements on
Caterpillar Some engines engines only by - Specific engines by type BD quality (and
Type recommended oil
analysis)
2002 and later
ISX, ISM, ISL, engines. B100 portion
Cummins* No -
ISC , ISB
Yes
must meet D6751,
especially stability.
Quality D6751 / D975 for

blends.
DDC No No No
Animal fat or cooking oil is
No
not recommended
International No - No Yes Yes
Yes ( approved fuel Up to B20 can be used

Does not Does not
John Deere Recommend >B5 recommend >B5
conditioners are Yes only if B100 meets
required ) ASTM D6751, EN 14214
or equivalent spec
BD must meet D6751

Only SME blends approved Supplier must have
Mack No No No for E-Tech, ASET, MP7 and BQ-9000.
MP8 engines. Fuel supplier must also
be certified.
Yes, if fuel
GM No No No Yes
meets spec.

Biodiesel Conclusions
• The introduction of biodiesel impacts the fuel quality.
• The source of feedstock impacts the fuel quality.
• There are likely to be various sources of biodiesel globally, and

biodiesel fuel sources may be mixed.
• The use of biodiesel may lead to increased levels of fuel dilution in

the lubricant.
• Increased levels of fuel dilution in the lubricant is affecting:

– Viscosity
– Piston cleanliness
– Possibly sludge
• OEM recommendations on maximum Bxx level, oil quality and ODI

should be followed throughout the life of the vehicle.

Key Messages to the Market
• There are concerns in terms of engine durability and protection

when using biodiesel higher than B5.
• Respect OEM (including FIE) recommendations when using

biodiesel.
• Lubrizol Heavy Duty technology is compatible with biodiesel when

used in accordance with OEM recommendations.

Engine Oils
Specifications
Passenger Car

The ACEA C Sequences
• ACEA 2004
– Based on ACEA A3/B3 plus B5-02 TDI performance
Sulphated Ash <0.5% <0.8%

Phosphorus <500ppm 700 - 900ppm
Sulphur <0.3% <0.3%
<3.5cP C1 C2
HTHS
>3.5cP n/a C3
Impact of Euro 4 on baseline ACEA performance
OEMs are moving to lower SAPS level specs

2005 2006 2007 2008
Volkswagen A3/B4 A3/B4 C3 C3
BMW C3 C3 C3 C3
DC C3 C3 C3/C2 C3/C2
GM (Opel) A3/B4 A3/B4 A3/B4 C3/C2
Fiat A3/B4 A3/B4 A3/B4 C3/C2
PSA A1/B1 C2 C2 C2
Ford A1/B1 C1 C1 C1
Renault A3/B4 A3/B4 “C1” C4
Japanese unknown unknown C1/C2 C1/C2
Korean unknown unknown C3 C3
ACEA 2008
A1/B1-08 A3/B3-08 A3/B4-08 A5/B5-08 C1-08 C2-08 C3-08 C4-08
HTHS 2.9 to 3.5 >3.5 >3.5 2.9 to 3.5 ? 2.9 ? 2.9 ? 3.5 ? 3.5
Noack ? 15 ? 13 ? 13 ? 13 ? 13 ? 13 ? 13 ? 11
Sulphated ash ? 1.3 ? 1.5 ? 1.6 ? 1.6 ? 0.5 ? 0.8 ? 0.8 ? 0.5
Sulphur report report report report ? 0.2 ? 0.3 ? 0.3 ? 0.2
Phosphorus report report report report ? 0.05 0.07 to 0.09 0.07 to 0.09 ? 0.090
Chlorine report report report report report report report report
TBN - ?6 ?6
VG Pass Pass Pass Pass Pass Pass Pass Pass
TU3M Pass Pass Pass Pass Pass Pass Pass Pass
?RL140+4?
M111SL - AES ?RL140 ?RL140 ?RL140 ?RL140 ?RL140 ?RL140 ?RL140
or >9.0
equiv ? RL140 in equiv ? RL140 in equiv ? RL140 in equiv ? RL140 in align with OEM align with OEM align with OEM equiv ? RL140 +
"M271" Sludge
M111 M111 M111 M111 spec. spec. spec. 4? in M111
M111FE ? 2.5 - - ? 2.5 ? 2.5 ? 2.5 ? 1.0 for xW-30 ? 1.0 for xW-30
Remove test - Remove test -
VW ICTD - Piston cleanliness - - - - - -
covered by DV4 covered by DV4
OM602A Remove test Remove test Remove test Remove test Remove test Remove test Remove test Remove test
OM602A - KV increase
OM602A - Bore polish
OM602A - Cylinder wear
TDI - Piston cleanliness To be decided To be decided ? RL206 +? ? RL206 +? ? RL206 +? ? RL206 +? ? RL206 +? ? RL206 +?
TDI - Ring sticking Tighter limits Tighter limits Tighter limits Tighter limits Tighter limits Tighter limits
OM646LA To be decided To be decided To be decided To be decided To be decided To be decided To be decided To be decided

Engine Oils
Specifications
Heavy Duty Diesel

Emissions
EU Emission Standards for HD Diesel Engines, g/kWh (smoke in m-1)
Tier Date Test CO HC NOx PM Smoke

Euro 1 1992, ECE R-49 4.5 1.1 8 0.612
< 85 kW
1992, 4.5 1.1 8 0.36
> 85 kW
Euro 2 1996.1 4 1.1 7 0.25

1998.1 4 1.1 7 0.15
Euro 3 1999.10, ESC & ELR 1.5 0.25 2 0.02 0.15
2000.1 ESC & ELR 2.1 0.66 5 0.1 0.8
0.13*
Euro 4 2005.1 1.5 0.46 3.5 0.02 0.5
Euro 5 2008.1 1.5 0.46 2 0.02 0.5

3
* for engines of less than 0.75 dm swept volume per cylinder and a rated power speed of more than
-1
3000 min
OEM Strategies for Euro 5
Different aftertreatment systems are being used depending on the truck
service and engine manufacturer and this is leading to different oil
specifications
OEM Long-haul Short-haul

MAN EGR DPF EGR DPF
SCR
Daimler Chrysler SCR
(EGR DPF below 6L)
EGR
Scania EGR
>16 litre incentive = SCR
Volvo and
SCR SCR
Renault
SCR
Iveco SCR
(EGR DPF below 7.5T)
DAF SCR SCR
Cummins SCR (in Europe) SCR (in Europe)

ACEA 2008
• Increase in severity
• Expected October 2008
• ACEA E2 deleted
• E4, E6 and E7 updated with latest tests (T12, T11?, ISM,
OM501LA, Turbocharger deposit and OM 646LA)
• TBN or ASH limits being proposed to separate high
SAPS and low SAPS categories
• New SHPD tier expected with chemical limits and API
CJ-4 performance?? (ACEA E9)

Test Operation (prelim.)
Running-in + Power Curve
300 hrs test duration
3 x 50 h Alternating cycle
3 x 50 h Steady state
Test Criteria
Piston cleanliness
Test Engine Ring sticking, 2nd ring
OM 501 LA – Euro V Bore polishing
Engine type: HDD V6 Engine cleanliness
Capacity: 11.9 l Deposits
Power max: 350 kW Visual wear
Torque max: 2300 Nm Cylinder wear
Oil consumption
ISP Slide
Designated Test Criteria
CEC & DaimlerChrysler
Cam & tappet wear
Bore polishing
Cylinder wear
DaimlerChrysler
Piston cleanliness
Test Engine Ring sticking
Engine sludge
OM 646 LA – Euro V
Timing chain elongation
Engine type: R4 CDI
Ring wear
Capacity: 2.2 l
Bearing wear
Power max: 110 kW
Viscosity increase
Torque max: 340 Nm
Oil consumption
ISP Slide
Proposed ACEA 2008 HD Sequence Structure (October Draft 1)
Test/Category E4-08 E7-08 E6-08 E9-08
OM501LA 228.5 ≡25 in OM441 228.51 ≡25 in OM441

OM646LA
228.5 228.3 228.51 228.3
(replaces OM602A)
Mack T8E As ACEA 2004 As ACEA 2004 As ACEA 2004 T11 or T8E?
ISM
- CI-4 - CJ-4
(replaces M11-EGR)
Mack T12
- CI-4 CI-4 CJ-4
(replaces T10)
Turbo dep. 9 9 9 9

Latest limits for OM501LA…
MB Sheet Piston Cleanliness

number (merit)
MB 228.1 > 12
MB 228.3/228.31 > 16
MB 228.5/228.51 > 24 (down from 30!)
Latest limits for OM441LA…

MB Sheet Piston Cleanliness
number (merit)
MB 228.1 > 22 (up from 20)

MB 228.3 > 27 (up from 25)
MB 228.5/228.51 > 42 (up from 40)
ACEA 2008: SHPD Severities
Bore polish
AT compatibility Wear
Corrosion Soot
E9-08 E7-08 E7-04

ACEA 2008: UHPD Severities
Bore polish
AT compatibility Wear
Corrosion Soot
E6-08 E6-04 E4-08 E4-99

Euro 5 UHPD and SHPD Product Line
ACEA E4/E7 ACEA E6

Extended Drain 228.5 228.51 UHPD
MAN 3277 MAN 3477
ACEA E7 ACEA E9 (T-11)

Standard Drain API CI-4/CH-4 API CJ-4 SHPD
228.3 228.31
MAN 3275 MAN?
High SAPS Low SAPS

Heavy-Duty Diesel – Impact on Engine Oil Quality
Change in market tiers

• The introduction of Euro 5 will result in an increase in demand
for lower SAPS engine oils
100%
UHPD (lower SAPS)
UHPD
80%
Market share (%)
SHPD (lower SAPS)

SHPD
60%
Mainline
40% Low Tier
20%
0%
2006 2008 2010
Heavy-Duty Diesel – Impact on Base Oil Demand
Change in base oils

• The introduction of Euro 5 will result in an increase in demand
for API Group II and API Group III base oils
100%
API Group III
80% API Group II

Market share (%)
API Group I
60%
40%
20%
0%
2006 2008 2010
91 © The Lubrizol Corporation 2007, all rights reserved Total Western European HD Engine Oil market = approx 1.2 Million MT
CJ-4 Overview
• Introduced for licensing on October 15, 2006
• The Performance of CJ-4 Lubricants is designed to be a

significant upgrade over CI-4 and CI-4 Plus :
– Designed to protect emission control systems and help comply
with emission standards
– Improved valve train wear protection
• ISM, ISB, RFWT
– Control piston deposits
• CAT 1N (aluminium), C-13 (steel)
– Oil consumption control
• CAT 1N, C-13, T-12
– Soot related viscosity control
• T-11
– Bearing protection
• T-12

CJ-4 Performance Upgrade over CI-4/CI-4 Plus
Oil Consumption
Emissions Friendly Valve Train Protection
Shear Stability
Bearing Protection
Piston deposits
CJ-4
Soot Control
CI-4 Plus
CI-4

Engine Oils
Thank You

Engine Oil Lubricants

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Engine Oil Lubricants

© The Lubrizol Corporation 2007, all rights reserved

© The Lubrizol Corporation 2007, all rights reserved

API CF/SF, MB227.0, CAT T02 , Allison C3

3 © The Lubrizol Corporation 2007, all rights reserved

4 © The Lubrizol Corporation 2007, all rights reserved 2007

5 © The Lubrizol Corporation 2007, all rights reserved 2007

SL 2001 SEQ VIII BRT SEQ IIIF SEQ IVA & VG

SJ 1997 L-38 IID SEQ IIIE SEQ VE

SH 1994 L-38 IID SEQ IIIE SEQ VE

SG 1989 L-38 IID SEQ IIIE SEQ VE

SF 1980 L-38 IID SEQ IIID SEQ VD

SE 1972 L38 IIB SEQ IIIC SEQ VC

SD 1968 L38 IIB SEQ IIIB SEQ IV & VB

SC 1964 L-38 IIA SEQ IIIA SEQ IV & V

SB 1956 L-4 None None SEQ IV

SA 1947 None None None None

API SE API SF API SG API SJ API SL API SM

Shear Stability Low Temperature

Valve Train Corrosion

8 © The Lubrizol Corporation 2007, all rights reserved

CI-4 2002 SEQ VIII SEQ IIIF CAT 1R T10 + T8E

CH-4 1998 SEQ VIII SEQ IIIE CAT 1P T8E + T9

CG-4 1994 SEQ VIII SEQ IIIE CAT 1N T8

CF-4 1990 L-38 None CAT 1K T6 +T7

CF 1994 SEQ VIII None CAT 1M-PC None

CE 1983 L-38 None CAT 1G-2 T6 + T7

CD 1955 L-38 None CAT 1G2 None

CC 1961 L-38 None CAT 1H2 None

CB 1949 L-38 None CAT L-1 None

CA 1947 L-38 None CAT L-1 None

Oxidative thickening Piston deposits

CI-4 CH-4 CG-4 CF-4 CF-2 CF CD

10 © The Lubrizol Corporation 2007, all rights reserved

Chemistry Without Compromise

© The Lubrizol Corporation 2007, all rights reserved

6000 800 Fuel

13 © The Lubrizol Corporation 2007, all rights reserved

• Consider three aspects of the lubricant:

Antifoam Agent PPD

ZDDP Type Base Oil 2

Detergents Base Oil 1

14 © The Lubrizol Corporation 2007, all rights reserved

• Today’s base oils are highly refined materials.

15 © The Lubrizol Corporation 2007, all rights reserved

What are the current trends?

16 © The Lubrizol Corporation 2007, all rights reserved

17 © The Lubrizol Corporation 2007, all rights reserved

Traditional Dispersant 1990’s Dispersant New Type Dispersant

19 © The Lubrizol Corporation 2007, all rights reserved

20 © The Lubrizol Corporation 2007, all rights reserved

21 © The Lubrizol Corporation 2007, all rights reserved

22 © The Lubrizol Corporation 2007, all rights reserved

23 © The Lubrizol Corporation 2007, all rights reserved

24 © The Lubrizol Corporation 2007, all rights reserved

Break point = 120 hours

800 ppm phosphorus

28 © The Lubrizol Corporation 2007, all rights reserved

29 © The Lubrizol Corporation 2007, all rights reserved

30 © The Lubrizol Corporation 2007, all rights reserved

31 © The Lubrizol Corporation 2007, all rights reserved

32 © The Lubrizol Corporation 2007, all rights reserved

A Look at the Future

© The Lubrizol Corporation 2007, all rights reserved

Rapeseed (RME)… used across Europe