Insight

The fuel and lubricant additives industry journal from

Infineum International Limited
ISSUE NUMBER 54 JUNE 2012

Your first
digital
Insight
magazine

Base stocks
Key issues shaping the global
base stocks market

Investing in technology
Salicylates deliver differentiation
to lubricant formulations

©Infineum International Limited 2012. All rights reserved.

In this issue
Editorial
I am very pleased to welcome you to the first digital issue
Going digital

01
of Infineum Insight magazine.
Making the most of the new
digital version of Insight By embracing this digital technology we can enhance our articles by adding
features including zoomable images, embedded charts and tables, video
footage and audio clips. In addition, you can search the whole publication
Talking base stocks and follow direct links to technology papers and websites so that you can
Insight looks at some of the key
questions that are shaping the
global base stocks market
02 go deeper into any of the topics that interest you. What’s more, this format
gives you the opportunity to send us direct feedback – whether you want to
comment on a feature in this issue, request further information, or perhaps
suggest topics you would like to see covered in upcoming issues.
Winter fuel quality

05
Look out for the interactive buttons like this throughout the
Exploring the southern
hemisphere data from the publication to help you get straight to the information you need.
Winter Diesel Fuel Survey
Two features in this issue take real advantage of the added functionality
that digital publications provide. As part of our Infineum Trends 2012
Premium technology

06
presentation, which is being delivered in the US, Europe and Asia Pacific,
Delivering performance way we were able to interview a number of our industry contacts from across
ahead of ILSAC GF-5
the globe on a wide range topics. We have used some of this material to
give a view of two key topics: aspects of the global base stocks market and
Fit for export the fast changing Russian lubricants market. We have been able to bring

09
these two features to life by including some of the original video footage
Middle East refineries turn
from the interviews.
to fuel additives to meet
export fuel specifications
One area of focus for the crankcase lubricants industry right now is the fast
changing specification landscape and in particular the implications that the
Insight interview
upgrade to the North American passenger car and heavy-duty engine oil
Maxim Donde on the
Russian lubricant market 12 performance standards will have on our industry. We plan to keep you
informed about the progress being made as we move through the category
developments in regular updates. For the latest view flip to page 17

Investing in technology Other features in this issue cover the results of our southern hemisphere

Salicylates offer advantages in

top tier lubricant formulations 15 Winter Diesel Fuel Quality Survey, the export of diesel from the Middle East,
the use of salicylates in passenger car and marine lubricants and the
North American top tier lubricants market. As always I hope you enjoy
reading the issue and would be delighted to receive your feedback.
Specification update Please use the link below to tell me what you think about the new digital
Progress on ILSAC GF-6
and PC-11 17 format or to comment on one of the features in this issue.

The Editor
Diary dates

18 Send your comments

to the Editor

Insight is the quarterly industry magazine for the fuels and lubricants additives
industry, published by Infineum International Ltd. The views expressed in Insight
may not necessarily represent those of Infineum.

©Infineum International Limited 2012. All rights reserved.

 Making the most
of the new digital
version of Insight
The new digital Insight is a ‘read
anywhere’ publication. You can
view it on your PC or Mac, and on
your mobile devices, such as iPad,
iPhone or Android – and you won’t
need to install any new Apps.

Searchability
Use this tool to search the whole
publication for a particular word or
phrase appropriate to your interests.

Discover the Save it for later

digital advantages
You can bookmark a particular page
for quick reference – so that you can
find it again quickly and easily – these
bookmarks are personal to you.
The new digital version of Insight might look the same as
the print version, and it still contains the same industry news Without the Internet
and cutting-edge technological innovations, but as a digital If you can’t connect to the Internet
publication it puts powerful tools at your fingertips. or don’t want to read the publication
online simply download Insight to your
hard drive, USB drive or CD/DVD, and
read it offline.

Easy to share
Share the content quickly and easily with
colleagues via email or on your favourite
social networking sites.

In the future...
Future issues of Insight will be
catalogued and you will be able to
access and view previous copies
with just a couple of mouse clicks.

We would love to hear what

Rich content
We will embed audio, video, pictures
and Flash animations to improve clarity
and to allow you to hear interviews and
presentations direct from the source.
Quick links you think. Use this link to
give us your feedback.
We have added hyperlinks to help you get
straight to the information you need without
having to copy down long web addresses –
everything will be one click away.
Insight June 2012

We are really excited about the new features that

going digital allows us to bring to you

©Infineum International Limited 2012. All rights reserved. 01

 Talking base stocks
...at Infineum Trends 2012
As part of our Trends 2012 presentation, we asked a number of our industry contacts
to give their views on future industry trends and drivers. In this feature, Insight looks
at some of the key questions that are shaping the global base stocks market.
The base stock market is still recovering
from the effects of the global economic
slowdown and is now entering a period
of real uncertainty and rapid change.
To get a good picture of this rather
volatile market we spoke to a number of
industry players from around the world.
While we talked about all aspects of the
market – Shell’s GTL plant, the uncertainties
surrounding PAO, trends in Group I, II
and III supply – in this feature we focus on
two key topics: the so called ‘decline of
Group I’ and the ‘rise of green lubricants’.
Group I decline
The increased demand for higher quality
finished products is driving the industry to
use higher quality base oils, which means
further closures of Group I plants seem
inevitable. This puts Group I in
increasingly short supply, and leaves a
void in the market as Group I currently
supplies some critical products including
bright stocks for marine and crankcase
mono grade lubricants, transformer oils
and wax.
“In the US, people thought Group I would
become obsolete as Group II grew and
flourished and hydroprocessing
technology took off. But in fact that has
not happened,” explains Amy Claxton,
owner of My Energy. “As always, supply
and demand are great equalizers. Prices
for bright stock for example are in parity
with the highest Group III and Group III+,
Insight June 2012
which means Group I plants that make
heavy neutrals and bright stock continue
to have a very reasonable return on
investment,” she continues.
02 ©Infineum International Limited 2012. All rights reserved.
Maxim Donde, General Director of LLK Group I is expected to account for less
International (Lukoil), gives us an insight than 50% of total base stock production
into the picture in Russia. “The Russian by 2020 - although imports of Group I
base oil market has always been a Group I products into Latin America, Asia and the
market, and I think that Group I will be Middle East may help sustain Group I
out there for some time. In the industrial production in North America and Europe.
market for example, the share of The challenge for the remaining Group I
imported high specification lubricants is producers is how to compete in a market
around 6% and the rest is still fairly low with increased availability of high quality
grade Group I based lubricants. It’s base stocks.
unlikely in the short term that the vast
“Right now we’re still around 60%
quantity of industrial equipment here will
Group I in the world, and 30% Group II
be converted to something that needs
and about 10% Group III and Group III+,
higher quality industrial lubricants. That is
but I see that landscape shifting over the
probably different for the passenger car
next decade,” says Claxton. “Although I
segment where Group III and IV will
still see a good future for Group I, they
replace the lower specification lubricants
won’t have the dominant role that they
at a much faster rate.”
have today – it’s equilibrating more along
Key success factors for many Group I the lines of one-third Group I, one-third
suppliers will be their ability to rebalance Group II, and one-third Group III,” she states..
base oil cuts to favour high margin
speciality products and to find new
segments in which to deploy them.
“Group I base oil will vanish from the
crankcase lubricant market sooner rather
than later,” says Henrik Holmqvist, Senior
Adviser, Neste Oil. “It’s already vanished
from European PCMOs. So Group I in the
future might be a speciality oil.” Claxton
agrees, “Europe has always been an
export hub for Group I to other parts of
the world, and to the extent that those
Group I plants make heavy neutrals and
bright stock, there’s still a very strong
market for those products. This has given
rise to a market space for some smaller
companies that are more specialty-
minded to take up that niche and
continue to make these more unique
products from our Group I plants.”
Holmqvist confirms this picture, “In
Europe, in terms of demand, only the
Group I plants producing speciality
products will survive. The others will be
phased out. Donde gives the view from
Lukoil, “Our objective is to be balanced in
base oil and finished lubricant but I don’t
think we’ll achieve a 100% balance of
Group III, Group II and Group I. Perhaps
we’ll be a seller of some quantities of
Group III in 2015 when our new Group III
capacity increases, but we’ll probably
continue to be a Group I net seller for
the time being.”
Plant conversions
With conversion to Group II production
an option, we asked how likely it is that
Group I facilities will be converted rather
than being shut down. “There will always
be a home for Group I base stock in the
market, especially in non-automotive,
industrial, and process oil applications,”
says Joe Rousmaniere, CEO, PETRONAS
Base Oil. “I don’t anticipate any
conversions from Group I to Group II
but I do expect that there will be regular
and permanent shutdowns of Group I
refineries in the coming years.”
Holmqvist agrees, “I don’t think Group I
manufacturers will convert their facilities
to Group II production because there is
so much Group III in the market place.
I don’t see a big niche for Group II in
Europe. Investment costs to convert to
a Group II unit would be too high.”
However in Russia things are a little
different. “Today there is only a little bit
of Group III production, but right now
there are quite a number of companies
announcing their plans to change that,”
says Donde. “We are planning to expand
our Volgograd refinery to produce
Group III we also have plans to convert
our Perm refinery from Group I to
Group II but these plans are somewhere
away from us yet.”
Green oils
The green lubricants market finally seems
to be taking off. In the US, Valvoline Next
Generation, Safety Kleen and Universal
products as well as increased re-refined
base stock availability are significantly
increasing supply. We hear about potential
new re-refineries almost monthly – and
not just in North America. In Europe for
example, the Total and Veolia joint
venture, Osilub, has a new plant which
will transform 120,000 metric tons of
used engine oil per year into high quality
base oils, diesel fuel and asphalt. Using
the latest technologies these plants can
produce Group II type materials profitably
while being consistent with ecological
contributions towards a more responsible
use of fossil resources.
With the number of re-refined producers
continuing to grow we wanted to find
out what role they will play in the overall
base stock market and if they can match
the quality of Group III or IV. Curt Knapp,
Senior Vice President, Chief Marketing
Officer at Safety-Kleen, gave us his
thoughts. “Right now re-refined is a
little under 5% of the base stock supply
and over the next couple years we think
that is going to double. But, I personally
don’t believe that all of the plants that
are scheduled in the US will be built.”
Rousmaniere also has positive views of
the market. “The re-refined base stock
business is thriving in Europe and North
America, and it’s a good thing. So much
so that soon they are going to start
running out of waste lubricants. But the
real land of our opportunity for re-refined
is in the Far East where this is practically
unknown. Once the market understands
that you can make top quality base stocks
from waste and that it is profitable, we
©Infineum
©Infineum International
International Limited
will see a rush of new production coming
in the Far East in the next 5-10 years.”
Holmqvist is also upbeat, “I think there is
a bright future for re-refined oils. We are
seeing lots of activity with new plants
being built. Present technology delivers
very good product quality. I think they
can match Group II but not really
Group III or IV.”
Knapp agrees with the quality limitations,
“We don’t believe that it’s possible to get
to a point where we’ll be able to make a
Group III from re-refined. We believe we
can make a very high quality Group II+
base oil, but there’s just not going be
enough of those molecules available in
our used oil to make a Group III.”
Bio-lubricants
Lubricants derived from sugarcane,
vegetable and animal fats are also hitting
the radar screen. They have an appeal
due to their biodegradability and because
they are derived from renewable sources.
Soybean oil is the most widely used
feedstock and applications include
transformer fluids, transmission fluids,
gear and compressor lubricants, and
greases. So, how significant will base
oils produced from biomass be on the
lubricants industry over the next five
years? “Significant in terms of quantity?
No. But quality, Yes,” says Rousmaniere.
“This new breed of renewable base stock
will have to meet the stringent higher
quality new generation lubricant
specifications – the base stock quality
will have to match the specification
requirements for the future to make it
work,” he continues.
Insight June 2012
Limited 2012.
2012. All
All rights
rights reserved.
reserved. 03
 Holmqvist adds, “I don’t think base oils
Hear the views of Amy Claxton, Henrik Holmqvist and
produced from biomass are going to play
a big role in the coming 5 or 10 years. Joe Rousmaniere captured for Infineum Trends 2012.
You have to understand that it’s a very
complicated process and it will be very
expensive. I think they have to enter the
top tier market because they are so
expensive compared to present products. Amy Claxton, My Energy
There would need to be some form of
legislation push to see more of this type of
base oils.” Knapp has a slightly different
take on biolubes and their potential
impact on his business. “Lubricants made
from vegetable oils are a concern to us.
If they become a large part of the market
place, they will find their way into the
used oil collection system. And we know
that a big slug of that is going to cause us
a lot of problems at our re-refineries.”
However, in our view, without significant
investment in infrastructure and a strong
regulatory push it is likely to be some
time before these green-oils move into
a more mainstream position in the
lubricants industry.

Other developments
It is important to recognise that the
Henrik Holmqvist, Neste Oil
impact of GTL has not been seen in the
market place yet. Shell’s second GTL train
is starting up in June 2012 and significant
sources of natural gas have been found
in North America setting the stage for
additional growth. “The door is opening
for natural gas in an economic proportion
that would support a large GTL plant
in the US,” confirms Claxton. “I would
imagine that the major oil companies
would be looking at that as part of their
portfolio and if gas prices stay low relative
to crude oil prices, some companies may
consider producing Fischer-Tropsch base
oils as Shell has done in Qatar.”

We will also see the impact of Chevron’s

new Pascagoulla refinery, which is on
schedule for start-up by the end of 2013 Joe Rousmaniere, PETRONAS Base Oil
and is expected to produce 1.2 million
tonnes of extra Group II capacity. In such
a fast changing world it is clear that the base
stock market must continue to evolve and
respond to the needs of the global market.

In addition to information on the global

base stock market, this year’s Trends
presentation looks at enhancements in
powertrain technology along with trends
in fuels and lubricants across a number
of vehicle applications.
Insight June 2012

Visit www.infineum.com for

further information and to request
a copy of the Trends DVD

04 ©Infineum International Limited 2012. All rights reserved.

Winter Diesel Fuel Survey
Exploring the data from the southern hemisphere
As a precursor to the full
Infineum 2012 Worldwide
Winter Diesel Fuel Quality
Survey, which will be
published in October, fuels
chemist Robin Hunt reveals
some of the key findings of
the data collected in the
southern hemisphere.
The characteristics and quality of diesel
fuels is continuing to evolve as regulations
push for increased fatty acid methyl ester
(FAME) use and further desulphurisation.
Understanding the fuel quality and trends
in various regions, especially as the fuel
market expands through exports, is
increasingly important in order to meet
local requirements.
The Infineum Winter Diesel Fuel Quality
Survey aims to provide a good overview
of the quality of automotive diesel in the
global marketplace. Insight regularly
publishes highlights from the full dataset.
But, with the analysis of the winter samples
from the southern hemisphere now
complete, we were keen to quickly share
the findings from this subset to enable
readers to make well informed decisions.
Sample collection
In this dataset 39 samples were purchased
from service stations in seven countries.
This sampling method helps to ensure
the fuels are representative of the fuel
purchased by the average consumer.
Sampling points were selected so that
the fuels represented the production from
each refinery or region in a given country.
The data for the southern hemisphere is to continue for the foreseeable future.
challenging to analyse because the dataset We expect this increased use of FAME
to be replicated in the results of the full
is quite restricted and the samples collected
are not always consistent from year to year, Winter Diesel Fuel Quality Survey.
as several of the countries sampled may
Sulphur trends
have different grades circulating at the
same time.
Another noticeable trend is the continued
overall lowering of sulphur levels, again
mostly in the South American samples.
The Latin America region, which is the
largest of the sample populations, does All southern hemisphere samples tested,
not have any regulatory body to help with the exception of Argentina, were
organise, steward and provide consistency below 400 ppm sulphur, with most below
300 ppm. Argentinean samples had sulphur
to fuel specifications across the countries.
This means that fuel quality differences levels of 800 ppm, although we expect
originate at the very beginning – at the upcoming legislation to lower these
specification level. figures to be more in line with other Latin
American countries, a trend that we will
This subset of the Winter Diesel Fuel
be looking for in the 2014 Survey.
Quality Survey data highlights trends in
two of the usual big topic areas covered by Looking ahead
the full Survey – namely FAME use and fuel As we anticipated in the 2010 Survey,
sulphur levels. FAME use is still the main factor of interest
in this subset of the 2012 Winter Diesel
Biodiesel trends Fuel Quality Survey. As more renewable
The mandated volume of FAME that must
fuel regulatory mandates are introduced
be blended into diesel fuels is continuing
and FAME blend ratios rise towards (and
to increase and as we would expect there
even beyond) 10% we expect to see a
is evidence of FAME in many of the survey
wider range of effects than the standard
samples. However, no FAME was detected
lowering of HFRR. In the future it will be
in the Australian or South African samples,
important to guard against oxidation,
while in South America, with the exception
stability and filterability issues along with
of Chile, 100% use of FAME was observed.
increased wax content that may not be
This is reflected in the continued lowering
apparent in current fuel samples.
of High Frequency Reciprocating Rig (HFRR)
wear scar values in the region.
Register your interest in
receiving the full Winter Diesel
This increased FAME use appears to be
Fuel Quality Survey in October
driven by local mandates. Argentina
currently has a 7% voluntary blending
ratio, which is expected to increase via
a mandate to 10% in 2012. Add to this
Insight June 2012
the push for Brazil to increase blend
requirements to 20% by 2020 and it
is clear that this is a trend that is likely
©Infineum International Limited 2012. All rights reserved. 05
 Going way beyond
ILSAC GF-5
Infineum’s premium technology
offers enhanced performance
Oil marketers in North America are looking for premium lubricants, formulated
with a combination of high quality base oils and premium additive technology.
These superior products go beyond conventional ILSAC GF-5 requirements,
offer real performance differentiation and deliver higher value to both the oil
marketer and the end consumer.

North America’s profitable premium
synthetic motor oil market is dominated
by several well known brands, which
include Mobil 1, Pennzoil Platinum,
Castrol Edge, Valvoline SynPower and
Amsoil. In this market segment the
combination of brand strength, premium
approvals and high performance claims
provide value to the end customer and
allow the oil marketer to command
a premium price. The market for full
synthetic oils is growing; unlike the
rest of the North American passenger
car motor oil market which is flat
to declining.
However, the impact of SAE 0W-20 and
dexosTM may limit the growth of the very
premium segment, and a lower tier full
synthetic is likely to emerge. So, although
‘synthetics’ remains a growth segment,
marketers will need to find new ways to
differentiate and maintain the profitability
of this value added segment. These
include even higher performing products,
such as Mobil 1 extended performance,
Pennzoil Ultra, Castrol Edge with Titanium
and Amsoil Signature Series.
Today’s consumers are discerning and
demanding. They want to cut the cost
of motoring, reduce used oil and keep
their cars reliably on the road for longer
between services. But, at the same time,
they are also looking for improved fuel
economy, better engine protection and
trouble free motoring. However, the
consumer is not the only stakeholder with

Gone are the days when a lubricant branded

as a ‘synthetic blend’ brought value to the oil
marketer by commanding a price premium
Insight June 2012

06 ©Infineum International Limited 2012. All rights reserved.


high expectations. OEMs are demanding
improved lubricant performance to
protect advanced engine hardware and
to enable them to meet environmental
legislation and offer longer warranties on
their vehicles. To ensure oil quality meets
their exacting requirements many OEMs,
including GM, Toyota and Honda, are
introducing their own lubricant
specifications or recommendations.
Gone are the days when a lubricant
branded as a ‘synthetic blend’ brought
value to the oil marketer by commanding
a price premium. Today this claim says
nothing specific about oil quality or
performance and now applies to just
about any motor oil that uses API
Group III base stocks in its formulation
– no matter how little. This has left
many marketers without a true mid-tier
product in their portfolio and many of
the larger marketers are shying away
from describing their products as ‘part
synthetic’ or ‘synthetic blend’ because
there is just no value left in those terms.
The North American lubricant market is
becoming increasingly segmented, with
ultra low viscosity oils for fuel economy,
GM’s dexosTM oils, high-mileage oils,
re-refined oils and biolubricants, plus
a growing number of private labels all
finding a space.
So with this increasingly complex and
overcrowded marketplace how do
marketers get any attention for their
product? In our view, focusing on a
premium ILSAC GF-5 oil gives marketers
a real opportunity to differentiate their
oil and tell consumers why theirs is better
Benefits of using next generation detergent inhibitor
in full synthetic products:
• Enhanced engine protection
• Stringent cleanliness
• Improved fuel economy (SAE 0W-20)
• Extended drain interval
• Blending flexibility
than the one next to it on the shelf.
However, to achieve this differentiated
performance formulators must choose
the right combination of high quality
base stock and carefully designed additive
package and, at the same time, balance
cost and availability issues.
The combination of SAE 0W-20 viscosity
grades with specifications such as
dexos1TM, which require a 13% NOACK
volatility, make it extremely challenging
to formulate high quality, low viscosity
differentiated products using conventional
Group II or Group II+ base stocks.
However, Group III supply is currently
tight – although we expect this situation
will ease as Neste Oil’s new supply reaches
North America and as Shell’s GTL plant
comes fully online.
The other part of the equation is using
the right additive package. In our view,
the use of next generation detergent
inhibitors in premium full synthetic
products allows lubricant marketers to
deliver value and capture a higher price
for their products.
The use of premium Group III base stocks,
advanced viscosity modifiers and next
generation additive packages offer oil
marketers the ability to capture higher
value through truly differentiated features
and premium performance. These high
performance oils not only meet the
increasingly tough demands made by
both OEMs and consumers, but also allow
the marketer to more easily differentiate
their oil from the competition and help to
deliver improved returns.
©Infineum International Limited 2012. All rights reserved.
Infineum P5711
Infineum premium additive
technology offers significant
performance advantages over
conventional ILSAC GF-5 or dexos1TM
technologies. When used to create
full synthetic oils Infineum P5711
delivers a number of benefits:
• Extends oil drain intervals
• Improves fuel economy
(in SAE 0W-20)
•  Delivers good fuel economy
retention
•  Provides excellent oxidation
stability performance
•  Improves engine cleanliness
and deposit protection
•G
 ives outstanding sludge
protection
•  Exceeds ILSAC GF-5 and
dexosTM requirements
•  Offers excellent low
temperature protection
•  Meets all GM4718M
specification requirements
In combination with Infineum SV
polymers it has a very broad
viscosity grade coverage from
SAE 0W-20 right up to SAE 5W-50,
which provides better film
thickness for severe applications.
Contact us to learn more about
our top tier offerings and to discuss
future opportunities of working
Insight June 2012
with us to differentiate your
products in the marketplace.
07
Fit for export
Middle East refineries turn to fuel additives
to meet export fuel specifications

As the Middle East ramps up its low sulphur diesel fuel production for the export market
John Maddox, Fuel Additive Deployment Technologist, Middle East & Africa, examines
the role that fuel additives play in ensuring the fuels meet regional specifications.
The refining industry in the Middle East
is changing rapidly. New refineries are
being built and others are undergoing
upgrades to allow the production of ultra
low sulphur diesel. All of this activity adds
capacity and increases the potential for
the region to export finished diesel to
other markets in the US, Asia and Europe.
However, these opportunities are creating
challenges, as refineries work to meet
the varied specifications of their global
customers. Additives are now playing an
increasingly significant role in helping
the refiner to meet the specifications
requirement of the export destinations.
To enter the export market the refiner
must first gain a good understanding
of the specifications required by the
potential markets and make a decision
about which can best be targeted.
However, ASTM D975 does not provide
all the information that a refinery needs
to produce diesel for export to the US.
Lubricity targets are clear, being set at
520 µm High Frequency Reciprocating
Rig (HFRR) average wear scar diameter
at 60°C, but cold flow requirements are
more complex and less well specified.
The ASTM believes it is unrealistic to
specify low temperature properties that
will ensure satisfactory vehicle operation
at all ambient conditions. Instead they
suggest that the fuel supplier and
purchaser should agree appropriate
low temperature properties to ensure
that the diesel supplied is suitable for
the intended use. A number of tools
can be used to help reach this agreement
including the Low Temperature Flow Test
(LTFT) and Cold Filter Plugging Point
(CFPP) test, which are used to estimate
vehicle low temperature operability.
The tenth percentile minimum air
temperatures can be used to help
to estimate expected regional target
temperatures for use with cloud
point, LTFT and CFPP test methods.
However, any diesel which enters the
US pipeline system is subject to an
overriding agreement, which requires
the cloud point to be below -9°C and
pour point to be below -18°C.

Understanding specifications
Specifications in most US states are
controlled by ASTM D975 and, although
seven different grades are specified, only
two grades containing 15 ppm sulphur
are of interest as export fuels. The first
is grade No. 1-D, which is a special
purpose light distillate for automotive
diesel engines. The second is grade
No. 2-D, a general purpose middle
distillate, which can also be used in
non-automotive applications.
Insight June 2012

©Infineum International Limited 2012. All rights reserved. 09

 In Europe automotive diesel fuel quality
is controlled by the European Standards
Organisation (CEN) under the EN 590
specification, which provides a range of
both temperate and Arctic grade options.
But potential exporters to Europe should
be aware that local specifications,
including off-taker requirements,
exchange agreements and sometimes
tax incentives, can cause the EN 590
specification to be superseded.
Europe faces similar uncertainties as in
the US, although requirements appear
to be better defined. The lubricity
requirement is clear and consistent for
cloud point
CFPP
No cold flow additive
Insight June 2012
In Europe the financial incentives to use cold flow additives are high
10 ©Infineum International Limited 2012. All rights reserved.
all grades being set at 460 µm HFRR
average wear scar diameter at 60°C.
However, the cold flow requirement is
more complex.
Cloud point is not specified in EN 590,
but often forms part of exchange
agreements and country specifications,
and must be considered by fuel
exporters. CFPP is set by individual
countries according to a standard table
at levels from +5 to -20°C. But, having
said that, local agreements can and
do enforce more severe specifications,
for example Germany’s winter
requirement of -22°C.
maximum cloud point
= increased profit
CFPP
With cold flow additive
diesel cloud point can
be elevated
In Asia Pacific the market lacks the degree
of coordination seen in the US and
Europe. However, the Singapore spot
market, where both cold flow and
lubricity requirements are clearly defined,
can provide some consistency for
exporters to target. Here CFPP is set to
-5°C and lubricity to 460 µm HFRR
average wear scar diameter at 60°C.
With cold flow and lubricity requirements
being the two key performance
parameters that must be considered,
it is important that the export refiner
has some knowledge of the additives
that will be needed to meet them.
Using cold flow additives
Refineries use cold flow additives to meet
CFPP targets and to improve refinery
economics. Without cold flow additives
the cloud point and CFPP of a diesel fuel
are quite close together. The use of cold
flow additives widens the gap between
the two parameters, allowing refineries
to raise cloud point and maximise the
economics of diesel production.
However, it is not possible to expect
every additive to provide an economic
advantage. The additive must be precisely
matched with the alkanes that precipitate
when the fuel is cooled below the cloud
point. Without this match the additive
may fail, which at best will result in poor
economics.
Selecting the right cold flow additive
is typically done through a complex
laboratory testing process that requires
representative diesel samples to be
available. However, this test-based
approach is impractical for refineries
going through upgrades and for new
builds, so a more speculative approach
needs to be taken in collaboration with a
knowledgeable and experienced additive
supplier at an early stage in the project.
Using lubricity additives
Vehicle manufacturers see lubricity as a
critical parameter because certain parts
of the engine depend entirely on fuel for
their lubrication. A fuel with poor lubricity
will not meet HFRR specifications and
can cause catastrophic levels of wear to
critical pump components resulting in
fuel pump failure. The lubricity of diesel
fuel is defined by its ability to prevent
or minimise wear in these critical areas
and is a function of the way it has been
refined and blended. Hydrotreatment
to remove sulphur and the blending
of diesel with kerosene to improve low
temperature performance both lower
the fuel’s lubricity.
The use of lubricity additives is the
lowest cost way of meeting specifications
and retaining vehicle performance.
Although the addition of fatty acid
methyl ester (FAME) is also an effective
method, it is more expensive than using
a lubricity additive, unless the use of
FAME is mandated as part of the diesel
composition.
The key parameters to consider when
selecting a lubricity additive include:
•  The additive chemistry; typically
a choice between ester or mono-acid
•  Off-taker preferences and requirements
•  The need to have multi-product
pipeline approval
•  The maximum treat rate allowed
to comply with pipeline approval
•  The required HFRR response
A key element in the selection of both
lubricity and cold flow additives is the
balance that needs to be struck between
supply security, storage and handling.
These additives are often subject to long
supply chains – in some cases as long
as 60 days. In addition, supply routes
can be subject to trade restrictions and
unplanned delays, which mean securing
supply from a local company can have
a high value.
Before supply can be arranged the
refinery must consider how it will store
the additives locally. This can be split
between the additive supplier’s facilities
and onsite refinery facilities.
However, it is important to ensure the
tank sizes take account of the length of
the supply chain, the additive treat rate
and how much diesel will ultimately be
produced. In our experience, additive
storage facilities, handling requirements
and injection methods need to be agreed
©Infineum International Limited 2012. All rights reserved.
early in the design phase to avoid real
problems during project execution.
Pulling these factors together to strike the
best balance between supply, storage and
handling for each individual refinery is
critical to achieving successful application
of cold flow and lubricity additives.
Summary
The export of diesel fuel can be complex
because cold flow and lubricity
specifications are not straightforward.
However, careful use of additive
technology is the most effective and
economic way to meet HFRR and cold
flow specifications, but their use needs
to be considered at the refinery project
design phase.
Working closely with a knowledgeable
additive supplier such as Infineum,
with experience of refinery start-ups
in the Middle East and a local
manufacturing capability, can contribute
to the success of the project. In addition,
close working relationships can help
to minimise implementation issues
associated with the use of cold flow
and lubricity additives.
Contact our Middle East &
Africa Fuels team for advice on
optimising your refinery for
diesel export.
A fuel with poor lubricity
will not meet HFRR
specifications and can cause
catastrophic levels of wear to
critical pump components
Insight June 2012
11
 Maxim Donde
on the Russian lubricant market
Russia is one of the world’s exciting growth economies. Valera Verstelle, Head of
Infineum UK Ltd’s Representative Office in Moscow, recently took the opportunity
to talk to Maxim Donde, General Director of LLK International (Lukoil), about his
perspective of the country’s fast changing lubricant markets.
As you would expect in a growing
economy, vehicle production and sales in
Russia are healthy and industry analysts
expect the country to overtake Germany
as the largest car market in Europe by
2016. This forecast, and the fact that
Russia has joined the World Trade
Organization, means western vehicle
manufacturers have been rushing to
invest in local production facilities in
order to capture a share of the market.
Russia is currently the fourth largest
global lubricant market, with future
growth expected to be significant as the
vehicle population builds. However, the
recent economic turbulence has created
some uncertainty about the potential for
growth. We wondered if this uncertainty
might lead local lubricant companies to
expand their sales outside of Russia and
therefore compete with the existing
major oil companies.
“When you say ‘local Russian lubricant
companies’ you probably mean Russian
integrated oil companies, for example
Rosneft, Gazprom Neft and Lukoil,” says
Donde. “I don’t think you can call these
companies ‘local’ because they are
pretty big, which makes them regional
majors with certain ambition for growth
outside Russia.”
It is clear that Lukoil shares these
ambitions. “In the commonwealth of
Insight June 2012
independent states of former Soviet
countries we have a significant presence
and in many cases share common
language and culture, so it’s easy for us
12 ©Infineum International Limited 2012. All rights reserved.
to grow,” he explains. “But we also have a thing of the past. GOST specifications
a desire to expand further. One area is have been out there for decades; right
our marine lubricants project, which now I don’t think anyone would be
started in 2008 and now has almost 2% investing their time to upgrade them.
of the market worldwide, which we will I think the OEM claims will replace
continue to expand.” them and the GOST specifications will
be something of the past. I expect the
Today, the Russian lubricant market is
share of imported lubricants to grow,”
oriented towards sales of low quality
he continues “something we will fight
Russian GOST and low quality API
technology lubricants. We asked Donde because this specific market segment is
for his views on the future of lubricant very exciting to us because it is where
quality. “I don’t think you can talk about we make the most money. We intend
the Russian lubricants market as one to compete with lubricants of the
homogeneous market. If you take same high quality – they will just be
passenger car motor oil, we already domestically manufactured.”
see a huge percentage of high quality
For commercial transport the situation is
lubricants and that’s a reflection of the
foreign auto manufacturers getting into different. Here he estimates the share of
the country in a very aggressive fashion. imported high quality lubricants to be
Right now the estimates vary quite a bit, around 12%, with limited evidence that
but everyone agrees that the share of the imported and high quality lubricants
imported lubricants is above 50%, so are growing. “Any growth will be
we no longer talk about these so called because sales of imported vehicles may
GOST lubricants as a major driving grow,” he explains. “We see quite
force in the market. With the emergence aggressive behaviour from Russian
of OEM claims they are likely to become domestic auto manufacturers in this
“Fuel economy is important to every economy in the world.
However it hasn’t been as important in Russia as in the
European markets because we have an abundance of
energy resources and the price of the energy has been
lower and subsidised by the state for quite some time.”
Maxim Donde, LLK International
 Insight June 2012

©Infineum International Limited 2012. All rights reserved. 13

 segment and that means that certain
lower quality lubricants will prevail.
For example, local manufacturer GAZ
has a strong position, if you go out on
the streets you’ll see their vehicles
everywhere, they offer decent quality
for decent price and I believe they will
hold their market share.”
Fuel economy is the main driver for the
development of new top tier lubricants in
Europe and we were keen to understand
Donde’s views of how important fuel
economy is in Russia. “Fuel economy is
important to every economy in the
world. However it hasn’t been as
important in Russia as in the European
markets because we have an abundance
of energy resources and the price of the
energy has been lower and subsidised by
the state for quite some time. I think the
rate of growth of fuel efficient equipment
and behaviour will depend on how
forceful the government is and the price
of fuel. Right now domestic cars are not
fuel efficient and we are not fuel efficient
in our behaviour, if the price of fuel
goes up that’s going to force people
to change their behaviour.”
Insight June 2012
14 ©Infineum International Limited 2012. All rights reserved.
Oil drain interval is a different matter and
Donde feels this is already impacting the
Russian lubricant market. “Oil drain
interval is integrated with the purchase of
foreign made cars which have longer
drain intervals – suddenly people don’t
have to change their oil every 10,000 km.
But the situation is different in the used
car market where cars are off-guarantee.
We tend to change the lubricant,
irrespective of the number of miles
driven, during the spring and autumn
because the difference in temperature
could be as big as 60 degrees. People are
used to the idea that summer and winter
lubricants should be different, which
means I think the tendency for longer
drain intervals for lubricants would be less
apparent in Russia than in other markets.”
The pace of change in Russia is very fast
and adjusting to the changing market
conditions has bought unexpected
challenges to companies like Lukoil.
“We did not expect foreign manufactured
vehicles to be prevalent in the Russian
market so fast,” he confirms. “Right now
more than 50% of cars in the streets in
the cities are foreign – no one would
“Right now more than 50% of the cars in the streets
in the cities are foreign – no one would have guessed
that just five years ago.”
have guessed that just five years ago –
yet it is out there. It is a challenge
because we suddenly see people who
drive really nice cars and they don’t want
to buy locally manufactured lubricants.
We have invested a lot of money in
upgrading our production equipment,
developing new lubricants and obtaining
approvals. But now we have to invest
money in making sure the consumers
trust locally manufactured lubricants
because right now people think ‘foreign
car equals foreign lubricant’.
Keeping abreast of this challenge is
difficult, and Donde is not sure they
are winning the race at present.
“It’s easy when you know you must
develop a new lubricant, get a new
approval or find a new technology
provider, but how do you change the
perception and understanding that
people have had for many years that
if you buy a piece of foreign
equipment you don’t take a chance
on a local lubricant? This is something
we fight against constantly and I don’t
think we have the answer to it but
we’re working on it as we speak.”
Maxim Donde, LLK International
Investing in technology
Salicylates for top tier crankcase
and marine formulations
Salicylates are valuable, differentiated detergent components with advantages in
top tier lubricant formulations in a range of applications. Robin Scott, Automotive
Development Manager, and Eddie Wilkinson, Marine & Large Engines Technology
Manager, look at the progress of Infineum’s project to build new salicylate
production facilities in Singapore and at the advantages this technology delivers
to crankcase and marine lubricant formulators.
Salicylates are used to deliver detergency
in passenger car, heavy-duty, marine,
gas engine and railroad engine lubricant
formulations. Salicylate formulations differ
from the majority of formulations using
phenate and sulphonate in that only a
single surfactant type is needed. The
salicylate soap provides both the required
engine cleanliness and supports sufficient
dispersed base to neutralise acid in the
engine. However, due to its potency,
a high level of formulation expertise is
required to use salicylate technology
effectively. In addition, not all salicylate
technologies are the same. Infineum
produces a wide range of calcium and
magnesium salicylate grades because
differences in composition result in
subtle variations in performance that
must be addressed and optimised in
the final formulation.
Salicylates on the road
The progress that has been made to
reduce vehicle emissions over the
years is impressive. Emissions of NOx,
hydrocarbons and particulate matter
have all been dramatically reduced
by aftertreatment innovations such
as the three way catalyst and diesel
particulate filter.
Today’s top tier lubricants must deliver
engine durability and sustained fuel
economy without compromising
emissions system performance. Achieving
this balance has become increasingly
challenging. And as chemical constraints
are introduced and tightened in lubricant
specifications across the globe, complex
chemistry and sophisticated lubricant
formulations are required.
The development of top tier formulations
that offer the desired performance
benefits but with lower levels of sulphated
ash, phosphorus and sulphur (SAPS) has
been an area of considerable focus for the
additives industry. For example, Infineum
has based its salicylate chemistry on a
sulphur-free molecule and the resulting
components deliver several advantages:
• Improved oxidation control
• Strong acid neutralisation capability
• Superior piston cleanliness
•  Long drain capability even at
reduced SAPS
Another advantage of calcium salicylates
over their sulphonate counterparts is that
they can have a lower friction co-efficient
which means, if formulated optimally
with other components, they can deliver
fuel economy benefits.
Salicylates for marine
Medium speed, four-stroke trunk piston
engines used to power coastal and cruise
ships typically run on heavy fuel oil (HFO).
©Infineum International Limited 2012. All rights reserved.
They are designed to have low oil
consumption, to burn a wide range of fuels,
and to offer safe, economical and reliable
operation. The lubricant must be capable
of neutralising combustion acids, dealing
with water contamination, dispersing
combustion products, handling the
asphaltenes in the HFO (which can migrate
to the lubricant), and controlling deposits
on the piston undercrown and ring grooves.
Today, all trunk piston engine oils (TPEO)
are formulated in Group I base stocks and,
in combination with salicylate detergents,
these offer excellent deposit control
compared with lubricants formulated
with a combination of sulphonate and
phenate detergent technologies.
However, changing base stock production
trends, driven by the crankcase market,
mean the use of base stocks with higher
saturates is increasing. In the future this
will result in marine lubricants being
increasingly formulated in Group II base
stocks. The relatively inferior solvency of
Group II compared to Group I base stocks
means the oil may be unable to handle
the asphaltenes adequately, which could
lead to the formation of black sludge and
piston undercrown deposits. Superior
Insight June 2012
dispersion of asphaltenes is therefore
becoming increasingly important for
future marine TPEO formulations.
15
 Infineum investment
PCMO HDD Infineum recognises that supply security
Mid-SAPS SAE 5W–40 SAE 10W–40 is of vital importance in top tier lubricant
formulations and is investing in the
Specification CIaim Specification CIaim
construction of a new world-scale
A3/B3-08 salicylates unit in Singapore. The flexibility
E4-08 Issue 2
ACEA A3/B4-08 ACEA to increase capacity has been built into the
E7-08 Issue 2
C3-10
plant’s design, which will allow Infineum
API CF, SM, SN API CF to meet the needs of this growing market.
At the same time, the combination of
BMW LL-04 Cummins CES 20072 this new plant and existing production
facilities in France mean increased supply
GM dexosTM 2 DAF Extended drain reliability can be offered to our customers
around the world.
MB p229.51 Deutz DQC III-10
The project has successfully progressed
Porsche Approved MAN M3277 through the Front End Engineering
502 00 Design (FEED) and the selection of a
p228.5 contractor for the detailed Engineering,
VW 505 00 MB
p235.27
505 01 Procurement and Construction (EPC)
processes is complete. Field construction
MTU Type 3
is now expected to begin in mid-2012,
RDX, RLD keeping the project on schedule to meet
RVI
RD-2, RLD-2
the 2013 start up target.
LDF, LDF-2
Scania
LDF-3
Read our latest press
Volvo VDS-3 release on the project

Voith Class A
Request further
information on Infineum
Infineum’s salicylate-based products cover all the top tier specifications salicylate technology

Successful deployments performance by providing excellent acid

Infineum has developed several crankcase
and marine lubricant products using
salicylate technology, which have been
extensively tested in the field and
laboratory. This development work has
revealed that it is not only essential to
select the right salicylate for the right
application, but also to ensure that the
correct balance of salicylate and metal
overbasing alkali are employed to ensure
that all the benefits of the technology
can be utilised effectively.
In 2003, Infineum introduced its first
passenger car mid-SAPS salicylate-based
product that met all the required
specifications across a wide range of
generally available Group III base stocks.
Building on this experience, a low-SAPS
product, which meets a unique combination
of claims including the ACEA C4-10,
MB p229.51 and Renault 0720
Insight June 2012
neutralisation and antioxidancy, which
helps to keep the engine clean even when
high sulphur or biodiesel containing fuels
are used. In addition, the technology offers
fuel economy retention throughout the
extended drain interval – something end
users value as they seek to minimise off
road time and reduce fleet running costs.
In TPEO formulations salicylates provide
excellent asphaltene handling and
water shedding properties (critical
for marine engines using HFO),
and improved cleanliness,
antioxidancy and base
number retention compared
with sulphonate and phenate-
based products. Development
and testing work in Group II base
stocks has demonstrated that salicylates
and a booster can deliver at least
equivalent cleanliness performance to

specifications has been developed.

current Group I formulations. This means
In the heavy-duty diesel world Infineum Infineum is ready for the use of Group II
salicylates can deliver long drain base stocks in marine TPEO formulations.

16 ©Infineum International Limited 2012. All rights reserved.

Steve Haffner, Infineum Crankcase Market Manager,
reports on the upgrade to the North American passenger
car and heavy-duty engine oil performance standards.
Progress on ILSAC GF-6 has been slow,
and it continues to appear that the
category timeline may slip. If this
happens, the introduction of the new
heavy-duty and passenger car categories
could overlap. Other significant
developments in recent months are
as follows.
Passenger car developments
For ILSAC GF-6, Ford has reported
that the Sequence VH sludge test
development is proceeding on schedule
and Toyota has confirmed that the
replacement for the Sequence IVA is
also proceeding well. The Sequence VID
Surveillance Panel is working on the
evaluation of a new 2012 MY engine.
While the work appears to be on
schedule, questions remain about
the extent of the correlation of the data
with the current 2009 MY engine and
the 2012 MY engine which will replace it.
The largest unknown continues to be
the Sequence IIIG replacement. GM is
developing the oxidation/deposit test for
dexos™. They have indicated that they
will not use the ASTM process for test
monitoring. If the test is to be considered
for inclusion in the ACC Code of Practice,
the specifics of their internal process for
test monitoring will need to be assessed
against the criteria in the ACC Code of
Practice. The API Lubricants Group is
responsible for determining if the GM
test and its process are adequate for use
in the API 1509 standard.
Another key development was that ILSAC
has decided not to lower the Noack
requirement for ILSAC GF-6 from 15% to
13% maximum. The ILSAC category still
plans to increase the oxidation severity
of the new Sequence III test. So, although to the new category timeline, and Detroit
the specification may still require a 15%
maximum Noack volatility, engine oils
may need to be at lower Noack volatility
levels in order to meet the desired engine
test performance requirements.
We can also note that there have been
no significant discussions on how viscosity plus a doubling of the time under the
grades below 2.6 HTHS would be
handled. Those products are not likely to
be backwards compatible for use in older
engines, and it’s not clear that standard
engine tests will be capable of evaluating
these new grades.
Heavy-duty diesel category
Turning to PC-11; The Engine
Manufacturers Association (EMA) met
in March along with the New Category
Development Team (NCDT). Many of the
existing API CJ-4 tests and limits will carry
through to the new category, including
the Cummins ISB and ISM, Mack T-11
and Cat C-13. Noack volatility limits will
also remain the same: 13% maximum
for SAE 15W-40 and 15% maximum for
SAE 10W-30 and lower viscosity grades.
It should be noted, though that many
OEM specifications will still require 13%
maximum Noack volatility on the lighter
viscosity grades, which will likely require
higher viscosity index (VI) base stocks for
those lighter viscosity grades.
The new C-13 aeration test will replace
the engine oil aeration test (EOAT) and
a task force is being formed to look at
©Infineum International Limited 2012. All rights reserved.
redundant tests to see if some efficiencies
in testing can be gained. Mack is working
on the new Mack T-13 test, which is key
Diesel is working on a potential new
piston scuffing test. The new Mack T-13 is
expected to replace the Mack T-12, T-10
and T-9 tests. The use of the Mack T-13A
test to measure oxidation is also under
consideration. An increase of 10°C for the
oil and the oil gallery/sump temperature
high temperature portion of the test vs.
the current Mack T-12 will significantly
increase the oxidation severity of this test.
Three additional task forces are also in
place. The shear stability task force is
looking at shearing of engine oils and
the impact of that in the market place.
It is currently trying to find oils that
cause issues related to low shear stability
in the field to help in deciding on a test
protocol that might be used for PC-11.
The oxidation task force has not made
significant progress yet but will be
looking to see what happens with the
Sequence III replacement test. The
biodiesel task force is taking a ‘wait and
see’ approach to the need for a biodiesel
compatibility test and is monitoring recent
test development activity in Europe.
The industry has not had significant
discussion as to how oils below 3.5 HTHS
would be integrated into the market. It is
likely that these oils will not be backwards
compatible. These two new category
Insight June 2012
developments will have major implications
for our industry; we will keep you
informed of their progress in future issues.
17
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June 2012 Insight
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