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It would be easy to assume that the requirements for commercial vehicle driveline lubricants are the same throughout the world, but nothing could be further from the truth. Specifying the right type, grade, formulation and quality of gear oil for axles and manual transmissions in commercial vehicles is essential to ensure the best possible fuel efficiency and maximum durability for gear components. But the stark reality is that there are huge regional differences in the types and quality of fluids used throughout the world, sometimes leading to both inadequate protection of expensive equipment and increased fuel consumption. This may happen because the ideal specification of fluid is hard to come by, or through a desire to save money by using cheap, though often inferior, products. Fluids can also be wrongly applied through habit, or failure to understand the substantial longer-term benefits of using the latest gear oil specification. In the US and Western Europe, the importance of using fluids precisely specified by the vehicle and driveline manufacturers is well-understood. So, too, are the benefits of remaining current with the latest generations of fluids as they emerge. But the story is less encouraging elsewhere in the world. In Eastern Europe, India and Asia, for example, the baseline is set much lower and the step up to using the latest fluids, that much higher. In some instances, operators are even known to use engine oils for driveline lubrication on a “one fluid suits all” basis. Although providing excellent lubrication in engines, engine oil is totally inadequate for axle lubrication and rapidly changes its viscometric profile during use.
Fluid Standards – Raising the Game
Part of the problem lies in understanding the limitations of existing fluid standards. Two of the most widely-known standards for gear oils are API GL-4 and API GL-5. Both are widely regarded in some parts of the world as a satisfactory validation for driveline fluids, but in fact they only signify that a product meets the most rudimentary standards. API GL-4 is now widely regarded in the industry as obsolete and the tests required to approve a fluid for GL-4 are no longer available. Today, the game has moved on and both vehicle and transmission manufacturers are working closely with driveline fluid additive manufacturers. Together, they develop dedicated gear oils which offer the maximum protection, extended drain intervals and reduced fuel consumption through a process of extensive laboratory and field testing. Many OEMs develop specific formulations of driveline fluids in conjunction with additive manufacturers, to suit individual transmissions and vehicles. A complex and thorough series of tests is used to approve driveline fluids for use with specific equipment, covering crucial physical aspects such as viscometrics, thermal properties and shear stability. Once a fluid is approved, it will not be changed
Lubrizol is continually striving to educate and inform commercial vehicle operators of the importance of choosing gear oils carefully, to ensure adequate protection while reducing internal friction in the driveline and improving fuel consumption. This process of enlightenment is made more difficult because the starting point is lower in some markets than others.
These lower viscosity fluids are further evolving into SAE 75W-85 for even better fuel economy. such as SAE 70W. the conventional approach is to use a thicker fluid. Oxidation Inhibitors Prevent oxidation which produces acid. Combats the main causes which are temperature. components are influenced by the load the vehicle is carrying and the distance travelled. What Do the Labels Mean? The first number in the SAE label for a multigrade is suffixed by a “W” for winter. 80W or 85W. due to availability. This represents the fluid’s ability to flow in winter temperatures. Increasingly. Similarly. New Capability In Western Europe and North America. These figures may be adjusted up and down respectively for maximum protection in more extreme climates. catalysis by metal ions. sludge. and reduced cost. However. Friction Friction inhibitors take the form of straight-chain and fatty-acid molecules which reduce friction between the two metal surfaces. salts. Lubricant chemistry is a highly complex and technical subject. maintaining sufficient protection for components when viscosity is lowered requires the use of more effective additive packages. the driveline may suffer from durability problems. New Fluids. Inhibitors neutralize acid and prevent the formation of film.5 cSt for manual transmissions. fuel savings and extended drain intervals. Similarly. lower viscosity for reduced drag and increased fuel consumption. oxygen and NOx. Location and Environment Geography and climate have a major impact on the performance of driveline lubricants and it is important to choose the correct fluids for the topography and ambient temperatures a vehicle is operating in. Corrosion Inhibitors Factors affecting rust and corrosion include the nature of the metal oxide. lower viscosity fluids. acids. a measure of kinematic viscosity) for axles and about 9. 75W at -40˚C. the presence of a solvents like water. However. the kinematic viscosity of a fluid would typically be established at around 15 cSt (Centistokes. commercial vehicle fleet operators do not always appreciate the longer-term savings they might have when it comes to durability of components. In Europe. less efficient. Given the potential consequences for heavily-stressed costly gear components. modern trucks are being equipped with intelligent service interval management systems. and only then can an effective blend of performance and durability be achieved. but it should still be capable of providing maximum protection to the driveline components. robust. with the pressure on to cut costs. Page 2 . short-haul operations imply frequent stopping and starting. 80W at -26˚C and 85W at -12˚C. One thing that all new fluids have in common are greater durability with improved thermal stability. alkalines and temperature. much longer drain intervals. heavier viscosity grades are still widely used as a matter of course. slightly lower cost and familiarity with the products. traditional. using inappropriate fluids for short-term cost savings does not make much sense. as well as temperature and topography. the industry is moving toward SAE 75W-90 for factory-fill and SAE 80W-90. such as SAE 75W-80 grades in manual transmission factory-fill and SAE 80 or SAE 80W-90 in service-fill applications. Ambient temperatures vary considerably in different regions across the globe and modern. thickening and decomposition of the oil. and one which emphasizes the importance of choosing the right fluid for given conditions and duty cycle. So. 75W. trans-continental operations.without going through the entire approvals process all over again. If an inappropriate or inferior fluid is used. exposing the driveline to a completely different duty cycle than would be experienced in long-haul. Additive Components Detergent Neutralises oxidation by-products. wide-span multigrade lubricants have been designed to support these differences under SAE J306 guidelines. The second number represents the kinematic viscosity in summer temperatures and is measured at 100˚C. The demands made on a vehicle’s driveline regularly traversing mountainous regions will be very different to those encountered by another which spends its life travelling largely on flat roadways. In a cooler climate a thinner fluid is more appropriate to flow well at lower temperatures. so the performance of 70W is measured down to -55˚C. When running in a hotter climate. varnish. in axles. which tell the driver when services are approaching and these systems assume that the fluid in use matches the manufacturer’s specifications. In emerging markets. the trend is toward new.
In North America. Small trucking companies are overloading vehicles to try and maintain profit margins because rates for carrying freight have remained fixed. Europe and Asia Axle Fluid Trends − Western Europe In the US. with 85% of the market using an OEM-approved fluid. too. In India. North and South America each pose a different set of challenges to both drivelines and the lubricants that protect them. Factories are relocating from the coast to poorer inland areas to take advantage of more favorable labor rates. but conditions are just as tough on the other side of the Atlantic. it is thought that only 10% are using the approved fluids. (Source: Lubrizol-commissioned market research) Axle Fluid Trends − Brazil The Americas: A Different Ball Game Moving from the frozen wastes of Siberia or mountainous regions of the Alps to North or South America might seem to pose fewer challenges for driveline lubricants. with approved fluid use reaching 59%. First of all. Axle Fluid Trends − Japan Page 3 . Japan is best of all. Restructuring of the Chinese industry has a part to play in this. China and India give most cause for concern. (Source: Lubrizol-commissioned market research) Axle Fluid Trends − US Russia. despite the extra distances covered. extended drain fluids of some sort used by 36% of the market and only 5% using basic fluids. In Brazil the situation is not so good.Regional Variation in the US. 10% using an OEM-approved fluid and another 10% using a high quality. there are legislative differences that have a bearing on the life cycles of driveline components. the pattern is similar. extended drain fluid of some sort. It also means that owner-operators are forced to compromise on maintenance in order to save money. validated products. But there are also around 108 million pickup trucks and SUVs in North America (large vehicles by European standards). In Russia. with 44% using OEM-approved fluids and 48% using basic API GL-4 and API GL-5 fluids. with 80% using basic fluids. with 70% using basic fluids and 20% extended drain. largely due to the influx of Western European equipment. Only 8% not in the first group are using some sort of extended drain fluid. which are often subjected to heavy-duty cycles. 41% of the market uses OEM-approved fluids. The story is similar in China. the larger commercial vehicles are typically Class 8 tractor-trailer units (known in Europe as articulated lorries).
000 lb.Axle Fluid Trends − Russia Manual transmission protected by dedicated MTF in long drain performance test Axle Fluid Trends − India Manual transmission protected by a typical API GL-4 fluid contaminated by heavy deposits Axle Fluid Trends − China In North America. This puts a tremendous strain on the vehicle driveline. Many of these vehicles undergo severe use and require additional protection. and even for plowing snow. In many cases (up to 30% in Western Europe). Lighter-duty pickup trucks and SUVs are often used by tradesmen for hauling tools and materials. there is no such regulation and it is not unusual for the gross weight of a truck to reach 140. too. Lubrizol’s new Towproof™ technology is an example of how new additive packages are being developed to respond to the needs of both the manufacturers and the end user for service-fill gear oil lubricants used in Class 3 through Class 7 vehicles in North America. however.000 lb. Equipment varies considerably throughout North and South America. and is exacerbated by mountainous areas and the high temperatures and humidity. those fluids are synthetic and certified as extended drain fluids capable of surviving intervals of up to 500. and reliance on simple GL-4 or GL-5 specification fluids leads to a high rate of equipment failure in these countries. In common with the emerging markets of Eastern Europe and Asia. In North America.000 km). with the savings resulting from reduced wear and tear on vehicles far outweighing a modest additional cost. such as Brazil and Mexico. Page 4 . European brands have a much bigger role in South America. Moving to SAE J2360 would improve the situation immeasurably. In other countries. While North American operators tend to stick to domestic products in their choice of commercial vehicles. This widespread range of equipment type makes it even more important to meet the criteria laid down by the manufacturers in such demanding conditions. as well as towing trailers and boats. a predominant specification for commercial vehicle driveline lubricants is SAE J2360. The Class 8 vehicles are usually subject to the OEM’s requirements for performance.000 miles (800. mainly due to safety and in the interest of restricting damage to road surfaces. There are. trucks are restricted in weight by law to a gross weight of 80. key differences between North and South America. operators often focus on price rather than performance. which today applies to both nonsynchromesh manual transmissions and axles.
For a vehicle covering 100. It will soon become available on Axlefacts. high-quality driveline fluid and compare that to the higher maintenance costs incurred by using inappropriate fluids.4% of the vehicle’s variable costs. How Lubrizol Aims to Help Operators Drive Their Maintenance Costs Down Lubrizol has developed a powerful tool to help vehicle operators see for themselves how correct use of the right driveline fluids can cut their maintenance costs dramatically. Driveline fluid maintenance costs represent only 0. taking into account their impact on service maintenance costs. the playing field is far from level. They will also help to evaluate new products.9% of total cost. It also takes into account the cost of trucks being out of service due to unplanned repairs. and will continue to be used to educate users as to how their businesses can be improved by choosing the correct lubricants for their vehicle fleets. there are still thousands who may not have caught up with the latest trends or realize the longer-term financial benefits of switching to a more appropriate driveline lubricant technology.The Way Forward So. even taking into account the cost of fluid changes and the frequency of changes. It also provides illustrations of cost for higher frequency standard drains and lower frequency extended drains. While many end users in the more sophisticated markets are already enjoying the benefits of the latest driveline lubricant technologies. Field trials and data compilation play a big part in Lubrizol’s research into driveline lubricant use. so watch this space! Page 5 . Here is an example screen from the Lubrizol’s unique Driveline Calculator Tool. maintenance expenses represent 11. The Driveline Fleet Calculator Model calculates the difference in cost between standard fluids and extended drain fluids in real terms.000 miles annually. with even more effective additive packages planned for the future in the neverending process of development. This means the operator can look at the overall cost of using the correct.com. when it comes to choosing driveline lubricants for commercial vehicles.