Browse Topic: Crankcase lubricants

Items (62)

Digital AI Based Formulation Development Platform for Crankcase Lubricants

2022-01-1096

08/30/2022

In lubricating and specialty oil industries, blending is routinely used to convert a finite number of distillation cuts produced by a refinery into a large number of final products matching given specifications regarding viscosity, flash point, pour point or other properties of interest. To find the right component ratio for a blend, empirical or semi-empirical equations linking blend characteristics to those of the individual components are used. Mathematically, the problem of finding the right blend composition boils down to solving a system of equations, often non-linear ones, linking the desired properties of the blend with the properties and percentage of the blend components. This approach can easily be extended to crankcase lubricants, in which case major blend constituents are base oils, additive packages, and viscosity index improvers. Artificial intelligence (AI) tools allow accurate predictions of the basic physicochemical properties of such blends. This allows one to speed

Zhmud, Boris, Chizhevskiy, Yan, Tomanik, Eduardo, Tormos, Bernardo, Jiménez, Antonio J.

Developing Efficient Motorcycle Oils

2018-32-002110/30/2018

Motorcycle OEMs faced with stringent global fuel economy and emission regulations are being forced to develop new hardware and emissions control technologies to remain compliant. Motorcycle oils have become an enabling technology for the development of smaller, more efficient engines operating at higher power density. Many OEMs have therefore become reliant on lubricants to not only provide enhanced durability under more extreme operating conditions, but to also provide fuel economy benefits through reduced energy losses. Unlike passenger car oils that only lubricate the engine, motorcycle oils must lubricate both the engine and the drive train. These additional requirements place different performance demands versus a crankcase lubricant. The drive train includes highly loaded gears that are exposed to high pressures, in turn requiring higher levels of oil film strength and antiwear system durability. Wet starter and drive clutches require specific oil friction profiles for good

Zhang, Yanshi, Hanthorn, Jason, Wilkes, Mark, Chamberlain, Jack, Donnelly, Kieron, Pathak, Satya Prakash, Telang, Kapil, Bhattacharya, Supriyo, Dunfee, Ron

Co-Engineering Durable, Fuel Efficient Engine Oils for Diesel Passenger Cars

2013-26-0004

01/09/2013

Rising fuel prices and global concern over climate change have resulted in the need to deliver vehicles with improved fuel efficiency. The aim is to achieve this without compromising vehicle performance, durability or cost. Passenger car manufacturers worldwide are looking at various ways to optimize fuel economy performance. One option is for a vehicle OEM to re-design engine componentry in an effort to reduce engine friction and thereby reduce tailpipe emissions. There is also an increased focus on the crankcase lubricant as a potential tool to improve engine efficiency. This has led to a close collaborative working model between equipment manufacturers and engine oil marketers to create state of the art fluids capable of delivering higher fuel economy benefits without compromising engine durability. This paper describes a structured approach to the design of an advanced engine oil for a diesel passenger car. The aim of this formulation was to deliver a tangible improvement in fuel

Symonds, Matthew, Ritchie, Craig, Rai, Raman

In-Service Low Temperature Pumpability: Field Performance vs. Bench Tests

2012-01-1708

09/10/2012

The most important property of the engine oil is its ability to reach all engine parts. Once there, it can build an oil film which protects these parts from wear and ultimately from destruction. No other lubricant property is relevant if the oil cannot be delivered to the critical engine parts. Thus engine oil pumpability, especially pumpability at low temperatures when the viscosity of the lubricant is the highest, is crucially important. The crankcase lubricant industry has recognized this, in requiring good low temperature pumpability for the last three decades. While good low temperature properties of the fresh oils are a necessary requirement for a lubricant, they are not sufficient to ensure the lifetime performance of the oil in the engine. The oil gradually ages in the engine and its properties, including low temperature pumpability, change. A number of bench and engine tests have been developed to predict low temperature pumpability of the aged oils, such as Sequence IIIGA

Oberoi, Sonia, Goldmints, Isabella

Optical Analysis and Measurement of Crankcase Lubricant Oil Atomisation

2012-01-0882

04/16/2012

Crankcase emissions are a complex mixture of combustion products and, specifically Particulate Matter (PM) from lubricant oil. Crankcase emissions contribute substantially to the particle mass and particle number (PN) emitted from an internal combustion engine. Environmental legislation demands that the combustion and crankcase emissions are either combined to give a total measurement or the crankcase gases are re-circulated back into the engine, both strategies require particle filtration. There is a lack of understanding regarding the physical processes that generate crankcase emissions of lubricant oil, specifically how the bulk lubricant oil is atomised into droplets. In this paper the crankcase of a motored compression ignition engine, has been optically accessed to visualise the lubricant oil distribution. The oil distribution was analysed in detail using high speed laser diagnostics, at engine speeds up to 2000 rpm and oil temperatures of 90°C. High resolution calibrated images

Johnson, Benjamin T., Hargrave, Graham K., Reid, Benjamin A., Page, Vivian J., wagstaff, Stuart

Impact of Biodiesel on Lubricant Corrosion Performance

2009-01-266011/02/2009

The global use of biodiesel fuel blends derived from fatty acid methyl esters (FAME) is increasing; driven by legislation derived from political, economic and environmental factors. The presence of FAME biodiesel changes the operating environment of the engine and after treatment devices, affecting the performance characteristics and requirements of the lubricant. As part of a wider research project into the impact of biologically-sourced fuels on crankcase lubricant performance, this paper documents the impact of biodiesel on corrosion-related performance. The effect of FAME biodiesel on lubricant corrosion control and the differences in performance due to FAME source are described. Mechanistic studies into the corrosive nature of FAME are reported. Novel lubricant technologies tailored to control the negative impact of FAME in the crankcase are demonstrated

Richard, Katherine M., McTavish, Stuart

The Use of Life Cycle Assessment with Crankcase Lubricants to Yield Maximum Environmental Benefit – Case Study of Residual Chlorine in Lubricant

2008-01-237610/06/2008

Life Cycle Assessment (LCA) is a methodology used to determine quantitatively the environmental impacts of a range of options. The environmental community has used LCA to study all of the impacts of a product over its life cycle. This analysis can help to prevent instances where a greater degree of environmental harm results when changes are made to products based on consideration of impacts in only part of the life cycle. This study applies the methodology to engine lubricants, and in particular chlorine limits in engine lubricant specifications. Concern that chlorine in lubricants might contribute to emissions from vehicle exhausts of polychlorinated dibenzo-p-dioxins (PCDD) and polychlorinated dibenzofurans (PCDF), collectively called PCDD/F, led to the introduction of chlorine limits in lubricant specifications. No direct evidence was available linking chlorine in lubricants to PCDD/F formation, but precautionary principles were used to set lubricant chlorine limits. To complete

Dyke, Patrick, Sutton, Mike, Thiele, Terry, Collins, Michael

Design Considerations in Formulating Gasoline Engine Lubricants for Improving Engine Fuel Economy and Wear Resistance Part I: Base Oils and Additives

2007-01-414310/29/2007

It is generally accepted that significant gains in fuel economy can be accomplished by reducing friction between the moving surfaces in key engine components (e.g. valvetrain, piston, crankshaft). This paper provides an overview of how specific tribological/rheological properties (e.g. viscosity, volatility, friction coefficient, film thickness, wear volume) can be considered in the design of fuel efficient crankcase engine lubricants that promote high wear resistance. Here, an example in how base stock, viscosity modifier (VM) and friction modifier (FM) can impact the surface friction is given. Friction and wear measurements from bench level lubrication characterization test methods mainly, high frequency reciprocating rig (HFRR) and mini-traction machine (MTM), are presented

Phillips, Cory B., McQueen, J. Scott, Gao, Hong, Stockwell, Robert T., Hardy, Bryant J., Graham, Mary E.

New Crankcase Lubricants for Heavy-duty Diesel Engines: Effect on Fuel Consumption and Exhaust Emissions

2005-01-371710/24/2005

The effect of crankcase lubricant on fuel consumption and engine exhaust emissions was investigated. Seven different lubricants were measured in a 9.6-liter bus engine, representing Euro 2 emission-level technology. The measurements were made using six different steady-state load conditions. In addition to fuel consumption measurements, gaseous and particle mass emissions and particle size distribution measurements were performed. The average difference between the worst and the best lubricant on fuel consumption was 1.6%. There was a clear correlation between the viscosity of the lubricant and the fuel consumption. Also, changes in total hydrocarbons and particle mass emissions occurred. The differences ranged between 0.6 to 22

Murtonen, T., Sutton, M.

Effect of Oil Drain Interval on Crankcase Lubricant Quality

2003-01-195710/27/2003

The average oil change interval for passenger vehicles in the USA is gradually increasing, and is currently approaching 8,320 km (5,200 miles). This paper details the results of lubricant condition monitoring on samples taken from hundreds of vehicles at intervals ranging from 0 to 25,600 km (16,000 miles). The data indicate steady additive depletion by 4,800 to 9,600 km (3,000-6,000 miles), resulting in a concomitant decrease in measured oxidation resistance. Oxidation and nitration of the basestock was also found to be present at this point, resulting in a gradual increase in both kinematic and HTHS viscosity. As a result, it is predicted that excessively long drain intervals will produce a measurable increase in fuel consumption and associated CO2 emissions. Many owners' manuals recommend service intervals of 12,000 and 4,800 km (7,500 and 3,000 miles) under “normal” and “severe” service conditions, respectively. Overall, the data indicate that the majority of passenger vehicles

Lacey, P.I., Gunsel, S., Ferner, M.D., Pozebanchuk, M., Alim, A

Lubricant Requirements of an Advanced Designed High Performance, Fuel Efficient Low Emissions V-6 Engine

2001-01-189905/07/2001

Modern high power density gasoline fueled engines place an ever-increasing demand on the engine lubricant. In this study, it is shown that advances in engine design to increase performance, improve fuel economy and lower emissions have outpaced the development of typical commercial engine lubricants. Advanced designed engines began to experience oil starvation as a result of a combination of driving cycles, oil quality and poor maintenance practices. The cause was traced to excessive increases in borderline pumping viscosity as measured by MRV TP-1 (ASTM D4684). Used oil analysis for MRV TP-1 showed viscosity greatly increased in excess of stay-in-grade requirements and in many cases the crankcase lubricant was solid at the temperature appropriate for its viscosity grade. However, at the same time CCS values were in grade or only slightly (1W grade) elevated. An investigation examining used oil showed high levels of oil oxidation and nitration to be the primary forces at work in

Batko, Michael, Florkowski, Dennis, Ebeling, Victoria, Geibach, Rolf, Williams, Lewis

Low Temperature Rheological Properties of Aged Crankcase Oils

2000-01-294310/16/2000

The low-temperature pumpability of engine oil throughout the engine at startup is an important property. Insuring that fresh oils can be pumped at low temperatures has been a requirement of crankcase lubricants for approximately two decades. Extending the assurance of the oil's low temperature pumpability as it ages under engine operation has been the concern of car manufacturers and lubricant marketers for some time. In order to determine the factors influencing the aged oil's low temperature pumpability, we have undertaken a fleet test. We found that as lubricants are aged, excellent low temperature pumping properties can be maintained if lubricants are formulated with viscosity-index improvers incapable of forming polymer networks, base oils with a low tendency to form wax networks, effective pour-point depressants, and if oil drain intervals are not extended beyond the performance limitations of the specific lubricant category

Batko, Michael A., Florkowski, Dennis W., Devlin, Mark T., Li, Shoutian, Eggerding, David W., Lam, William Y., McDonnell, Thomas F., Jao, Tze-Chi

Review of Organic Friction Modifiers - Contribution to Fuel Efficiency

2000-01-179206/19/2000

Friction modifiers have been around for many years. Originally, the application was for limited slip gear oils, automatic transmission fluids and multipurpose tractor fluids. Since fuel economy became an international issue, initially to reduce crude oil consumption, friction modifiers have been introduced into automotive crankcase lubricants as well. The current emphasis is to improve the fuel efficiency through the engine lubricant and to reduce emissions to the environment. This paper describes the chemistry of the various organic friction modifiers as well as the non-organic types. A basic understanding is given on the mechanisms how and why these products work as friction modifiers and what is known about structure - activity relationships. Definitions are given about the various lubrication regimes as well as figures to what extend these regimes are present in current engine tests measuring fuel economy. In addition, it is described which type of friction modifiers is most active

Kenbeek, Dick, Buenemann, Thomas, Rieffe, Han

Experimental and Simulation Approaches to Understanding Soot Aggregation

1999-01-151605/03/1999

During 1998, the US Federal authority introduced a requirement for vehicles powered by heavy duty diesel engines that NOx emissions shall be less than 4 g/bhp.h. This represents a 20% reduction over current levels and has prompted significant further hardware changes. As a result of these increasingly tighter NOx emission constraints, soot loading of diesel engine lubricants - due to retarded fuel injection, is becoming an ever more significant issue in crankcase lubricant formulation. For this reason, increased understanding is required of the mechanism of soot particle aggregation and resultant aggregate morphology - together with the likely consequences for the performance of soot-laden lubricants, for viscosity increase, filter blocking, sludging and (directly or indirectly) - soot-induced wear. We describe here a combined experimental and simulation approach to screening formulated lubricants and characterising soot aggregate structures. By using transmission electron microscopy

Wedlock, David J., Shuff, Phillip, Dare-Edwards, Martin, Jia, Xiaodong, Williams, Richard A.

Development of Improved Arctic Engine Oil (OEA-30

1999-01-152305/03/1999

U.S. Army arctic engine oil, MIL-L-46167B, designated OEA, provides excellent low-temperature operation and is multi functional. It is suitable for crankcase lubrication of reciprocating internal combustion engines and for power-transmission fluid applications in ground equipment. However, this product required 22-percent derated conditions in the two-cycle diesel engine qualifications test. Overall, OEA oil was limited to a maximum ambient temperature use of 5°C for crankcase applications. The technical feasibility of developing an improved, multi functional arctic engine oil for U.S. military ground mobility equipment was investigated. The concept was proven feasible, and the new oil, designated as OEA-30, has exceptional two-cycle diesel engine performance at full engine output and can be operated beyond the 5°C maximum ambient temperature limit of the MIL-L-46167B product. Multi functional requirements of OEA-30 were achieved by including selected portions of Allison Transmission

Frame, Edwin A., Yost, Douglas M., Villahermosa, Luis A., Bowen, Thomas C.

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

J2359_199811 (Historical)

11/01/1998

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

Fuels and Lubricants TC 1 Engine Lubrication

Lubricating Oil, Internal Combustion Engine, Preservation Break

J2361_199811 (Historical)

11/01/1998

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

Fuels and Lubricants TC 1 Engine Lubrication

The Effect of Lubricant Composition on Vehicle Exhaust Emissions

97293010/01/1997

The effect of lubricant composition on vehicle exhaust emissions has been investigated. Emissions from two vehicles were measured when lubricated with four different crankcase lubricants. All emissions tests were performed with California Phase II gasoline over the FTP-75 cycle. The lubricants tested were a conventional mineral oil based lubricant, poly-alpha olefin (PAO) based lubricant, hydrocracked based lubricant and a Volvo first fill lubricant. The first three lubricants were designed to have similar high temperature viscosities whilst using the same additive package. This meant that there were some small differences in the low temperature viscosities. This resulted in the two mineral oil based lubricants being 10W-30 grades and the PAO and hydrocracked based lubricants being 5W-30 grades. The two test vehicles used were both Volvo 850 vehicles, however one was a European specification vehicle and the other a Californian TLEV. The European vehicle was equipped with a five

Bennett, Paul J., Copp, David E., Linna, Jan-Roger, Målberg, Henrik

Understanding Soot Mediated Oil Thickening Through Designed Experimentation Part 4: Mack T-8 Test

97169305/01/1997

Fundamental knowledge investigations of soot-lubricant interactions continue. In earlier work [1-2], we examined the impact of formulation variables, engine type and mode of engine operation on the formation and nature of diesel soot and its interactions with the crankcase lubricant. Three types of North American heavy duty diesel engines were utilized: Mack EM6-285, GM 6.2L and GM 6.5L. Experiments identified additive compositions capable of providing good viscosity and wear control. Furthermore, we identified soot agglomeration, rather than amount of soot, as the phenomenon responsible for roller follower wear at low dispersant levels. Oil thickening results from the level of soot contamination, in combination with the “state” of the soot. The latter is noticeably affected by the lubricant dispersant level. Part 4 of our studies examines the impact of oil composition on a fluid's ability to handle soot in the Mack T-8 Test. A statistically designed experiment was used to examine the

Bardasz, Ewa A., Carrick, Virginia A., George, Herman F., Graf, Michelle M., Kornbrekke, Ralph E., Pocinki, Sara B.

Understanding Soot Mediated Oil Thickening Through Designed Experimentation - Part 2: GM 6.5L

96191510/01/1996

In our earlier work [1], an investigation was conducted to study lubricant formulation effects, engine type and mode of engine operation on the composition and nature of diesel soot and its interactions with the crankcase lubricant. Tests were run in two types of heavy duty diesel engines the Mack EM6-285 and the GM 6.2L. Part 2 studies the impact of oil composition on the surface and bulk chemistry of soot and on the ability of the fluid to handle soot produced in the GM 6.5L engine. The study also determined what portion of lubricant viscosity growth is related to bulk oil oxidation versus soot contamination. A statistically designed experiment was developed to examine the effects of dispersant level dispersant type, antioxidant level, and detergent metal type on average roller follower shaft wear, viscosity growth and other measured responses. The effect of run order on these measurements is also studied. Key results of this study are as follows. Higher levels of dispersant were

Bardasz, Ewa A, Carrick, Virginia A, Ebeling, Vikki L, George, Herman F, Graf, Michelle M, Kornbrekke, Ralph E, Pocinki, Sara B

Crankcase Lubricants for Natural Gas Transportation Applications

96192010/01/1996

The conversion of spark ignited and compression ignited engines to run on natural gas is established technology Engines have also been designed and built specifically for natural gas These engines have been used primarily in stationary applications with relatively constant operating conditions More recently, environmental pressures and economic considerations have made the use of natural gas attractive for transportation applications The urban transit bus population is particularly well suited to compressed natural gas fueling The basic engine designs for stationary natural gas service and conventionally fueled (diesel and gasoline) transportation service are similar Differences in operating conditions and maintenance practices have resulted in two distinct lubricant product groups Stationary natural gas engine lubricants tend to be high viscosity monograde formulations with a low ash content Lubricants for conventionally-fueled transportation applications are frequently multigrades

Chamberlin, W. B., Curtis, T. T., Smith, D. M

Effects on Resources and Environmental Impact by Modern Fuels and Lubricants

95183510/01/1995

The principal targets for engine, fuel and lubricant R & D have always been quite similar like improving customer satisfaction or minimising the environmental impact. But the development processes went on nearly independent from each other. As environmental limitations in future legislation will be tightened further, it becomes increasingly important to regard the system Engine-Fuel-Lubricant as a tripartite unit which must be kept in optimal balance. This principle is the basis for rational use of resources in reaching a well defined environmentally benign target. Following this principle, in Austria a new, sulphur reduced diesel fuel with a multi purpose performance additive package in combination with a special crankcase lubricant for passenger cars was introduced recently. To optimise costs and results both developments were carried out hand in hand under careful consideration of current and future engine technologies

Baumann, W., Buchsbaum, A., Zeiner, W.

ENGINE OIL TESTS

J304_199503 (Historical)

03/01/1995

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

Fuels and Lubricants TC 1 Engine Lubrication

Some Aspects of Biodegradability of Lubricating Oils

95102402/01/1995

Brief consideration has been given for a need of development of environmentally friendly lubricants. Different biodegradation testing methods have been described. Using three selected methods (in water, in soil and BOD) the biodegradability of some base esters as well as mineral and synthetic crankcase lubricants has been examined. Among a range of tested commercial crankcase lubricants the biodegradability of synthetic oil based on esters has been found to be the greatest

Gawrońska, Halina, Górski, Wiesław, Ostaszewski, Włodzimierz R.

Predicting Viscosity-Shear Relationships of VI Improved Lubricants

94202510/01/1994

The majority of crankcase lubricants are now formulated to contain polymeric additives to improve the viscosity temperature properties to provide a better lubricating film in the various bearing systems in an internal combustion engine. These VI (viscosity index) improved lubricants are non-Newtonian under the high shear conditions that exist in most automotive bearing systems. The conditions of interest range from starting the engine at temperatures of as low as -40°C to operating the engine at normal operating conditions including bearing temperatures of 150°C or higher. This paper presents a method for predicting the viscosity shear relationship for a series of SAE multigrade engine oils as a function of temperature and shear stress. The method is demonstrated using three types of polymeric VI improvers currently used in SAE multigrade engine oils. The polymer types include olefin copolymers (OCP), polymethacrylates (PMA), and styrene-isoprene copolymers (SI

Chen, C. I., Wu, P., Duda, J. L., Klaus, E. E.

Extension of the Temperature and Shear Rate Range for Polymer Containing Lubricants Using the Cannon HTHS Capillary Viscometer

93269510/01/1993

The Cannon High Temperature High Shear (HTHS) capillary viscometer is currently used in the ASTM D4624 procedure to measure the viscosity of polymer containing lubricants at 150°C and shear rate of 106 sec-1. An expansion of the utility of this Cannon instrument is described in this paper to cover the temperature range of lubricants from 35 to 175°C and shear rates of up to 106 sec-1. A finite difference model is used to solve the transport equations for capillary flow at each temperature. The solution accounted for temperature, pressure, non-Newtonian and kinetic energy effects on viscosity. Fitting these data to a double truncated power law model provides the incipient non-Newtonian shear rate γ̇1, the power law index n, and the incipient second Newtonian shear rate γ̇2. All these parameters can be measured at temperatures of around 100°C or less. The n and γ̇2 were found to be regular functions of temperature while γ̇i is always in the measured range. The behavior of typical polymer

Bala, V., Klaus, E. E., Duda, J. L., Palekar, V.

ENGINE OIL TESTS

J304_199306 (Historical)

06/01/1993

The purpose of this SAE Standard is to describe test conditions and performance evaluation factors for both diesel and gasoline engine tests. Specifically, the tests described in this document are used in the requirements for engine oils in U.S. military specifications, as well as in the API Engine Service Classification system described in API Publication 1509, and the ASTM D 4485, SAE J183, and SAE J1423 standards

Fuels and Lubricants TC 1 Engine Lubrication

Four-Ball Wear Studies of Steel-on-Steel, Steel-on-Ceramic and Ceramic-on-Ceramic Bearing Systems

93016003/01/1993

Sequential four-ball wear tests have been used to evaluate automotive crankcase oils for use as heavy-duty hydraulic fluids and automotive crankcase lubricants. This test technique has been adapted for use with steel-on-steel, steel-on-ceramic and ceramic-on-ceramic bearing systems. In addition to the conventional “run in” and “steady-state” wear studies, the data produced have been used to interpret bearing unit load levels for the various bearing systems involved. The data produced show that in many cases hybrid bearing systems (steel-on-ceramic) and ceramic-on-ceramic bearing systems may be useful at higher unit loadings than the conventional steel-on-steel systems. These studies focused on achieving low boundary lubricated wear rates. The bearing unit loadings were obtained from the unit bearing pressures after the “run in” of the specific bearing system

Chen, C. I., Li, H., Klaus, E. E., Duda, J. L.

PHYSICAL AND CHEMICAL PROPERTIES OF ENGINE OILS

J357_199106 (Historical)

06/01/1991

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

Fuels and Lubricants TC 1 Engine Lubrication

ENGINE OIL TESTS

J304_199102 (Historical)

02/01/1991

The purpose of this SAE Standard is to describe test conditions and performance evaluation factors for both diesel and gasoline engine tests. Specifically, the tests described in this document are used in the requirements for engine oils in U. S. military specifications, as well as in the API Engine Service Classification system described in API Publication 1509, and the ASTM D 4485, SAE J183, and SAE J1423 standards

Fuels and Lubricants TC 1 Engine Lubrication

A Modified Thin-Film Oxygen Uptake Test (TFOUT) for the Evaluation of Lubricant Stability in ASTM Sequence IIIE Test

90212110/01/1990

A modified thin-film oxygen uptake test (MTFOUT) has been developed for use with oils for the ASTM Sequence IIIE test. The thin-film oxygen uptake test (ASTM D4742) was originally developed to evaluate the oxidation stability of automotive crankcase lubricants under conditions similar to ASTM engine sequence IIID test. The test utilized fuel fractions and mixed metals catalysts to simulate the chemical environments in the engine test. Results on reference oils from TFOUT have been shown to agree with those obtained from the ASTM IIID sequence test. Recently, ASTM Sequence IIIE test was developed to replace the IIID. The IIIE defines a new oil category having improved performance in oxidation, wear and deposits. The oxidation severity of IIIE is increased by using smaller oil charge and increased blow-by to oil charge ratio. There are two technical issues with TFOUT: effectiveness in simulating IIIE conditions and the ability to rank oils containing copper inhibitors with oils that do

Ku, Chia-Soon, Pei, Patrick T., Hsu, Stephen M.

ENGINE OIL PERFORMANCE AND ENGINE SERVICE CLASSIFICATION (OTHER THAN "ENERGY CONSERVING

J183_199006 (Historical)

06/01/1990

The scope of this document is to outline the joint engine oil classification efforts of API, ASTM, and SAE. The designation, status, and descriptions of the categories are presented, as well as the test techniques and primary performance criteria

Fuels and Lubricants TC 1 Engine Lubrication