Browse Topic: Diesel engine lubricants
Shell Rotella hosted journalists at the National Tractor Pulling Championships in Bowling Green, Ohio, in August, where the company was sponsoring tractors run by Koester Racing in the mini-modified division. Karin Haumann, OEM technical manager of Shell Global Solutions, was onsite and spoke with TOHE about the approaching proposed category 12 (PC-12) heavy-duty diesel engine oil category. PC-12 engine oils are in development and will be licensed for use on January 1, 2027. The current engine oil categories, CK-4 and FA-4, were introduced in 2016. Development of the new category is necessary due to advancements in engine technology, and it aligns with stricter emissions regulations that begin in 2027, said Haumann, who serves as chairperson of the API new category development team. “As diesel engine technology evolves, they require oils that offer increased oxidation performance and wear reduction, can handle higher temperatures, and improve fuel economy,” she said. Lubricant
The purpose of this SAE Information Report 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 D4485, SAE J183, and SAE J1423 standards, U.S. military specifications, and ILSAC GF Standards
This study examined the friction factor of replaceable element and conventional oil filters in a diesel engine lubrication flow setting, simulated in a precision benchtop facility that was developed for this purpose. Using clean engine oils, pressure drop across the filters was measured as a function of oil temperature and flow rate in the test facility in the range of 100-220°F and 2.0-4.5 GPM typical of diesel engine lubricant flow. The experimental results show systematic differences in the behavior between conventional and replaceable element oil filters attributable to temperature-related permeability variation in the replaceable filter element
This SAE Recommended Practice was developed cooperatively by SAE, ASTM, and API to define and identify energy conserving or resource conserving engine oils for passenger cars, vans, sport utility vehicles, and light-duty (3856 kg [8500 pounds] GVW or less) trucks
Durability remains a primary concern when formulating heavy-duty (HD) diesel engine oils, but in future there will be increased attention to fuel efficiency, particularly in Europe where the European Commission is proposing the first ever CO2 emission targets for heavy-duty vehicles. Although there are no internationally recognised fuel efficiency tests for HD diesel engines, there have been some regional and OEM developments pushing in the direction of improved fuel efficiency. In Japan the relatively new JASO DH-2F standard adds a fuel efficiency requirement, measuring fuel efficiency using the Hino N04C engine which is also used within the standard for other performance testing. In North America API have introduced the FA-4 performance standard to allow users to specify an xW-30 oil of lower HTHS150 to help achieve fuel efficiency, but with no accompanying test to quantify. In Europe ACEA are planning a HD fuel economy “F” classification which may be something like API FA-4. Volvo
In order to meet Corporate Average Fuel Economy (CAFÉ) regulations and Bharat Stage VI (BS VI) emission regulations, Indian auto original equipment manufacturers (OEMs) are adopting low viscosity engine/axle/transmission oils to achieve overall fuel efficiency gain. Attaining fuel economy by reducing oil viscosity is already established for passenger car motor oils (PCMOs) but is in its initial phase for heavy-duty diesel engine oils (HDDEOs). Now SAE 15W-40 is the most widely used viscosity grade by volume for HDDEO. In India, a large number of old vehicles meeting BS II, BS III and BS IV norms exists and require sustainable strategy to reduce fuel consumption, as well as overall greenhouse gas emissions. In this paper, authors discussed the development of low viscosity heavy duty diesel engine oil in 10W-30 viscometrics meeting API CH4 specification. Fuel economy credential of the developed product was carried out on a chassis dyno w.r.t. the reference oil in “Delhi Bus Driving Cycle
This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), the International Lubricant Specification Advisory Committee (ILSAC), and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits, are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is thus a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, or for which the Category Life Oversight Group has established equivalencies between unavailable tests and newer, available tests; (b) which ASTM or the test
This SAE Recommended Practice was developed by SAE, and the section “Standard Classification and Specification for Service Greases” cooperatively with ASTM and NLGI. It is intended to assist those concerned with the design of automotive components, and with the selection and marketing of greases for the lubrication of certain of those components on passenger cars, trucks, and buses. The information contained herein will be helpful in understanding the terms related to properties, designations, and service applications of automotive greases
Erratum
This study employed a diesel particulate generator (DPG), with an installed engine oil injector for soot and ash accumulation in a diesel particulate filter (DPF). Ash was generated by engine oil injection into the diesel burner flame. The amount of soot accumulation per loading varied from 0.5 g/L to 8 g/L while ash accumulation amount per loading was maintained at 0.5 g/L. Initially, ash accumulation distribution in the DPF was visualized using X-ray computed tomography (CT). It was revealed that the form of ash accumulation changed depending on the amount of soot accumulation before active regeneration, i.e., a large amount of soot accumulation resulted in plug ash, whereas a small amount of soot accumulation resulted in wall ash. To clarify ash accumulation mechanisms, soot and ash transport behavior in DPF during active regeneration process was directly observed using a high-speed camera through an optically accessible D-shaped cut DPF covered with a quartz glass plate. From the
During diesel engine operation, some fuel is entrained in engine oil, particularly as a consequence of strategies to regenerate NOx traps or particle filters. This “fuel dilution” of oil can adversely affect engine oil properties and performance. Compared to diesel fuel, biodiesel is more prone to fuel dilution and more susceptible to oxidation. Oxidation stability experiments were conducted at 160°C using a modified Rapid Small-Scale Oxidation Test (RSSOT) and a Rancimat instrument with 0, 5, 10, and 20 wt% biodiesel in four fully formulated engine oils, two partially formulated engine oils, and two base oils. These experiments showed decreasing oxidation stability with increasing biodiesel content. An exception was noted with the least stable oils (two base oils and one engine oil) in which 5 wt% biodiesel improved the oxidation stability relative to oil without biodiesel. Experiments with biodiesel distillation fractions identified this stability enhancement within the least
Modern agriculture has evolved dramatically over the past half century. To be profitable, farms need to significantly increase their crop yields, and thus there are amplified demands on farming equipment. Equipment duty cycles have been raised in scope and duration, as the required output of the agricultural industry to sustain a growing population has stimulated the need for further advances in effective productivity gains on the farm. The mainstay mechanical assistant to the farmer, the tractor, has also evolved with the changes in modern agriculture to meet the requirements of these newer tasks. Larger, more capable vehicles have been introduced to help farmers efficiently meet these demands. At the same time, the current generation of tractor diesel engine lubricants has facilitated high levels of performance in the agricultural equipment market for many years. This is a testament to the role modern lubricants play in productivity in such a critical industry. With a growing global
As fuel economy becomes increasingly important in all markets, complete engine system optimization is required to meet future standards. In many applications, it is difficult to realize the optimum coolant or lubricant pump without first evaluating different sets of engine hardware and iterating on the flow and pressure requirements. For this study, a Heavy Duty Diesel (HDD) engine was run in a dynamometer test cell with full variability of the production coolant and lubricant pumps. Two test stands were developed to allow the engine coolant and lubricant pumps to be fully mapped during engine operation. The pumps were removed from the engine and powered by electric motors with inline torque meters. Each fluid circuit was instrumented with volume flow meters and pressure measurements at multiple locations. After development of the pump stands, research efforts were focused on hardware changes to reduce coolant and lubricant flow requirements of the HDD engine. As engine hardware
This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Specification Advisory Committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for
An unprecedented global focus on the environment and greenhouse gases has driven recent government regulations on automotive emissions across the globe. To achieve this improvement, Original Equipment Manufacturers (OEMs) have advocated a progressive move towards the use of low viscosity grade oils. However, the use of lower viscosity grades should not compromise engine durability or wear protection. Viscosity modifiers (VM) - polymeric additive components used to tailor the lubricant’s viscometric properties - have been viewed as a key enabler for achieving the desirable balance between fuel economy and engine durability performance. Self-assembling diblock copolymers represent a unique class of VMs, which deliver superior shear stability due to their tunable association/dissociation in the lubricating oil. Superior shear stability ensures that the oil viscosity and its ability to offer reliable engine protection from wear is retained over the life of the oil in the engine. In
The interest on improving fuel efficiency of vehicles is increasing day by day. Fuel efficiency standard for diesel commercial vehicles such as buses and trucks was published in Japan. Using a fuel efficient engine lubricant is one of the effective paths and there are several 5W-30 diesel engine lubricants in Japanese market which are advertised to give a benefit on fuel efficiency against 10W-30 oil. During the development of 5W-30 fuel efficient diesel engine oil, it was revealed that the piston underside was significantly blackened by the detergency engine test (JASO M 336: 2014). In this paper, the causative agent which blackened the piston underside was investigated and the formulation to inhibit this blackening phenomenon was studied. Through several tests, it was considered that use of poly methacrylate based viscosity index improver and ester type friction modifier deteriorated detergency performance. However, by the addition of glycerol mono oleyl glycerol borate, effects of
Biodiesel fuel can be used in diesel engines with no major modification, but there are some issues derived from the properties of the fuel. Engine oil dilution is a major issue caused by lower volatility and low oxidation stability in biodiesel fuel. The purpose of this study was to clarify the influence of oil dilution by biodiesel fuel on oxidative degradation characteristics, including the acid value (AV), carbon residue (CR), and kinematic viscosity of diesel engine lubricant oil. Degradation assessment was carried out on lubricant oil during operation of a small diesel engine generator, as well as an oxidative acceleration test using a mixture of biodiesel and lubricant oil. It was found that the kinematic viscosity decreased to 23% from its initial value, the dilution rate increased almost linearly, amounting to 2.8 mass-% after 102 hours of engine operation, and deterioration was greater in JASO DH-1 grade lubricant oil mixed with biodiesel than in JASO DH-2
In order to study and evaluate the effect of sulfated ash in different diesel engine lubricants on the performance and durability of diesel particulate filter (DPF), the two engine oils of API CI-4 and CJ-4 with different sulfated ash levels are used respectively in the durability tests of two DPF systems. Moreover, the pressure drop, ash loading and filtration efficiency of the two DPFs, deposits in the inlets and outlets of the DPFs, intake flow rate and fuel consumption rates of engine are measured and compared. The test results show that: Compared to the API CI-4 which has more ash in the formulation than the API CJ-4, the API CJ-4 shows a markedly excellent performance on the lower ash loading and longer service interval and life for DPF, as well as lower fuel consumption rate for the diesel engine with DPF
The aim of this paper is the analysis of a Diesel engine lubrication circuit with a tri-dimensional CFD technique. The simulation model was built using Pumplinx®, a commercial code by Simerics Inc.®, developed and optimized for predicting oil flow rates and cavitation phenomena. The aim of this paper is, also, to show that this code is able to satisfactorily model, in a very “economic” way, an unsteady hydraulic system such as the lubrication circuit First of all, an accurate model of a lubrication circuit oil pump will be described. The model was validated with data from an experimental campaign carried out in the hydraulic laboratory of the Industrial Engineering Department of the University of Naples. Secondly, the oil pump model was coupled with a tri-dimensional model of the entire lubrication circuit, in order to compute all the hydraulic resistances of the network and the oil consumption rate of the circuit components
This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Specification Advisory Committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for
We studied the influence of extreme pressure (EP) antiwear additive on the emission and distribution of particulate matters (PMs), since EP antiwear additive is necessary to improve the property of lubricating oil with the downsizing development of engines. We used a four-cylinder, turbocharged, and inter-cooled system with SAE15W-40 lubricant diesel engine. Pure diesel and fuel blends with varying weight percentages (0.5%, 1.0%, and 1.5%) of EP antiwear additive were used. Engine speed increased by increments of 400 from 1,200 rpm to 2,800 rpm under medium load and full load. The DMS500 was used to acquire particle data, and the Wave Book was employed to record oil and cylinder pressure. Conclusions drawn from the experiments suggest that EP antiwear additive has significant effects on PM emissions and distributions. Increments and decrements were observed on the number of accumulation mode particles and nucleation mode particles with BDAW-0.5. By contrast, the number of nucleation
It is expected that the world's energy demand will double by 2050, which requires energy-efficient technologies to be readily available. With the increasing number of vehicles on our roads the demand for energy is increasing rapidly, and with this there is an associated increase in CO₂ emissions. Through the careful use of optimized lubricants it is possible to significantly reduce vehicle fuel consumption and hence CO₂. This paper evaluates the effects on fuel economy of high quality, low viscosity heavy-duty diesel engine type lubricants against mainstream type products for all elements of the vehicle driveline. Testing was performed on Shell's driveline test facility for the evaluation of fuel consumption effects due to engine, gearbox and axle oils and the variation with engine operating conditions. To complement the rig-based testing, a field test protocol has been developed to better understand the linkage between operating conditions and fuel economy changes when driveline
This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (Alliance), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Standardization and Approval Committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes
The removal of soot in the lubricating sumps of diesel engines is a formidable task, further compounded by the introduction of Exhaust Gas Recirculation (EGR). Efficient removal of soot would help ensure engine durability and engine performance while increasing oil drain intervals thus reducing maintenance costs. This paper describes a method by which soot can be separated from the oil with the application of an electric field by utilizing the small electrical charge on the soot particles. The electric field is applied to a network of electrodes that support an open porous network which stabilizes the weakly bound soot cake. Significantly higher filtration efficiency was achieved as compared to mechanical particulate filtration and centrifugation. The paper also discusses the controlling conditions while detailing the performance testing at both a bench scale level and pilot scale level
Ash, primarily derived from diesel engine lubricants, accumulates in diesel particulate filters directly affecting the filter's pressure drop sensitivity to soot accumulation, thus impacting regeneration frequency and fuel economy. After approximately 33,000 miles of equivalent on-road aging, ash comprises more than half of the material accumulated in a typical cordierite filter. Ash accumulation reduces the effective filtration area, resulting in higher local soot loads toward the front of the filter. At a typical ash cleaning interval of 150,000 miles, ash more than doubles the filter's pressure drop sensitivity to soot, in addition to raising the pressure drop level itself. In order to evaluate the effects of lubricant-derived ash on DPF pressure drop performance, a novel accelerated ash loading system was employed to generate the ash and load the DPFs under carefully-controlled exhaust conditions. The ash loading system utilized a conventional CJ-4 oil and was coupled to the
This SAE Information Report lists engine and laboratory tests for service fill engine oils which are associated with specifications and classifications established outside of North America. These specifications and classifications include those developed prior to June 1, 2006 by International Technical Societies as well as individual original equipment manufacturers. The information contained within this report applies to engine oils utilized in gasoline and diesel powered automotive vehicles
This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (AAM), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Standardization and Approval committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for
This SAE Information Report lists engine and laboratory tests for service fill engine oils which are associated with specifications and classifications established outside of North America. These specifications and classifications include those developed prior to June 1, 2001, by International Technical Societies as well as individual original equipment manufacturers. The information contained within this report applies to engine oils utilized in gasoline and diesel powered automotive vehicles
This SAE Standard outlines the engine oil performance categories and classifications developed through the efforts of the Alliance of Automobile Manufacturers (AAM), American Petroleum Institute (API), the American Society for Testing and Materials (ASTM), the Engine Manufacturers Association (EMA), International Lubricant Standardization and Approval committee (ILSAC) and SAE. The verbal descriptions by API and ASTM, along with prescribed test methods and limits are shown for active categories in Table 1 and obsolete categories in Table A1. Appendix A is a historical documentation of the obsolete categories. For purposes of this document, active categories are defined as those (a) for which the required test equipment and test support materials, including reference engine oils and reference fuels, are readily available, (b) for which ASTM or the test developer monitors precision for all tests, and (c) which are currently available for licensing by API EOLCS. The current processes for
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