HEAVY DUTY DIESEL ENGINE OIL FUEL ECONOMY: TODAY ...

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© INFINEUM INTERNATIONAL LIMITED 2016. All rights reserved. HEAVY DUTY DIESEL ENGINE OIL FUEL ECONOMY: TODAY, TOMORROW AND BEYOND David Brass April 19, 2016 39 th Automotive/Petroleum Industry Forum

Transcript of HEAVY DUTY DIESEL ENGINE OIL FUEL ECONOMY: TODAY ...

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HEAVY DUTY DIESEL ENGINE OIL FUEL ECONOMY: TODAY, TOMORROW AND BEYOND

David BrassApril 19, 201639th Automotive/Petroleum Industry Forum

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Outline

Topics• What is PC-11• Enabling fuel economy• Maintaining durability while enabling fuel economy • Advancing fuel economy for the future

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• EMA requested new API category be introduced in 2016 to help meet latest government regulations requiring improved FE performance– Driven by EPA and NHTSA requirements to reduce GHG emissions and fuel consumption,

mandatory by 2018– Engine Manufacturers targeting use of new oils starting with 2017 model year engines

New Viscosity Grades & Limits

PC-11 Category

New Tests

Shear Stability VolatilityFuel EconomyOxidation Control Aeration Control

API FA-4Backward serviceability

uncertain

SAE XW-30HTHSV: 2.9 – 3.2 mPa·s

PC-11, ACEA

API CK-4Fully backward

compatible

SAE XW-30 and HeavierHTHSV > 3.5 mPa·s

PC-11, ACEA

Caterpillar Engine Oil Aeration TestVolvo T-13

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PC-11 and Fuel Economy

PC-11 is introducing new, lower HTHS viscosity Heavy Duty engine oils to capture fuel economy.

• PC-11 will further promote the growing trend to SAE 10W-30s.

• Market penetration of SAE 10W-30 API FA-4’s will take time without broad back serviceability by all OEMs and limited applications at PC-11 launch

*Proposed API CK-4 and API FA-4 donuts under consideration by API

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Evolution of Viscosity Grades for the Future

• Today = SAE 15W-40• Tomorrow = SAE 10W-30 • Beyond = SAE 5W-30, 5W-20, 0W-XX oils

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Changes in Demands on Oil from PC-10 to PC-11

Changes Effect on Oil Effect on Fuel Economy

Moderate EGR w/ SCR replacingHeavy EGR

Reduced soot level at drain from 3-4% to 1-2% ↑

Shear Stability Tightening Less 35 SSI type polymers willbe used ↓

Thermal management of engines leads to higher oil operating temperature in engines

Operating oil viscosities will be lower in the engine ↑Increased oxidation of the oil due to longer time spent at high temperatures

↓Larger sump size and larger available oil supply Reduced oxidation of oil ↑

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Greater Demands on Oil

Robust durability is a must and needs to come together with fuel economy along with many critical factors that

are integrated into PC-11

AerationDURABILITY

ShearStability Volatility

Thermal Management

FUEL ECONOMY

SootControl

ExtendedDrain

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Enabling Fuel Economy

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What Drives Fuel Economy

• Engine oil lubricants systems consume energy while pumping and engine oil films play a role determining frictional losses in engine operation

• Efficiency could be increased with a engine oil lubricant tailored to minimize friction and pumping losses

• Durability remains a paramount concern and should never be compromised or sacrificed for fuel economy benefits

• This requires a carefully balanced lubricant formulation with an optimized combination of additive components, viscosity modifiers and base oils.

Majority of the data taken from “Pinkus and Wilcox, The Role of Tribology in Energy Conservation, Lubrication Engineering, 34 (11), pp 599-610”

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Benefits to Fuel Economy Improvement in Heavy Duty Diesel Engines

Single Truck / Month

Miles Driven 10,000 Miles

Current MPG 7 MPG

Fuel used 1428.6 Gallons

Fuel Savings for 1% FEI 14.1 Gallons

Single Truck / Year

Fuel Savings for 1% FEI 169.1 Gallons

Cost Savings ($2.50 / Gallon) $422.8

• A fleet of 50 trucks can save ~$20k per year even with low diesel gas prices.

• 300k Class 8 trucks sold in NA in 2015, which would save 50.7M gallons of fuel/year and $127M/year at 1% FEI

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Types of Fuel Economy Testing

J1321Line Haul

Class 8 TrucksDetroit Diesel Series 60

Detroit Diesel DD15

J1321Stop & Go

Class 5/6 Trucks

EngineDynamometer

Class 5 Engines

IHDT466E Ford 6.7L Power Stroke

GM 6.5LFord 6.7L Power Stroke

Class 4-7 trucks make up just under 50% of commercial

trucks

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Lower HTHS Viscosity Enables Improved Fuel Economy

Lower HTHS Improves FESame DI Package

Drive Cycle Impacts FE ImprovementsSame oil compared to a SAE 15W-40 reference

The reduction in viscosity grade from SAE 15W-40 toSAE 10W-30 (2.9-3.2 HTHS) will provide a boost infuel economy.

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1.1 2.1

2.10.8 1.1 1.5

Fuel Economy Improvement for PC-11 Prototypes

SAE 10W-30 Low HTHS

Class 5 Stop & Go

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Effect of Viscosity Modifiers on Fuel Economy

Shear Rate

Visc

osity

Increasing FE

• The addition of viscosity modifiers to an oil improves fuel economy over a pure Newtonian oil

• Higher shear thinning polymers help more with fuel economy• Limits on shear stability for PC-11 will restrict use of 35 SSI polymers• Lower viscosity grades will use less viscosity modifiers

FE Im

prov

emen

t %

HTHS (150°C), mPa·s

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Retained Fuel Economy of PC-11 Prototype

1.82.1

• Increased oxidation strength will help to retain fuel economy for longer as viscosities will be held lower for longer

• PC-11 Prototype was able to maintain fuel economy improvement at 50k Miles field aging in DD15 engines which is the recommended oil drain interval for that service

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Maintaining Durability While Enabling Fuel Economy

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Durability at New, Lower Viscosities

• For PC-11, durability must be maintained at lower viscosities– The performance in all legacy wear tests from API CJ-4 must be met

at the lower viscosities

API FA-4Wear performance demonstrated atHTHS Viscosity of 2.9 - 3.2 cP

RFWTCummins ISBCummins ISM

Mack T-12

Maintain Protection

API CJ-4Wear performance demonstrated atHTHS Viscosity

of > 3.5 cP

RFWTCummins ISBCummins ISM

Mack T-12

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Strong Wear Performance Achievable at Low ViscosityAll testing completed at 5.0 cSt BOV100 and 3.0 cP HTHSV150

Product Results PC-11 Test Limits

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Formulation Balance is Critical for Durability and Fuel Economy

Unbalanced Formulation Balanced FormulationAfter 500k miles in the field unbalanced formulations can lead to durability concerns

Low viscosity oils can lead to fuel economy gains, but balanced formulations are needed to maintain durability

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Advancing Fuel Economy For The Future

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Enhanced Fuel Economy Lubricants Must Be Durability-Proven

• SAE 5W-20 (2.6 HTHS) oils with Grp III/IV base stocks were engine/field tested and demonstrated “Fit for Purpose” performance in global API, ACEA and OEM specifications

• Was not qualified as API CJ-4 since formulation is below acceptable API HTHS minimum specification limit

• Demonstrates ability to meet PC-11 type qualifications with proper chemistry

ViscometricResults

SAE 5W-20 Limits

Kinematic Viscosity, 100°C, cSt 7.86 5.6 < x < 9.3CCS, -30°C, cP 4560 6,600 max.HTHS Viscosity,150°C, cP 2.6 2.6 min.

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FE Demo Oil Project:Cummins ISX Durability Testing

• No appreciable wear difference between 15W-40 and 5W-20 in the Cummins cycle • All wear metal parameters were below field condemning limits

Cummins Avg EOT Ring Gap (inches)

15W-40 5W-20

Solid: 15W-40 | Dashed: 5W-20

■ FE ■ CU ■ PB

• Two 500 hour tests at Cummins (2010 Engine, Cummins protocol):– 15W-40 (4.1 HTHS) Commercial CJ-4 oil– 5W-20 (2.5 HTHS) FE demo prototype oil with enhanced wear protection

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Conclusion

• The PC-11 specification will introduce two new specifications: API CK-4 and FA-4– Introduces new, lower HTHS viscosity Heavy Duty engine oils to capture fuel economy– Requires increase in additive performance to provide significant benefits to end users

especially in area of fuel economy and thermal degradation

• PC-11 will further promote the growing trend to SAE 10W-30s– Market penetration of SAE 10W-30 API FA-4’s will take time due to lack of broad back

serviceability by all OEMs and limited applications at launch

• Although Fuel Economy gains are dependent on drive cycle, the addition of the lower HTHS 10W-30 grade will boost fuel economy improvement by ~1%

• Further fuel economy improvements need to be balanced with formulation solutions that can ultimately maintain the durability of the engine

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