Improving Fuel Economy Under New Environmental...

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Improving Fuel Economy Under New Environmental Regulations

January 22nd, 2014


Contents

• Changes in Fuel Economy Standards

• Improved Fuel Economy Through Friction Reduction

• New Friction Modifier Offering

• Low Viscosity Engine Oils


Introduction

Market Drivers in the Automotive Industry: • Legislation on emissions • Legislation on fuel economy • Increasing fuel prices • Increased consumer

awareness

Reduced Emissions and Fuel Efficiency gains: • Weight reduction • Aerodynamics • Tire technology • Engine design • Engine management • Transmission design • Stop-start technology


New Engine Oil Specifications Driven by Environmental Regulations • The increasing Corporate Average Fuel Economy

(CAFÉ) standards are a major factor driving a need for a new light duty passenger car engine oil specification

• The NHTSA regulation limiting greenhouse gases requires fuel economy improvements for medium and heavy duty trucks.


New Engine Oil Specifications Driven by Environmental Regulations • The increasing Corporate Average Fuel Economy

(CAFÉ) standards are a major factor driving a need for a new light duty passenger car engine oil specification

• The NHTSA regulation limiting greenhouse gases requires fuel economy improvements for medium and heavy duty trucks


EU – Emission Reductions For New Cars

• 2009 - Mandatory emission reductions for new cars • 2015 - Fleet average = 130grams CO2 per km • 2020 - Further reduction to 95g/km

• 2015 & 2020 represent 18% and 40% reductions

versus 2007 fleet average When cars will be phased in

2012 65% 2013 75% 2014 80% 2015 100%

Fuel Consumption Targets Petrol Diesel

2015 target 5.6 lts / 100km 4.9lts / 100km

2020 target 4.1 lts / 100km 3.6lts / 100km


New Specifications in the U.S.

• ILSAC GF-6 (A & B) for Gasoline Engines • Next passenger car engine oil category for improvements in fuel

economy and fuel retentions • First License date - January 2017

• PC-11 for Heavy-Duty Diesel Engine Oils

• Driven by changes in engine technology to meet emission standards, renewable fuels and fuel economy standards for CO2 reduction

• First license date - April 2016 (proposal to move to Sept. 2016)


ILSAC GF-6 Needs Statement

• Increased fuel economy

• Enhanced oil robustness

• Protection against low-speed engine pre-ignition (LSPi)

• Adequate wear protection for frequently started engines


ILSAC GF-6 Key Changes

• Sequence VI-E engine test for fuel economy to be 50% more difficult than VI-D used in GF-5

• The specification will be divided into two classifications: • GF-6A for previously used viscosities • GF-6B for Xw16 oils

• Low Speed Pre-ignition (LSPi) test being developed

• Chain wear test being developed


GF-6 Time Line GF-6 "DRAFT" Timeline 2018

1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1Test Developments

Matrix Oils and Precision Matrix Decision Points

Test Acceptance

Technology Demonstration and Specification Approvals

Testing, Waiting Period

API First License Date = January 1, 2017

API Mandatory Use Date = January 1, 2018

2013 2014 2015 2016 2017

API MANDATORY USE DATE = January 1, 2018

*GF-6 1st License Date is January 1, 2017


PC-11 Needs from Engines Manufacturing Association (EMA) • Compatibility with and protection from biodiesel

• Better engine protection from aeration

• Better protection against scuffing wear

• Improved shear stability and oxidation stability


PC-11 Key Changes

• Aeration test added

• Test to better differentiate a lubricants oxidation and nitration performance

• SAE Xw30 oils divided into two categories: • 3.5 HTHS backward compatibility with previous categories • 2.9 HTHS for Fuel Economy – OEM dependent backward

compatibility


PC-11 Time Line PC-11 "DRAFT" Timeline

1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10TEST DEVELOPMENTS

Tests Accepted For MatrixTest Cut-Off

Final Matrix Design/Matrix Oils/FundingMOA Established

Conduct Precision and BOI-VGRA MatrixMatrix Data AnalysisTest Registration

Technology Demonstration 9 monthsFinal Specification Approval

API 12 Month Mandatory Waiting Period First License Date; proposed to move to 9/2016EMA Requested Date is April 1, 2016

2013 2014 2015 2016


Poll Question 1

• Which of the following GF-6 performance requirements will be the most challenging to achieve?

• Higher fuel economy limits

• Lower HTHS while controlling wear

• Improved deposit control

• Tighter limits on viscosity increase


Croda’s Approach to Fuel Economy

• Novel polymeric friction modifiers for low friction engine oils

• Components for low viscosity engine oils • Organic friction modifiers to help maintain lubricant film • Low viscosity, low volatility esters as thinning co-base oils


Coe

ffici

ent o

f Fric

tion

Valve train

Piston Rings

Piston Skirt Engine Bearings

L = velocity*viscosity/(pressure*roughness)

Mixed Boundary (E)HL

Stribeck Curve – Friction in an Engine


CO

F

L = velocity*viscosity/(pressure*roughness)

Friction Modifiers

Viscosity

Desired Friction Profile


Low Friction Correlates to Fuel Economy

“Fuel Economy Beyond ILSAC GF-5,” Jeremy Styer and Greg Guinther, Afton Chemical Corp.

CoF = 0.107

CoF = 0.131

CoF = 0.152


IMPROVED FUEL ECONOMY THROUGH FRICTION REDUCTION


Friction Modifiers

• Commonly used friction modifiers include: • Glycerol Mono-Oleate (GMO) • Oleyl Amide • Molybdenum Dialkyldithiocarbamates (MoDTC)

• Traditionally organic friction modifiers are: • Small molecules (250 – 300 Daltons) • Have a polar end group – to stick to the metal surface • A non-polar chain – to give oil compatibility and form a stable film


Organic Polymeric Friction Modifiers • Friction Modifiers can interact with

• Solubility in the base oil • Compatibility with antiwear agents • Compatibility with inorganic FMs • Compatibility with DI packs

• Friction modifiers are required to improve performance in a number of areas • Reduce friction – Deliver improved fuel efficiency • Low friction durability – Maintain improved fuel efficiency over longer

drain intervals • Reduce wear – Contribute to lower SAPs

• Each formulation may need a different solution • A range of OFMs required


Organic Friction Modifiers • Conventional friction modifiers

• GMO and Oleamide (Crodamide O)

• Oxidatively-stable friction modifiers for fuel economy

retention • Perfad FM 3336 and Perfad FM 3339

• Polymeric friction modifiers for extremely low friction

oils • Perfad 3006 (new offering), Perfad 3000, and Perfad 3050


Conventional Organic Friction Modifier Structures

Oleamide Glycerol Mono-Oleate


Conventional Organic Friction Modifier vs. Antiwear/EP agents

Sliding Metal Surfaces

Oil Phase






Oil Phase





Antiwear Film


Improved Fuel Economy and Stability

Mercedes M111 HP DSC

Good agreement between ranking in MTM and M111FE results


Poll Question 2

• Do you expect friction modifiers to become more important in HDDEO due to any of the following?

• Lower Viscosity Limits

• Engine Design

• Not important


Polymeric Friction Modifiers

• Croda’s strategy was to produce a structure similar to that of classical organic FMs but linked together within a bigger molecule

• The hypothesis is that this will help to produce coherent layers of FM on the metal surfaces with each anchor point reinforced by another on either side

Metal surface

GMO 250-500 Daltons

Perfad™ Polymeric Friction Modifiers have a MW of 5,000 – 50,000 Daltons


Perfad 3000 and Perfad 3050 • Provides outstanding coefficient of friction reduction in engine oils at

levels unachievable with conventional organic friction modifiers

• More oxidatively stable than conventional organic friction modifiers

• Effective at low dose rates, typically 0.1% - 0.5%

• High Viscosity Polymers


Perfad 3006

• New Polymeric Organic Friction Modifier

• Excellent frictional performance at a range of temperatures

• Easy handling (pourable at

room temperature)

• Soluble in a range of polar and nonpolar base stocks


Determination of Frictional Characteristics – Mini-Traction Machine (MTM)

• Stribeck curves determined using an MTM

• Ball and disc are driven independently so any required rolling/sliding speed combination can be achieved

• Friction is measured via a load cell attached to the ball drive bearing housing

• Base oil used for testing is Group II Base Stock (Pure Performance 110N)


Group II Base Oil + 0.5% Friction Modifier, 40ºC


Polymeric Friction Modifiers with ZDDP

• Perfad 3006, Perfad 3000, Perfad 3050 were each added to a Group III base oil at 0.5% treat-rate with 0.6% ZDDP • Initial friction determined • Friction after 2 hours rubbing

• Shows benefit of our polymeric friction modifier with ZDDP


Group III Base Oil + ZDDP and Friction Modifier, 135ºC, Initial


Group III Base Oil + ZDDP and Friction Modifier, 135ºC, 2 hours


Group III Base Oil + ZDDP and Friction Modifier, 135ºC


Top Treated Engine Oils • 3 commercial engine oils

• Initial friction determined • Friction after 2 hours rubbing

• Perfad 3006, Perfad 3000, and Perfad 3050 were

added to the commercial engine oil at 0.5% treat-rate • Initial friction determined • Friction after 2 hours rubbing

• Shows benefit in commercial formulation with all

additives included


Mobil 1 5W-20, 135ºC, Initial


Mobil 1 5W-20, 135ºC, 2 Hours


Mobil 1 5W-20, 135ºC


Pennzoil 5W-30, 135ºC, Initial


Pennzoil 5W-30, 135ºC, 2 Hours


Pennzoil 5W-30, 135ºC


Valvoline 10W-30, 135ºC, Initial


Valvoline 10W-30, 135ºC, 2 Hours


Valvoline 10W-30, 135ºC


Polymeric Friction Modifiers, Typical Properties

Properties Perfad 3006 Perfad 3000 Perfad 3050* Physical form Viscous liquid Viscous liquid Viscous liquid

Appearance Dark Dark Brown Dark Brown Dark Brown

Dynamic viscosity at 40°C (mPa.s) 6,400 10,640 114,000

Dynamic viscosity at 60°C (mPa.s) 2,000 2,730 23,330

Dynamic viscosity at 80°C (mPa.s) 800 990 6,690

Iodine value (gl/100g) 1.1 25 6.5

Acid value (mgKOH/g) 1.2 7.5 4

Density @ 20°C (g/ml) 0.98 0.97 0.97

Flash point (°C) 269 270 280

Pour point (°C) 4 >21 >21

SAPS (%w/w) Zero 0.08 0.02

Perfad 3050* - also offered in diluted form as Perfad 3057


Summary • Polymeric Friction Modifiers can provide extremely low coefficient

of friction in the boundary and mixed lubrication regimes in base oil, fully formulated commercial oils, and alongside common additives (ZDDP and Moly)

• Friction modifier performance is formulation dependent – one that

works well in one formulation may not work in every formulation

• Friction modifiers act by forming strong durable films

• When formulating engine oils to ensure that the correct blending procedure is used, ensure stability across a wide temperature range

• These products are field proven and are used in both racing fluids and high performance engine oils


LOW VISCOSITY ENGINE OILS


Effects of Viscosity on Fuel Economy

• General trend is

to lower viscosity to improve fuel economy

Fuel Economy Beyond ILSAC GF-5, Afton Chemical Corp.


The Limits of Viscosity Reduction

Fuel Efficiency of SAE 5W-20 Friction Modified Gasoline Engine Oils, Toyota Motor Company


Friction Curve for 1.8cSt and 2.2cSt HTHS Oil


Friction Curve for 1.8cSt HTHS Oil with 1% of Perfad 3050, 125ºC


Low Viscosity Esters

• Improved fuel economy / lower CO2 emissions can be gained by using low viscosity engine oils (e.g. 0W, 5W)

• Low viscosity base oils are more volatile i.e. give higher Noack volatility

• This requires the use of low viscosity Gp III and Gp IV base

fluids • Esters can be used as co-base fluids with Gp III or Gp IV base

oils to give desired viscometric profiles and meet volatility requirements

• Low viscosity esters have been demonstrated as effective in performance racing oils


Meeting the Noack Challenge at Viscosity: Noack vs CCS at -35C


Noack Volatility Gp V < Gp IV < Gp III

Group III Group IV

Group V (Esters)


Outstanding Low Temp Performance Comparative CCS @ -35C

Group KV @ 100 ºC CCS @-35OC (mPa s)

Pure Performance 110 N Group II 4 cSt 4927

Yubase 4 Group III 4.2 cSt 3200

Ultra S4 Group III 4.25 cSt 2668

PAO 4 Group IV 4.1 cSt 1374

Priolube 3970 Group V 4.4 cSt 2343



DE 1773 Group V 3.3 cSt 550

DE 10766 Group V 2.9 cSt < 500


Conclusion • The global trend is towards lower viscosity oils

• To meet this need Croda is developing a new range of Low Viscosity Esters

• These Esters have very high Viscosity Indices and outstanding

Low Temperature properties • The low Noack volatility of Esters makes them attractive

candidates for future Low Viscosity engine oils

• Esters may also be a significant contributor to reducing friction in the elasto-hydrodynamic regime


Summary

• The global trend is towards lower viscosity oils • Positives are improved fuel economy and reduced emissions • Negatives include potential increased wear, a decrease in engine durability and weaker

lubricant films which can lead to reduced power and oil contamination by fuel

• Croda offers a range of polymeric friction modifiers that can dramatically

reduce the friction characteristics of engine oils in the boundary and mixed lubrication regimes • They can work together with common additives, like ZDDP and Moly. • They form stable films that could also give an improvement in wear durability • They can enable the use of lower HTHS viscosity lubricants

• Technology exists to help shape the friction profile of engine oils

and contribute to improved fuel economy and reduced emissions


Samples Available • Oxidatively-Stable Friction Modifiers

• Perfad FM 3336, Perfad FM 3339

• Polymeric High Performance Friction Modifiers • Perfad 3006, Perfad 3000, Perfad 3050

• Low Viscosity Esters • Priolube 3963, Priolube 3970

• Friction Modifier Brochure


Information

• Thank you for attending!

• Visit our website for information about upcoming events

• To order samples click here

• To contact us, email: [email protected]

• Copies of the presentation slides and a link to the recording will be emailed to all attendees

http://www.crodalubricants.com/

http://www.croda.com/samplerequest.aspx?eventID=f59590e4-1412-4839-b2c9-82014962deeb&lid=1822

mailto:[email protected]

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