7/29/2019 IO54_CJ4LubeOil

1/210 TDR 54 www.turbodieselregister.com

I think you will agree with me when I categorize Turbo Diesel owners

as independent people who are not afraid to try something new. You

are an ingenious membership who reinvents and improves a product

to make it better serve your needs. You show a strong willingness

to share your Shadetree Solutions. With your input each quarter,

we publish the Member2Member exchange to give you a forum

to tell other members how you solved a problem.

Why Do We Need CJ-4 Oils?

First, lets discuss why this new oil was developed. The EPA wi

tighten their exhaust emissions thumbscrew on diesel engines

starting January 1, 2007, to reduce particulate matter (PM) and

oxides of Nitrogen (NOx) emissions even further. To meet these

latest requirements most diesel engine manufacturers are resorting

to the use of diesel particulatelters (DPFs). A DPF differs from the

catalytic converters we have used for years on gasoline engines in

that a DPF actually lters the entire diesel exhaust stream.

On the surface you wouldnt think this would be a big deal

Europeans have been using DPFs for years. The difference isthat Europeans dont accumulate mileage like Americans and they

will tolerate much more frequent service intervals. Our EPA ha

decreed that the new DPFs must go 150,000 miles before needing

removal for cleaning. This means the soot collected in the DPF

must be burned off in the exhaust system frequently if trap life is to

exceed 150,000 miles without removal and cleaning.

I dont have to tell you that diesel exhaust is relatively dirty. I

consists of lots of soot (Thats what turns your oil black!) and

unburned residues from both the fuel and the oil. Sulfur in the

fuel can signicantly hamper DPF performance. Thats why were

getting the new ultra low sulfur diesel (ULSD) fuel this fall (more

about ULSD fuel later). Phosphorus and sulfur in the lube oil can

shorten DPF cleaning intervals considerably. Phosphorus (P) canglaze overandplug thetiny holes in the DPF, making the openings

effectively smaller and quicker to plug. Sulfur (S) can mask the

DPF, making it temporarily less effective. Sulfated Ash (SA) in the

lube is thought to build up deposits on the DPF over time. These

deposits that originate from diesel fuel and lube oil then make the

DPF effectively smaller and quicker to plug.

A Little Lube Oil History

Beforewe talk about what theadditive industry andtheoilcompanie

have done to meet theEPAs latest directive, we need a brief lube o

history lesson. Years ago diesels were operated on rened crude

oils containing virtually no additive chemistry. As power density

increased oil companies found they needed to add specic chemicacompounds to the oil to provide performance attributes that crude

oils couldnt deliver. The additive industry was born!

Traditionally, each new diesel engine oil specication was issued

because available oils couldnt provide the lube oil performance

needed. For example, API CE was issued to create oils which

solved an oil consumption problem in Cummins NTC-400 engines

Forfty years each new diesel engine oil specication meant a

better performing diesel engine oil was availableall the way from

API CD to API CI+4.

The cause and effect of the lower 2007 diesel emission requirements

are far reaching. In this issues Member2Member, TDR writer

Doug Leno will closely examine the changes to ultra low sulfurdiesel (ULSD) fuel. To examine the changes to engine lube oils we

contracted with a hired gun, John Martin, formerly (25 years of

service) of Lubrizol Corporation.

For those not familiar with Lubrizol, Lubrizol is one of a handful of

companies that make and sell the additive package that goes into

the fnished product, one gallon lube oil jug.

More on Johns credentials: He holds several patents and has

published many industry-related technical articles. He is a past

Chairman of the Cleveland Section of the Society of Automotive

Engineers (SAE) and both a Recognized Associate and a Silver

Spark Plug (their highest honor) of the Technology and Maintenance

Council of the American Trucking Associations. He is a recognizedlubrication consultant to both the racing (NASCAR and NHRA) and

trucking industries.

We are fortunate to have Johns article addressing the CJ-4 lube

oil specifcations.

CI-4/CJ-4 DIESEL OILS

Whats A Guy Supposed to Buy?

A new diesel engine oil (API CJ-4) becomes commercial before

year end 2006. It is important that you understand what API CJ-4

lube oil is (and isnt), and why it was developed. Armed with the

proper knowledge imparted by someone who isnt trying to sell you

something, you can then make an intelligent decision about whichoil to use in your diesel engine.

It is important that you understand what API CJ-4

lube oil is (and isnt), and why it was developed.

ORIGINALLY PUBLISHED IN ISSUE 54 OF THE TURBO DIESEL REGISTER

FOR BACK ISSUES GO TO www.turbodieselregister.com/info.htm

7/29/2019 IO54_CJ4LubeOil

2/2

www.turbodieselregister.com TDR 54 11

Todaydieselengineoilslookliketheexampleshownin gure1.

From 20 to 30% of modern diesel engine oil is additives designed

to improve performance in key areas.These additives are carefully

engineeredmixturesofcompoundsformulatedtopassthevarious

dieselenginetestswhich deneanew lubeoilspecicationlike

CI+4.

Pourpointdepressantsareusedtokeeptheoiluidatverylow

temperatures.(They inhibitwaxcrystal formation.) Viscosity

modiersareusedtomaketheoilthinoutlessasitisheated.

This makes an oil which we call Multigrade and it simply means

the multigrade oil acts like a thinner oil at low temperatures and a

thicker oil at high temperatures.Multigrade diesel engine oils were

akeypartofthesolutiontotheexcessiveoilconsumptionproblem

addressed by API formulation CE.

Theperformanceadditivepackage(seegure2)isamixtureof8-

12specialtychemicals,eachofwhichisintendedtoimpartspecic

properties to the oils performance.The important thing to remember

here is that most additive chemicals (particularly detergents) deplete

or wear out in service.This is one of the reasons why the oil mustbe changed. Life was good

So, What Did the EPA Do To Us?

Now, dont take me wrongIm for a cleaner environment like

everyone else is.The problem with the EPA is that they just decree

which emissions will be reduced without once considering the cost,

the technology needed or its effect on your operation.They refer

to that as Technology Forcing Legislation.In the case of diese

engine oils, the EPA forced the adoption of a low-sulfate ash

phosphorus, and sulfur (low SAPS) oil whose technology hasn

yetbeenprovenextensivelyintheeld.

Low SA(less than 1 percent weight) effectively places a limit on the

amount of detergent which can be used in these oils.But diesels

love detergents.In over 25 years of inspecting various dieseenginesintheeld,Iveyettoseeonewhichdidntperformbette

on oils with higher levels of detergency.

Low P means t he Feds plac ed a l imit on t he amount o

Zincdithiophosphate (ZDP) additive which can be utilized.ZDP is

themosteffectiveoxidation inhibitorandanti-wearagentcurrently

available. Additive manufacturers are now forced to use more

expensiveandlesseffectiveashlessoxidationinhibitorsandanti

wear agents.

LowSmeansthenewoilscantrelyonsomeoftheleastexpensiv

Sulfur-basedoxidationinhibitorstheyusedinthepast.And,once

again,manyofthenewashlessoxidation inhibitorshaventbeen

thoroughlyeldproveninheavilyloadedtrucks.LowSalsomeansmorehighlyrenedbaseoils,whichisapositivething.Average

baseoilqualityisnowsignicantlyimproved.

So, What Oil Should I use?

If you have a diesel engine equipped with a DPF, you should

probably use API CJ-4 oils.You really dont have a choice unless

you want to clean your particulate trap more frequently. Pay

particular attention to oil change intervals. Interestingly, one o

themajorUSeetsIdealwithplanstoutilizeCI-4oilsandclean

their traps more often.Their reasoning is, (1) we have very few

2007enginesinoureet,and(2)wewanttouseonlyonediese

engine oil to minimize the chance for errors in our shops.I donthink they will be alone!

If you dont have an engine equipped with a DPF, by all means

utilize an API CI-4 oil!Your engine will thank you for it!Most of the

majoroilsupplierstocommercialeetshavealreadycommittedto

havingbothoilsavailableatleastthrough2009.Theydontlike

it, but their major customers are demanding the older oil be kep

on the shelves.

I know that the major oil marketers are telling their customers tha

CJ-4oilsarebackwardcompatible(youcanusetheminpre-2007

engines), and that is somewhat true.But if you use less detergen

in an oil, your oil change interval should be shortened accordingly

Oil marketers dont care if you have to change your oil more

frequentlyin fact, they love it!Remember oil companies are really

in the business of moving as much base oil as possible.They love

short oil change intervals.

In closing, remember to change your oil as frequently as possible

so we all can generate some more profits for those poor oi

companies.

John R. Martin

TDR Writer

Member 2 Member. . . . Continued

Typical Diesel Engine Oil Composition

BaseOils: 69-80%

Performance Package 15-20%

ViscosityModier: 5-10%

Pour Point Depressant 0-1%

1

Typical Diesel Oil Performance Package

DetergentsNeutralize Combustion Acids

Minimize Wear

Inhibit Rust Formation

OxidationInhibitor

DispersantsPrevent Agglomeration of

Soot Particles

Suspend Contaminants in Oil

OxidationInhibitorsRetard Oil Decomposition

Slow Deposit Formation

Anti-Wear AgentsCreateSacricialFilm

Between Metal Parts

Minimize Valve Train Wear

Foam Inhibitors

Prevent Oil Foaming

2

ORIGINALLY PUBLISHED IN ISSUE 54 OF THE TURBO DIESEL REGISTER

FOR BACK ISSUES GO TO www.turbodieselregister.com/info.htm