Lube-Tech PUBLISHED BY LUBE: THE EUROPEAN LUBRICANTS INDUSTRY MAGAZINE
and some of its engine tests, demonstrates ACEA’s willingness to draw on best practice from around the world to build specifi- cations specifically optimised for European engines, fuels and driving patterns.
New engine tests have also been included in these latest specifi- cations where existing engines are no longer available or are obsolete. Again it’s good to see a sensible approach being taken here, with the new tests being applied with the same severity as the old. In the OM646 engine test the limits set are not more than those specified by Daimler, and only CEC parameters have been included, while in the OM501 the Daimler limits have been followed exactly and although non-CEC parameters have been included there is a footnote to this effect.
While they may not always be a perfect match, grandfathering, which allows existing data to be used to support new claims, has been allowed for all E categories.
One test requested by ACEA members that did not make it into the 2008 revisions was the new turbocharger deposit control test, which was delayed due to a lack of appropriate reference oils and as a direct result a lack of correlation to field performance. Before any further work is carried out on this test the CEC must ensure that the test is a meaningful predictor of real world performance and is able to discriminate between known good and poor field performing oils. This is recognised by CEC and the test development group has been closed. In addition, the causes of deposit formation need to be better defined and the various approaches to resolving the issues need to be explored.
The 2010 revisions to the ACEA specifications are expected to be minor and will simply be a tidying up exercise.
So in this long gap between major specification updates lubricant marketers have an opportunity to turn their attention to value added solutions. Understanding OEM technology directions is the first step towards having the right products available to meet their needs – so just what are the OEMs focussing on?
Despite the very difficult business situation many OEMs are continuing to invest heavily in new products – not only the next generations to current models but also in the development of new environmentally friendly drive system technologies.
In the US, hardware changes to meet the new emissions controls are an area of current focus and here 2010 engines and aftertreatment systems are thought to be adding somewhere between 7-10 thousand dollars to the manufacturing cost of every engine – something that will be tough to swallow in the current economic climate.
In Europe the focus is on moving to Euro VI and most OEMs will need to use a combination of SCR, EGR and particulate traps – all technologies for which current oils have been designed and tested. There will be differences, with some OEMs looking to maximise SCR efficiency to minimise the EGR rates and others maximising the use of EGR. Optimising fuel injection and combustion will play a part too.
20 LUBE MAGAZINE No.99 OCTOBER 2010
As we already mentioned, Diesel fuel prices look set to rise again in 2010 and as they account for in the region of 30% of all operating costs so improving fuel economy is becoming an increasingly important area of focus.
Every part of the vehicle is under scrutiny – tyres, aerody- namics, transmissions – and engines must play their part. Friction in the engine must be minimised, and here coatings, design and fluid choice all have in impact. There is an emphasis on thermal management which can increase the thermal stress on the oil. Increasingly OEMs are aware of the importance of lubricant choice, as part of the holistic optimisation of engine fuel economy whilst maintaining optimum performance and durability throughout the life of the engine.
As the emission limits get tighter, technology must evolve to meet these requirements. However it is an evolution rather than a revolution, as the existing technologies, EGR, SCR and traps will increasingly be used all together. This will also mean a convergence of European and US technology.
SCR technology will need to change, with iron replacing vanadium. We will need to ensure that the catalyst is compatible with chemical limits.
Sensor technology will need to advance too, to meet new OBD requirements. Soot sensors and sensors for ammonia slip will need to be improved and their lubricant requirements assessed.
As for next generation technology, with the promise of lower fuel consumption, low emissions and a low noise level many OEMs are actively pursuing Hybrid technology – with many moving these designs from concept into production. Daimler Trucks has launched its Mercedes Benz Atego BlueTec Hybrid in Europe and the Fuso Canter Eco Hybrid in Japan. Mack’s Granite model diesel-electric hybrid powertrain demonstrates as much as a 30 percent fuel economy improvement, depending on the truck’s application and is being used by the US Air force. Volvo Truck has relaunched an optimised version of its Hybrid vehicle following 18 month testing, with small scale production now expected in 2012.
OEMs are also looking to achieve environmental improvements by using alternative fuels including biofuels and Natural gas. Kenworth and Mack both have gas-powered models based on
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