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now also being considered for introduction into the ACEA Sequences.
To address the unique wear requirements of GDI engines there is also talk about introducing a chain wear test to the ACEA Sequences. Again, there seems to be no need to design a new test since an ASTM chain wear test is being developed for ILSAC GF-6. In addition, we expect the introduction of the M271EVO sludge test, currently under development by CEC, to replace the current non-CEC sludge test. Replacement tests are being considered where hardware is reaching, or has already reached, the end of its life.
Here, the Sequence IVB is being discussed for valve train wear protection filling the gap the TU3 removal left behind. The Sequence VH will also succeed the Sequence VG. It should be noted that ACEA 2016 already has a concession for the Sequence VH to be used as an alternative to the Sequence VG, and it is likely that Sequence VH limits will be defined for ACEA 2016 in the near future.
It is too early in the process to say what structural changes may be made in the light-duty Sequences. But, it is expected that the introduction of new performance requirements, like LSPI, chain wear and turbocharger deposits, will drive the introduction of new categories. Since they already contain three A/B-Categories and five C-Categories, some removal or harmonisation may be appropriate to reduce complexity. However, this is still under discussion within the industry.
Heavy-duty changes
Just as for the light-duty side, the ongoing efforts for efficiency improvement are driving some significant specification changes for heavy-duty. In addition, the specifications need modification to ensure they continue to reflect engine hardware needs.
In terms of structure, we can expect to see quite significant change. The current E6 and E9 categories are expected to be upgraded by the addition of the Volvo T13 test and potentially the Caterpillar C13 aeration test. Consequently, these upgraded categories will get new designations where E6 will become E8 and E9 will become E11. The full SAPS E4 and E7 categories may remain unchanged to serve legacy engines.
12 LUBE MAGAZINE NO.145 JUNE 2018
Fuel economy gains are the main driver for the introduction of the new low viscosity F categories, for lubricants with HTHS from 2.9 to 3.2 mPa.s.
While broadly speaking F8 and F11 are the low HTHS categories corresponding to E8 and E11 respectively, a closer look reveals additional requirements. Along with the move to lower viscosities, a trend of modern engines is a reduced reliance on exhaust gas recirculation to meet emissions regulations and therefore they produce less and less soot.
Wear protection in low viscosity, low soot environments will be required for the new F categories.
A CEC Special Project Group (SPG) has helped to identify the critical wear areas and, in the absence of any suitable current test, has recommended the development of a low soot bearing wear test and a low soot ring on liner wear test. Both test developments, which are about to start, will be based on laboratory rig tests rather than fired engine tests.
Here again, there is a need to replace tests that are coming to the end of their life. The OM501 test hardware is projected to run out within the next 12-18 months, and the availability of OM646 hardware beyond 2018 is still questionable. ACEA is currently working to find replacement solutions. In addition to these replacement tests, the limits for seals compatibility and OM646Bio are also under review and could be expected to tighten in the next release.
Timing uncertain ACEA aims to keep the release timing of the light and heavy-duty Sequences in sync. With all the challenges associated with new test developments, hardware sourcing and control of current tests, the aim to issue the next Oil Sequences in 2018 appears to be very ambitious.
LINK
www.infineum.com
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