Lube-Tech


Despite the industry having a reduced sulphur limit below 3.5% across selective geographical areas, the IMO’s decision to reduce the global fuel sulphur cap has prompted much debate in the industry around the pathways to compliance. In addition, the consultant’s report to IMO indicates that ≤0.5% sulphur fuels can be produced via a range of manufacturing and blending processes. Consequently, much of the discussion has centred on fuel availability, fuel variability and alternative compliance options like exhaust gas cleaning systems.


To meet the fuel demand after 2020 the majority of ≤0.5% sulphur fuels are expected to be produced via blends. Concerns have arisen in the industry about the variation in constituents of these blends and the effects they could have on stability, compatibility and combustibility. Lubrizol’s concern as a lubricant additive manufacturer is the subsequent impact on combustion zone deposit formation. High performing


PUBLISHED BY LUBE: THE EUROPEAN LUBRICANTS INDUSTRY MAGAZINE


No.124 page 2


lubricants are required to prevent excessive deposits forming which might impact engine efficiency and durability.


For two stroke marine diesel engine designers, additive and lubricant companies, discussions are related to what performance characteristics will be required for cylinder oils in a ≤0.5% sulphur fuel future. Operating at the interface between the fuel and the engine, the oil needs to be more than purely a lubricating fluid.


Today, access to fuels with a sulphur content of >0.1% and <0.5%, now termed very low sulphur fuel oils or VLSFOs, is limited to only a very few regions of the world; the most widespread supply being in China. Lubrizol has closely examined some of those fuels to understand their characteristics, their effects on engine deposits and more critically, how cylinder oils perform.


LUBE MAGAZINE NO.153 OCTOBER 2019


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