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particularly for trucks working under harsh conditions. Such conditions may run from heavy urban traffic to mountainous inclines, poor road quality, heavy loads and higher sulphur fuels.


So what does all this mean from a testing perspective? One major change is the expected introduction of the Volvo T-13 oxidation test.


The T-13 has been in the US API CK-4 specification since 2016. It’s inclusion represents a step change for ACEA. The T-13 evaluates oxidation performance by measuring oil thickening and oxidation by-products, as well as monitoring oil consumption – all of which can reduce engine protection and cleanliness.


New or uprated performance demands will likely need to be satisfied within the next 12-24 months, if existing or new lubricants are to make relevant claims.


More severe limits are also expected for engine test OM646LA Bio, which has an increased focus on biodiesel oxidation performance.


Existing bench tests for oxidation such as Pressure


Differential Scanning Calorimetry (PDSC), which looks at how quickly oil breaks down on heating, and CEC-L109, which evaluates a fluid’s oxidation tendency with added biodiesel, will also continue to be a requirement in all new ACEA categories.


Daimler also has a bench test assessing oxidation control. Considered more severe than CEC-L109, the Daimler test is run on fluids at a higher temperature and is carried out with and without biodiesel content.


As cost pressures push OEMs and end-users beyond drain intervals of 150,000km and towards 200,000km, protection against oxidation will remain a priority.


Through ACEA bench and engine tests, as well as real world trials in partnership with OEMs, Afton keeps a close eye on future trends. Only by looking ahead can lubricant performance truly be made to stand the harshest test of all – time.


LINK www.aftonchemical.com


Afton’s Volvo T-13 rig


LUBE MAGAZINE NO.160 DECEMBER 2020


21


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