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Lube-Tech


dexos1™ Gen 2 oils containing the same additive package. The engine and oil was subjected to various severe conditions, including cold start, transient load, trailer tow, and stop-start sequences, and wear values for each irradiated engine part were compiled. Table 2 shows components that experienced noticeable wear (shaded boxes) [14,15]


Figures 4 and 5 show top ring and cylinder liner wear rates [14].


PUBLISHED BY LUBE: THE EUROPEAN LUBRICANTS INDUSTRY MAGAZINE


No.133 page 6


of motor oil on engine friction [16]. Figures 6 and 7 show friction torque data for two different gasoline engines. Used but functional production 2L i4 engines were used to build the rigs: Ford Duratec and Mercedes Benz M133. The main difference between the engines was the cylinder bore surface: honed cast iron vs thermally sprayed, and the valve train type: direct-acting mechanical bucket (DAMB) vs roller finger follower (RFF). The rigs were motored and run non-pressurised, using an external electric oil pump to supply engine lubricant.


Figure 4: Top ring wear rates for different engine test sequences


Figure 5: Liner wear rates for different engine test sequences


As can be seen, lower viscosity lubricant resulted in higher wear across roughly two thirds of the engine operating conditions!


Motored engine rigs are very useful to study the effect 28 LUBE MAGAZINE NO.162 APRIL 2021


Figure 6: The effect of oil viscosity grade on engine friction at 90o Ford Duratec, r.h.s. - M.B. M133


C: l.h.s. -


Figure 6 shows the effect of oil viscosity grade at 90o


C. Moving from the legacy SAE 10W-40 grade to SAE 0W-16 allows nearly twofold reduction in


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