ADDITIVES


Ensuring continued lubricant quality in an evolving market space


Mathew Cole-Evans, Technical Manager – Passenger Car Engine Oils, Lubrizol


Since its inception, outside forces have driven change in the design of the passenger car and subsequently, the internal combustion engine (ICE). From demands set out by consumers in terms of comfort or performance to regulations and specifications laid out by governments and industry bodies, Original Equipment Manufacturers (OEMs) have been subject to a huge number of demands, all impacting how they design and manufacture their vehicles. Today, government targets placed on CO2


and emissions reduction are


major drivers in the continuously evolving performance requirements. Vehicles must not only meet challenging performance targets from new but they will soon be required to continue to meet these targets throughout their life as part of in-use conformity rules.


Throughout the years, change has been continuous, but the effect has not always been visible despite its impact being potentially significant. Whilst the visual evolution of a vehicle can easily be seen and design generations charted, a simple review of model numbers or relative performances hides away the complexity of hardware updates. Over time, engines have generally become smaller, hotter, more powerful, and more efficient; in short, a much harsher operating environment. If we were to compare an ICE of today with its counterpart of 20 years ago, it would demonstrate the extraordinary lengths OEM engineers have gone to in order to enable the power, fuel economy and emissions needs of today.


However, the challenge has not stopped here. A further evolution is upon us as we see the next generation of challenges on the horizon, in the form of compatibility with hybrid vehicles and their changing engine duty cycles.


Engine oils are not immune from the continuous change, advancements in technology or performance requirements. In fact, they are an integral component


in the success of these developments. As OEMs strive for improved fuel economy and emissions, the demands placed on engine hardware and engine oils become more onerous. Every new engine an OEM develops moves the goalpost and sets a new standard in performance. This has led to new technologies, and hardware such as Gasoline Particulate Filters (GPFs) or Diesel Particulate Filters (DPFs) along with mixed duty cycles and temperature challenges. The engine oil must adapt to enable the required vehicle performance and combat the difficulties which inevitably arise. Another example, Gasoline Direct Injection (GDI), has led to a range of challenges that the engine oil must meet. In pursuit of increased efficiency, the pistons have become hotter which has led to increased piston-deposit formation. The process of GDI results in more fuel entrainment into the oil which increases sludge generation. GDI combined with higher compression ratios and turbocharging has led to increased Low-Speed Pre-Ignition (LSPI). Widespread use of turbochargers has led to deposits on the turbocharger surfaces.


It’s therefore clear to see that technology and lubricants have had to evolve together but it’s not easily understood how this has happened. Often an OEM specification has the same name for over 15 years such as BMW LL-04 and VW 50400 / 50700. However, these and many other specifications like them have evolved hugely since they were released to the market, all with the aim of protecting engines whilst ensuring fuel economy performance doesn’t drop.


How can our industry ensure the correct lubricant is used? Industry specifications such as ACEA European Oil Sequences (ACEA) or American Petroleum Institute (API), alongside OEM specifications and approvals, form a safety net for OEMs, enabling them to dictate Continued on page 19


LUBE MAGAZINE NO.176 AUGUST 2023 17


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52  |  Page 53  |  Page 54  |  Page 55  |  Page 56  |  Page 57  |  Page 58  |  Page 59  |  Page 60  |  Page 61  |  Page 62  |  Page 63  |  Page 64