lines. Data is also captured from other sources during test: • automated can data is recorded on a data logger • meticulous service and maintenance records are kept • typical oil drain analysis is routinely carried out
Test fluids
The initial test fluids are shown in Figure 4. A typical 15W- 40 ACEA E7 lubricant at 4.0 mPa.s HTHS was selected as the reference lubricant.
Figure 5 shows the candidate fuel economy benefit in these four regions, compared to the reference lubricant.
The data shows that :- • during the dumping of the waste material and the start/stop regions there is a statistically verifiable 0.7% fuel economy benefit.
• during the fast straight region the fuel economy benefit is enhanced up to 4.5%
• there is a 2% fuel economy benefit during main route operation
Conclusions Figure 4
A 5W-30 viscosity, 3.5 mPa.s HTHS engine oil certified to ACEA E6, E7 and E9 was used as the initial candidate oil.
Test Results
Four main vehicle route regions have been evaluated: • a start/stop, low speed region • a fast straight region • the dumping of the waste material • everything else grouped together under the term “main route”
Overall, it can be statistically proven that at 95% confidence levels the fuel economy benefit between the candidate and reference lubricants averages at 2.0% using the brake specific fuel consumption method. This was achieved in an off-highway vehicle in real world conditions. Utilisation of a large number of test runs has overcome variable testing conditions to show statistically significant results.
Heavy Duty diesel engine oils can be formulated for fuel economy whilst also maintaining engine durability.
The same technique can be used to evaluate low HTHS engine oils and this will the centre of attention going forward. It is also planned to use this vehicle and test method to evaluate hydraulic, axle and driveline lubricants.
LINK
www.lubrizol.com
Figure 5
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LUBE MAGAZINE NO.128 AUGUST 2015
Candidate FE Benefit (%)
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