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So for heavy-duty vehicles, the discussion around lower HTHS is not altogether new and products have been under development for several years in preparation for this new low HTHS viscosity category within API.
In Europe, Mercedes-Benz MB-Approval 228.61 is the first service fill ‘low HTHS’ European OEM specification for engine oils. As well as having increased durability protection requirements, the specification has more stringent fuel economy limits, along with the requirement to meet the recently introduced API FA-4 with a HTHS viscosity between 2.9 and 3.2 cP.
Lower HTHS specifications are coming from other OEMs and it is important to note that each OEM will confirm any backward compatibility these higher performance lubricants have on their existing engines.
New ACEA heavy-duty fuel efficient categories Given the increasing drive to lower HTHS viscosity lubricants by European OEMs, two ACEA ‘fuel economy’ categories have been proposed delivering additional fuel efficiency benefits whilst ensuring engine protection is not compromised.
These new fuel efficient categories will be low HTHS viscosity variants (typically between 2.9 and 3.2 cP and in line with the new API FA-4 category) of an upgraded ACEA E6 and ACEA E9 categories (potentially in ACEA 2018), which will add an additional Mack T-13 test for oxidation control, recognising that today’s engines are running at significantly higher operating temperatures than previous engine designs.
These updates to the ACEA E6 and ACEA E9 categories may potentially be named ACEA E8 and ACEA E11 respectively, with the low HTHS viscosity categories potentially being named ACEA F8 and ACEA F11.
As well as having lower HTHS viscosity, it is anticipated the ACEA F categories will include at least one low soot wear test, recognising the lower levels of soot being produced in today’s modern engine hardware designs.
Whilst not confirmed at the time of writing, the introduction date of the new fuel economy ACEA Oil Sequences is likely to be in 2018, however the implementation date could be as early as 2017 depending on final specification content; recognising the impetus that
is being gained in using lower HTHS viscosity engine lubricants.
At the same time, market education will be key, ensuring awareness of the differences in HTHS viscosity oils, as well as understanding those oils which are suitable for specific engines. The service symbol donuts from the API with clearly differentiated labels between the split HTHS viscosity categories is a good example of how these can visually be represented.
The vital role of the engine lubricant Turning to the engine lubricant itself, which comprises three fundamental elements: the additive package, performance polymer and base oil.
As the durability protection under high temperature high shear environments is reduced, new additive technology is essential to enable the move to low HTHS engine lubricants. When moving to low HTHS viscosity solutions, the additive and performance polymer have a more significant role to play in the overall formulation.
Lubrizol has many years of proven experience in developing and commercialising low HTHS technology. In heavy-duty diesel engines this includes the North American introduction of the new low HTHS category API FA-4 (formerly called PC-11B) previously mentioned. With over 40 million kilometres of real world driving (and still counting), Lubrizol has developed the knowledge and know-how in moving to low HTHS solutions and is ready to engage with its partners to exploit the full opportunities low HTHS heavy-duty diesel lubricants have to offer.
The move to higher performance lubricants is not ‘business as usual’ ACEA 2016 represents a further upgrade in performance in terms of durability and protection.
OEMs also continue to upgrade their service-fill specifications for their modern hardware requirements for increased efficiency without compromising durability.
As important as ever is the need for an integrated approach between the hardware technology and the engine lubricant; where lubricants enable hardware changes as well as directly contributing to increased fuel efficiency and lower emissions. Importantly, it is not just about lower viscosity grade oils. The move to lower HTHS viscosity oils requires design, development and formulation changes, where performance additives and performance polymers have a key and fundamental role when moving to lower HTHS solutions.
One where the opportunity exists for all stakeholders to move to higher performing lubricants in the drive toward increased efficiency without compromising durability.
LINK
www.lubrizoladditives360.com
The vital role of the additive package, performance polymer and base oil working in complete harmony.
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LUBE MAGAZINE NO.137 FEBRUARY 2017
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