A new category ‘C5’ has been introduced according to ACEA for stable, stay-in-grade Engine Oil with Mid SAPS-Level, for further improved Fuel Economy, intended for use as catalyst compatible Oil at extended Drain Intervals in Vehicles with all Types of modern After treatment Systems that are designed to be capable and OEM-approved for use of Low Viscosity Oils with a minimum HTHS Viscosity of 2.6 MPas. In other words I suspect this is the category that was needed to cater for the increasing trend for high temperature lower viscosity oils such as those favoured by Honda or Toyota with a rating of 0w16 or less.
Across both ‘A/B’ and ‘C’ categories, ACEA have introduced a new requirement to report on HTHS viscosity at 100 degrees centigrade although no specific measures are given, and as expected a new requirement around oil oxidation with the use of Biodiesel for Engine Oils operating in the presence of Biodiesel Fuel. For the category ‘C2’ a minimum value has been introduced for Phosphorous for the first time matching that of its sister category ‘C3’.
In terms of engine tests a new Gasoline Direct Injection cleanliness test has been introduced citing the jointly-developed BMW/Peugeot ‘Prince engine’ (EP6CDT) replacing the previous Peugeot TU engine test TU5JP-L4. The valve train/scuffing wear Peugeot/Citroen engine test TU3M has been omitted and the Daimler M271 engine test introduced for black sludge. For the DI Diesel Oil Dispersion at Medium Temperature engine test as previously reported, ACEA have replaced the Ford/PSA DV4TD engine test with the newer DV6C which is Euro 5 compliant. The Daimler OM646LA Bio engine test has become the test method of choice for the effects of Bio diesel.
The new expected ‘HD’ specifications have not made the final cut in the 2016 ACEA sequences to accompany the existing
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Heavy Duty Diesel Oil ‘E’ category. The oil oxidation with bio diesel measure has, however, been brought into the revised ‘E’ category of sequence for the first time, mirroring that of the ‘A/B’ and ‘C’ categories.
On engine tests for this category, the Mack T-8E engine has replaced the Mack T11 engine in category ‘E9’ for soot in oil. The Biofuel Impacted Piston Cleanliness and Engine Sludge test has again stipulated the Daimler OM646LA Bio engine of previous categories.
In the absence of a new HD category the changes to ‘E’ are not as marked as in the previous ‘A/B’ and ‘C’ categories. Overall the ACEA 2016 sequences come across as a sensible and measured update of the 2012 sequences with references to more modern engine tests and recognising the wider use of bio diesel and lower viscosity lubricants, rather than a wholesale re-casting of lubricant requirements.
Andrew Goddard Chairman, Verification of Lubricant Specifications
Andrew Goddard
LINK
www.ukla-vls.org.uk
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