Heavy Duty Engine Oils-Global Trends

TRENDS HEAVY DUTY DIESEL
ENGINE OILS
KEY DRIVERS AND CONSEQUENCES
FOR THE ENGINE OIL
Frank Machatschek
Product Application Specialist, Europe
Copyright of Shell Global Solutions
Key Drivers For Engine Oil Development

Focus: Total Cost of Ownership and Emissions
Development of new technologies (Engine and EATS)
New requirements for the engine oil
Fuel Economy
Total Cost
of
Ownership
Emission
Compliance

Emissions for trucks are regulated since 1980s
Significant reduction has been achieved
> EU 3: Exhaust Gas Aftertreatment Systems needed
Fuel Economy
Total Cost
of
Ownership
Emission
Compliance
Modern Trucks Are Not Big Polluters Anymore
1 truck
49 trucks
1988
2008
Euro V
100 trucks
2014
Euro VI
Reduction of NOx And PM

EURO II (1996):
0,14
NOx: 7
0,12
PM: 0,15
EURO III (2000)
0,10
0,08
0,06
0,04
EURO VI (13) EURO V (09)
EURO IV (06)
0,02
0,00
0
NOx, g/kWh; ESC test

Significant Emission Reduction Worldwide

Development mainly in USA, Japan and EU
EPA 10, Post New Long Term, Euro 6
0.40
R49
Euro I
Particulate Matter g/kW.Hr
0.35
R49 1989
Eu I 1992
Eu II 1996
Eu III 2000
Eu IV 2005
Eu V 2008
Eu VI 2013
Series1
0.30
0.25
0.20
0.15
Euro II
0.10
0.05
Euro III
Euro VI
0.00
0.00
Euro V
1.00
Euro IV
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00
NOx g/kW.Hr
Worldwide Introduction Of Emission Standards

World except US and Japan mainly follows Euro limits
Different timelines due to fuel quality
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
Europe
Euro IV
Euro V
Euro VI
Brazil
Proconve P-5 (Euro III)
Proconve P-7 (Euro V)
Euro II
China
China III (Euro III)
China IV (Euro IV)
China II (Euro II)
Europe India
Bharat II (Euro II)
Bharat III (Euro III)
Route Russia
Euro I
Euro II
Euro III
Euro IV
Euro V
South
Korea
Euro III
Euro V
TBD
Thailand
Euro III
Euro IV
US 2004
US 2007
US 2010
US/Canada
Non
Japan
New Long-term Standards
New Long-term Standards
Europe
Mexico
US 1998 / Euro III
US 2004 / Euro IV
TBD
Major cities in China and India have adopted

Copyright
of Shell
Global Solutions
accelerated
time
schemes
Euro 6 Is More Revolution Than Evolution

Reduction of NOx & PM BUT new fundamental changes:
1)
New test cycles: WHTC (60% colder than 300C) and WHSC
2)
Emission in-use compliance up to 700.000 km
3)
Number limit for particulates (6-8 1011/kWh)

Game Changer
Diesel Particulate Filter
Black Smoke Is A Thing Of The Past
But what is the link

between the DPF and the Engine Oil?
Keep this engine running!
DPF Working Principle
OUT
Soot (black smoke) is trapped
IN
Soot burn off during regeneration

Active and passive regeneration
Residues from engine oil (ash) also being trapped in DPF
Cannot be removed through regeneration
Ash accumulation in DPF
Engine Oil Related Ash Accumulations In The DPF
Increased back pressure, filter cleaning and maintenance cost

Cleaning Cost: ~ 500 (w/o downtime and labor)
Standard oil: ~ 2 years
Rimula R6 LM/LME: ~ 4 years
Euro 6 Aftertreatment System: Complex And Sensitive
1) 2)
DOC
3)
Euro 6 Aftertreatment System: Complex And Sensitive
EATS
Sensitivity against lubricant components
Sulphated Ash
Phosphorous
Sulphur
DOC
Low
Medium
High
SCR
Low
High
Medium
DPF
High
Medium
High
Low SA-P-S Engine Oil Is Required

Engine oils that are low in SA-P-S are needed to protect EATS
Sulphated Ash (DPF blocking, poisons NOx sensor esp Mg)
Phosphorus (poisons catalysts, NOx sensor)
Sulfur (poisons catalysts and DPF blocking)
BUT: SA-P-S Are Core Of Engine Oil Chemistry
Base oil
VI improver
Gp I, II, III
PAO Ester
Antioxidant
Styrene-isoprene
Olefin co-polymer
polymethacrylate
Aminic
Hindered phenol
Detergents
Anti foam
Salicylates
Sulphonates
Phenates
Silicone fluid
Pour point
depressant
Anti wear
Primary, secondary
and aryl ZDTPs
Polymethacrylate
Dispersants
High MW, mono,
mono-bis and bis
Succinimides
Sulfur
Sulfur
Phosphorus
Sulfur
Ash
Sulfur
Ash
Phosphorus
Consequences/Challenges
1)
Low SA-P-S Limitation of key performance chemistry
Performance Proof Point: Emission Compliance

Low SA-P-S with significant effect on DPF ash loading
0,5 kg
1,2 kg
Reduction Of Oil Consumption

... another measure to protect EATS
Achieved through: highly efficient oil mist separator and optimised
piston-piston ring-liner system
Less oil (reduced top up) means less oil re-freshment
1)
2)
Reduced oil consumption Less re-freshment
Quiz Quiz Quiz Quiz Quiz Quiz Quiz Quiz Quiz Quiz
Question:
What does low SA-P-S stand for ?

Advanced engine oil technology can help to improve TCO
Engine protection: OEMs increased service life of engines
Capability for extended oil drain interval
Fuel Economy
Total Cost
of
Ownership
Emission
Compliance
EU Oil Drain Interval Evolution

Significant increase of ODI over 5 decades (Mercedes-Benz)
160,000
140,000
Oil Drain
Interval
[km]
ACEA E2
ACEA E7/E9
120,000
100,000
80,000
RLD-2
RLD-3
Emission Stage
Sulphur Limit in Fuel
ACEA E4/E6
Euro 1, 1993
max. 0,200 %
Euro 2, 1996
max. 0,050 %
Euro 3, 2001
max. 0,035 %
Euro 4, 2006
max. 0,005 %
Euro 5, 2009
max. 0,001 %
Euro 6, 2014
max. 0,001 %
60,000
40,000
Low Ash
VDS
LDF
VDS-2
LDF-3
VDS-3/VDS-4
20,000
0
1960
1965
1975
1981
1988
1996
2003
2014
EU Oil Drain Intervals 100.000 - 150.000 km

Extended ODI with synthetic engine oils eg Rimula R6 LM/LME
ACEA E6/E9
ACEA E2
ACEA E6
ACEA E7/E9
M 3275
Low Ash
20
M 3477
228.5/51
RLD-2
VDS
ACEA E4/E6
M 3677
228.3/31
M 3377
2)
228.51
2)
RLD-3
LDF
LDF-3
VDS-2
40
1)
VDS-3/VDS-4
60
80
100
120
140
160
Drain interval ( 1000 km)

1) With extended drain package (extra filters) 2) On board computer calculates actual drain interval.
1)
2)
3)
Longer ODIs oil has to last longer
Euro 6 Pistons: Steel Replaces Aluminium

Race for high Peak Fire Pressure (PFP)
More power and higher efficiency
Higher mechanical load needs to be withstood longer: 1,5 Mio km
Steel more durable
But: Steel runs hotter !!
Up to 500C
Oil gets hotter too
PFP, bar:
Heat Conductivity, W/mK:
OM 501 Euro 5
Aluminium
OM 471 Euro 6
Steel
max 200
> 200
~200
~50
Euro 6 Pistons: Steel Replaces Aluminium

Steel pistons for better Fuel Economy
Lower compression height: 21 mm for MD engine (PC: 9 mm)
Longer conrod smaller pivoting angle closer to ideal vertical movement
69 mm
48 mm
lower friction losses on the cylinder wall
Steel
Aluminium
1)
2)
3)
Longer ODIs has to last longer
4)
Lower steel heat conductivity higher oil peak temperatures
5)
Longer service life long term protection/cleanliness cabapilities
Performance Proof Point: Total Cost Of Ownership

500.000 km field trial with Euro 6 prototype
engines at Mercedes-Benzs accelerated test
circuit in South Africa
240
220
200
Al,
180
Fe,
160
Cu,
140
Pb,
120
Cr
100
60
40
20
50
0,
00
0
45
0,
00
0
40
0,
00
0
35
0,
00
0
30
0,
00
0
25
0,
00
0
20
0,
00
0
15
0,
00
0
10
0,
00
0
50
,0
00
[ppm]
80
Si
Engine Milage [km]
Rimula R6 LM/LME demonstrated robust and sustainable wear protection,

cleanliness (steel piston) and extended oil drain capability

Lower environmental impact CO2 (GHG Global Warming)
Lower operating costs fuel 2nd largest cost block (25-30%)
Fuel Economy
Total Cost
of
Ownership
Emission
Compliance
Significant Progress Over Last 5 Decades

More power, Higher speed, Higher payload Less consumption
~ 40% reduction of fuel consumption
800
60
700
Power
Output
[HP]
50
600
40
500
400
30
300
20
200
10
100
0
1965
1970
1975
1980
1985
1990
1995
2000
2005
2010
2014
Fuel
Consumption
[L/100km]
Key Areas To Improve Fuel Economy

Engine
Downsizing, restricting oil flow rate, thermal management, hybrids,...
Combustion: PFP, adv. injection system, temp less soot but more NOx
Friction: coatings (DLC), ultra-fine honing pattern, low vis oils durability
Aerodynamics
Aerodynamically optimised cab and wind deflectors
Front active shutters, aerodynamic underbody
Auxilliaries
Regulated water pump, electrical cooling pump
On/off air compressor, steering pump
Control Systems and Training
Advanced cruise control, tire pressure monitoring system
Driver training and monitoring
1)
2)
3)
4)
Lower steel heat conductivity higher oil peak temperatures
5)
6)
Highly efficient combustion more nitration/oxidation
Friction Reduction Oil Gets Thinner

Clear link between oil viscosity and fuel economy
FE Benefit [%], Basis: 15W-40
Consistant phenomenon in all engine makes/model and cycles
EU
Higher FE Benefit
Peru
Performance Proof Point: Fuel Economy

Consistant FE performance of Shell Rimula R6 LME 5W-30 in different
models/brands and emission stages
MAN Euro 4
0,8 - 1,6% FE
compared to 10W-40
Volvo Euro 5
Increased Use Of Low Viscosity Engine Oils

Low friction engine oils for Euro 6 First Fill
OEMs increasingly use 10W-30 and 5W-30 instead of 10W-40, 15W-40
Mercedes-Benz and MAN only allow 5W-30 as First Fill in all Euro 6 engines
Shell Rimula R6 LME 5W-30 is approved and being used as Euro 6 First Fill
in both Mercedes-Benz and MAN new engines
Friction Reduction Oil Gets Thinner

Less focus on viscosity grades (eg 15W-40, 5W-30)
More focus on High Temperature High Shear (HTHS) viscosity
HTHS better reflects real conditon in an engine, esp in plain bearings
High shear rate: nrotor: 3.200 min-1 , high temperature: 150C
HTHS used to be frozen at min 3,5 mPa*s due to durability concerns

Now: 2,9 and even 2,6 are considered in industry ( 0W-20, 0W-10)
Cylinder
Rotor
Lubricant
1)
2)
3)
4)
Lower heat conductivity higher oil peak temperatures
5)
6)
7)
Thinner oils no compromise on durability
Performance Proof Point: FE & Durability

HTHS 2,9 Field Trial Scania
2 x 120k km (75k ml) ODI
Engine inspection
Wear pattern similar to HTHS 3,5 viscosity
Balance between
Fuel Economy and Durability

TATA and Shell first to launch 10W-30 API CI-4 Plus in India
3% FE vs 15W-40

TATA and Shell first to launch 10W-30 API CI-4 Plus in India
3% FE vs 15W-40
1.600 hrs Full load full speed
1)
2)
Reduced oil consumption Less oil has to last longer
3)
4)
Lower heat conductivity higher oil peak temperatures
5)
6)
7)
Thinner oils no compromise on durability
Advanced synthetic (semi-synthetic) formulations to provide:

Improved thermal stability and deposit control
Improved nitration and oxidation resistance
Improved wear protection
150.000 km
Oil Drain Interval
What Comes After Euro 6 ?

Fuel Economy lubricant viscosity as low as possible
NOx, more renewable/bio fuels under discussion

Greenhouse Gas (CO2 , N2O) under discussion
EU GHG target: 60% reduction for transport sector (1990-2050)
Emission-free: Fuel cell electric and battery electric trucks by 2030
Driverless Truck
Fully-functioning autonomous truck
Ready for deployment in 2025 (Mercedes-Benz FT 2025)

Front/rear/side sensors & cameras
Highway pilot, processing all data, navigating and communicating
You Can Be Sure Of Shell

Strong track record of innovation
First fully approved low SA-P-S engine oil for extended ODI
First to prove extended engine lifetime and ODI targets for Euro 6
First to develop next generation low viscositiy prototype lubricants for leading OEMs
Shell will continue R&D efforts for world-class products and services
Emission
Compliance
Total Cost
of
Ownership
Fuel
Economy
HEAVY-DUTY DIESEL
ENGINE OILS FOR MINING
Carlos Torres
Indirect Lubricant Technical Coach
45
Market Influence: Technology

Increased energy efficiency and power
output
Improved fuel injection systems
Turbo charging, VGT
Aftertreatment Devices
NOx control (EGR)
Urea metering (SCR)
DPF soot regeneration
Hybridisation - Cat, Komatsu, Liebherr
Integration of electric motors within driveline
Off-highway emissions standards lag on-highway

Technology developed for on-highway emissions control will be used in off-highway
equipment
On-Highway
2003 - 2006
Cooled EGR
VGT Turbo Charging
Diesel Oxidation Catalysts
Off-Highway
Tier 3
2006 - 2010
On-Highway
2007 - 2010
Cooled EGR
Diesel Particulate Filters
Enhanced VGT
Off-Highway
Tier 4 Interim
2011 - 2014
On-Highway
2010 +
Cooled EGR
Diesel Particulate Filters
Enhanced VGT
SCR
Enhanced Fuel Injection
CNG/LNG
Hybridization
Off-Highway
Tier 4 Final
2014 +
EGR= Exhaust Gas Recirculation, VGT=Variable Geometry Turbo charging, SCR=Selective Catalytic Reduction
Future Fuels for the Mining Sector
Emerging
Technology
Current
Technology
Super clean fuels

Biodiesel (<B20)
Additivated Diesel
Next
Generation
LNG
Higher
Biodiesel
Blends (>B20)
Ultra Low
Sulphur Diesel
Greater impact on the Lubricant
Why Lubricants Make A Difference
plain bearings
piston rings
High Friction
skirt
valve train
Lighter viscosity oils
Friction
coefficient
Effect of reducing viscosity
Low Friction
reduced oil film thickness
lower friction
lower fuel consumption
fuel economy benefit
boundary
mixed
hydrodynamic
Oil Film Thickness
CHALLENGE: LOWEST VISCOSITY FOR ENGINE PROTECTION AND DURABILITY

Key challenges to HDDEO in the field

Demonstration of real world performance of Shell HDDEO in the key areas
of:
Protection
1)
Durability
2)
Cleanliness
3)
Aftertreatment Systems
4)
Biofuels
Efficiency
1)
Long Oil Drain
2)
Fuel Economy
Durability
North American Test Site
Komatsu WA 500 (Tier 3)
Switch from API CI-4+ to
API CJ-4
Rimula R4 MV 15W-40
Komatsu WA500 Tier 3 engine

300
API CI-4+ 15W-40
250
Rimula
RT4
L 15W-40
Rimula
R4
MV (CJ-4)
Iron, PPM
200
150
100
50
0
0
100
200
300
Oil Hours
Long Engine Life = Lower Maintenance Costs

400
500
600
Long Oil Drain Interval

North American Quarry Test Site
60
Rimula
10W-30
RimulaRT4
R4 LL 10W-30
50
Rimula R5 LE 10W-30
Iron, PPM
North American Quarry

Volvo and Caterpillar
Tier 2 & Tier 3 engines
Extended Oil Drain
From 250 to 350 hours
Engine Oil(s):
Rimula R5 LE 10W-30
40
30
20
10
0
0
100
200
Oil Hours
Extended Oil Drain = Less Maintenance Costs

300
400

Heavy Duty Engine Oils-Global Trends

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TRENDS HEAVY DUTY DIESEL

Copyright of Shell Global Solutions

Key Drivers For Engine Oil Development

Key Drivers For Engine Oil Development

Modern Trucks Are Not Big Polluters Anymore

Copyright of Shell Global Solutions

Reduction of NOx And PM

NOx, g/kWh; ESC test

Significant Emission Reduction Worldwide

Particulate Matter g/kW.Hr

9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00

Copyright of Shell Global Solutions

Worldwide Introduction Of Emission Standards

Major cities in China and India have adopted

Euro 6 Is More Revolution Than Evolution

Emission in-use compliance up to 700.000 km

Number limit for particulates (6-8 1011/kWh)

Diesel Particulate Filter

Copyright of Shell Global Solutions

Black Smoke Is A Thing Of The Past

But what is the link

Keep this engine running!

Copyright of Shell Global Solutions

DPF Working Principle

Soot (black smoke) is trapped

Soot burn off during regeneration

Ash accumulation in DPF

Engine Oil Related Ash Accumulations In The DPF

Increased back pressure, filter cleaning and maintenance cost

Copyright of Shell Global Solutions

Euro 6 Aftertreatment System: Complex And Sensitive

Copyright of Shell Global Solutions

Euro 6 Aftertreatment System: Complex And Sensitive

Sensitivity against lubricant components

Copyright of Shell Global Solutions

Low SA-P-S Engine Oil Is Required

Copyright of Shell Global Solutions

BUT: SA-P-S Are Core Of Engine Oil Chemistry

Low SA-P-S Limitation of key performance chemistry

Copyright of Shell Global Solutions

Performance Proof Point: Emission Compliance

Copyright of Shell Global Solutions

Reduction Of Oil Consumption

Less oil (reduced top up) means less oil re-freshment

Copyright of Shell Global Solutions

Low SA-P-S Limitation of key performance chemistry

Reduced oil consumption Less re-freshment

Copyright of Shell Global Solutions

Copyright of Shell Global Solutions

Key Drivers For Engine Oil Development

EU Oil Drain Interval Evolution

Copyright of Shell Global Solutions

EU Oil Drain Intervals 100.000 - 150.000 km

Drain interval ( 1000 km)

Low SA-P-S Limitation of key performance chemistry

Reduced oil consumption Less re-freshment

Longer ODIs oil has to last longer

Copyright of Shell Global Solutions

Euro 6 Pistons: Steel Replaces Aluminium

More power and higher efficiency

Higher mechanical load needs to be withstood longer: 1,5 Mio km

Steel more durable

But: Steel runs hotter !!

Oil gets hotter too