Crankcase Lubricant Technology Trends

The increasing importance of lower viscosity lubricants

Margareth Carvalho & Jorge Manes Infineum Brazil

Performance you can rely on.

6th Meet the Market South America

International Conference 2016

• Introduction

• Why are we trending towards lower viscosity fluids?

• Implications of formulating lower viscosity crankcase lubricants

• The way forward and conclusions

Topics

Introduction

• Fuel economy contribution

• Hardware protection

• Hardware cleanliness

Lubricant performance demands

The introduction of lower viscosity lubricants

for fuel economy is the biggest challenge the lube industry has right now

Regional markets are moving towards lower viscosity oils at their respective paces

Why are we trending towards lower viscosity fluids?

Legislation being introduced that limits the CO2 emissions in vehicle fleets

50

60

70

80

90

100

110

120

130

140

2007 2012 2013 2014 2015 2020 2021

EU CO2 regulations: Light duty vehicles

CO2 Emissions Limit / g/km

Percentage of New Manufactured Cars to Meet Limit , %

PENALTIES FOR NON-COMPLIANCE From 2012 onward

> 3 g/km 95 € / excess grams

< 3 g/km 5-25 € / excess grams

From 2019 first grammes of excess will cost 95€ each

• The lubricant is an enabler to reducing CO2 emissions • Reduction in oil viscosity can lead to increased fuel economy

and reduced CO2 emissions

Source: NHTSA Summary of Fuel Economy Performance, NHTSA MY2017-2025 Factsheet fonte: http://www.c2es.org/federal/executive/vehicle-standards

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2000 2015 2016 forecast 2020 forecast

Other

Monograde

SAE 20W-50

SAE 10W-40

SAE 10W-30

SAE 5W-30

SAE 5W-20

SAE 0W-XX

The marketplace is moving to thinner viscosity grades

Viscosity Grade Trends in North America

Data source: Infineum International Ltd.

Japanese OEMs are already driving the introduction of ultra-low viscosity SAE grades to capture FE benefits

SAE 0W-8 is already on the Japanese market!

European OEMs are also introducing lower viscosity oils

HTHSV>2.6

SAE 5W-20

SAE 0W-20

SAE 0W-16

OPTIMUM FE OBJECTIVE

Gasoline and Diesel

MB BMW

FORD VW

PSA VOLVO HTHSV>3.5 HTHSV>2.9 HTHSV>2.9 HTHSV>3.5

JLR

HTHSV>3.5

HTHSV>2.9

HTHSV>2.9

HTHSV>3.5

HTHSV>3.5

HTHSV>2.9 INTERMEDIATE STEP

DURABILITY ASSESMENT

SOOT IMPACT

Implications of using lower viscosity oils

Move to lower viscosity oils will result in an increased use of higher quality base stocks

GrIII GrIII+ GrIV

4,0

6,0

8,0

10,0

12,0

14,0

16,0

0 2000 4000 6000 8000 10000

NO

AC

K (

%)

CCS-35 (mPA-s)

Data trends derived from Group III, III+ and IV base stocks

Group IV

Group III+

Group III

1,4

1,5

1,6

1,7

1,8

1,9

2

2,1

2,2

2,3

2,4

0 2000 4000 6000 8000 10000

HT

HS

Vis

co

sity (

cP

) CCS-35 (mPA-s)

Data trends derived from Group III, III+ and IV base stocks

Group IV

Group III+ Group III

Enables blending of thinner oils whilst

maintaining evaporative loss

control

Better high temperature viscometrics without low temperature

viscosity increase Supply reliability challenges Increased formulation cost and complexity

Consequences

The use of lower viscosity oils bring both benefits and challenges

Reduce engine friction

Increased fuel economy

Reduced CO2 emissions

Engine wear control for durability

High Ethanol environment

Increased formulation

cost

Increased formulation

challenge

Complexity around base stock usage

Benefits Challenges

0

0,2

0,4

0,6

0,8

1

1,2

1,4

1,6

800 1300 1800Wh

ole

En

gin

e Fr

icti

on

(b

ar)

Engine Speed (rpm)

Whole engine friction of oils with different HTHS viscosities

3.5 HTHS150 1.8 HTHS150

0,00

0,20

0,40

0,60

0,80

1,00

1,20

1,40

1,60

1,8 2 2,2 2,4 2,6 2,8

Fuel

Co

nsu

mp

tio

n R

edu

ctio

n (

%)

HTHS Viscosity (cP)

Reduction in fuel consumption of oils compared to a 3.5 cP HTHS viscosity oil

90degC 130degC

Benefit: Lowering oil viscosity can bring fuel economy improvements through reduction in friction

• Whole engine friction reduced at lower viscosities

• Up to 1.5% fuel consumption reduction achievable by lowering HTHS viscosity

Source: SAE 2013-01-0331

Challenges: Lowering oil viscosity can increase engine wear

• Specific engine components may observe higher wear rates as HTHS viscosity is reduced

• Increased bearing wear measured at lower HTHS viscosity in bench tribometer

0

5

10

15

20

1,8 2,3 2,8 3,3

Wea

r R

ate

(n

m/h

ou

r)

HTHS Viscosity (cP)

Wear rate of various engine components at different HTHS viscosities

Top Ring Connecting Rod Camshaft Cylinder

0

5

10

15

20

25

30

35

2,0 3,0Bea

rin

g M

ass

Loss

(m

g)

HTHS Viscosity (cP)

Bearing mass loss of oils of different HTHS viscosities in bench tribometer

Source: SAE 2013-01-0331

Decreasing CCS

Consequence: Increasing use of Group III+ / IV, as a result of reducing CCS and NOACK limits

93

12 25

0

69

12 0

9

55

7 10 9

5W-30 (3.5 HTHS150) 0W-30 (3.5 HTHS150) 0W-30 (3.5 HTHS150, 10 NOACK)

Proportion GrIII Proportion GrIII+ Proportion GrIV Proportion VM

X X

X X

5W-30, 3.5 HTHS150 0W-30, 3.5 HTHS150 0W-30, 3.5 HTHS150,

NOACK ≤ 10%

X

SAE 0W-30

• NOACK ≤ 13% • 9.3 cSt ≤ KV100 < 12.5 cSt • HTHS150 ≥ 3.5 cP • CCS @ -35 °C ≤ 6200 mPa-s

SAE 5W-30

• NOACK ≤ 13% • 9.3 cSt ≤ KV100 < 12.5 cSt • HTHS150 ≥ 3.5 cP • CCS @ -35 °C > 6200 mPa-s • CCS @ -30 °C ≤ 6600 mPa-s

Fixed: • Additive package Variable: • Gr III • Gr III+ • Gr IV • Viscosity modifier (VM)

• Similar trend observed when lowering HTHS

• Increasing amounts of higher quality (Gr III+, Gr IV) base stocks required to meet SAE J300 low viscosity grades, and maintain volatility control

• Increasing OEM requirements provide added complexity

• Decreasing usage of viscosity modifiers at lower HTHS viscosity

Coping with the challenges – our conclusions

The way forward: Additive technologies must be optimised to overcome potential issues with lower viscosity fluids

Lower viscosity oils could be used whilst providing effective engine and wear protection by optimising the additive system and viscosity modifier technology

Conditions SAE 15W-40 SAE 5W-30 SAE 0W-20

Journal Bearing Rig

Friction Coefficient High Speed

Full Film 0.011 0.010 0.008

HFRR

Boundary Friction Coefficient

60oC 0.145 0.136-0.110* 0.130

100oC 0.138 0.129-0.078* 0.125

140oC 0.140 0.121-0.065* 0.120

* Based on optimising the additive system

Source: SAE 2013-01-0331

Impact of additive components on wear protection

• Tests run in Brazil according to:

- INOVAR AUTO protocol - In a Flex engine with E25

• Oils with different FMs and VMs

- Same additive package - Same base stocks - Same viscometrics (SAE 5W-30; 2.9 HTHS)

0,00

0,50

1,00

1,50

2,00

2,50

FM "A" FM "B" FM "C" VM "D" VM "E"

Fu

el E

co

no

my %

Combined - Urban (55%) + Highway (45%)

New additives technology enables fuel economy while keeping required wear protection

• Lower viscosity lubricants need to use adequate base oils and additive components to ensure the fuel economy benefits with durability

Conclusions

• Optimised and tailored additive technologies can provide

technical solutions to some of these challenges associated with the use of lower viscosity fluids

Come and talk to us

Yes, we can!

Fuel economy with durability?