Contribution to “Pilotage Express” by American company Afton, a strategic partner of Yinhang Petrochemical.
Release Date:
2012-06-28
Author:
Source:
Abstract
After international Lubricating oil Through the joint efforts of the Standards and Certification Committee and the American Petroleum Institute, the new-generation passenger‑car engine oil specifications ILSAC GF‑5 and API SN have been in effect since October 1, 2010. This article briefly examines the performance improvements achieved by these next‑generation oils and explores potential directions for their future development.
Automotive engine oil The evolution of engine oils is typically driven by three key factors: 1. Environmental regulatory requirements, which encompass exhaust‑emission control and, in particular, the compatibility between engine oils and aftertreatment systems. As governments worldwide place increasing emphasis on environmental protection, emission standards have become ever more stringent, demanding greater compatibility between lubricants and exhaust‑aftertreatment technologies. Additionally, the emergence of new, cleaner fuels raises the issue of their compatibility with engine oils. 2. Fuel economy. Rising crude‑oil prices and global efforts to curb greenhouse‑gas emissions have made fuel efficiency a central focus in engine‑oil development. 3. Enhanced physicochemical performance of lubricants. Automakers are adopting advanced engine technologies—often featuring higher compression ratios (CR)—to deliver greater power and improved fuel efficiency. This trend boosts output for a given displacement, raising operating temperatures and imposing increased oxidative stress on engine oils. Together, these three factors continuously propel engine‑oil quality toward ever higher grades. Next, we will examine the latest SN/GF‑5 specification in detail. Automotive engine oil How it addresses challenges in three areas.
I. Environmental Regulations’ Requirements for Fuels
Regarding compatibility with aftertreatment systems, GF‑5 specifications call for enhanced durability of the emission control system without compromising wear protection for the engine. Since the phosphorus in ZDDP can poison the catalysts in exhaust‑aftertreatment systems upon decomposition, many OEMs require improved phosphorus retention—i.e., a slower rate of phosphorus breakdown—to extend catalyst life. This requirement is primarily addressed through Procedure IIIGB (ASTM D7320), which mandates a phosphorus retention level of at least 79%. In other words, after prolonged operation, the phosphorus content in used engine oil must remain above 79% of that in fresh oil, indicating reduced phosphorus degradation and thus less catalyst poisoning. The challenge is that lower phosphorus degradation may compromise ZDDP’s ability to provide adequate wear protection; to meet this need, additive manufacturers either screen existing ZDDP formulations or develop new, next‑generation ZDDP types.
In the realm of clean fuels, E85 ethanol‑gasoline—a blend of 85% ethanol and 15% gasoline—produces lower carbon dioxide emissions compared with conventional gasoline. Accordingly, the GF‑5 standard includes testing requirements to address potential issues such as emulsification that may arise when using E85. GF‑5‑compliant fuels demonstrate excellent compatibility with E85 ethanol‑gasoline.
II. Requirements for Vehicle Fuel Efficiency
Given that the U.S. Environmental Protection Agency (EPA) has already established legislative requirements for vehicle fuel economy, governments in Western countries have likewise imposed even stricter standards. Consequently, GF‑5 represents a significant enhancement over the requirements of GF‑4 in this regard.
This grade of lubricant has been tested using the VID procedure (ASTM D7589) and, compared with standard oils, has been shown to improve fuel economy.
III. Enhancement of the physicochemical properties of petroleum products.
GF-5 lubricants, in response to increasingly stringent engine protection requirements, have been enhanced over the previous GF-4 formulation in the following key areas.
1. Improved piston cleanliness. In Procedure IIIG (ASTM D7320), GF‑5 oils are subject to more stringent requirements for deposit control ratings.
2. Enhanced engine oil sludge control. Under the VG procedure (ASTM D6593), more stringent requirements are imposed on the engine oil sludge rating, the rocker cover sludge rating, and the percentage of sludge collected on the filter screen.
3. The need to protect turbochargers. In applications involving turbochargers, compliance with the TEOST 33C qualification requirements is mandatory. It is particularly important to note that, under the SN specification, this requirement applies only to oils in the Resource‑Reserving viscosity grade; no such qualification is required for other viscosity grades. Therefore, when recommending oil products with turbocharger protection to customers, it is advisable to recommend GF-5 of the oil products.
In addition, there are also requirements for improving sealing performance (rubber compatibility) and foam properties.
IV. Development Directions for Next-Generation Fuels
The API Standards Advisory Board surveyed OEMs worldwide to identify their key priorities for the next-generation standards slated for 2015/2016.
△Preliminary discussions on the next-generation standard have already begun within ILSAC;
△ Based on principles supporting ILSAC, oil‑grade specifications, and ASTM procedures, nearly all OEMs have expressed support for the new standard, but they have requested that specific changes be clearly listed to allow them additional time to prepare.
△ The global applicability of the new standard needs to be considered;
△ Monitoring developments in next-generation engine testing and funding: The trend toward using low-viscosity lubricants, driven by fuel‑economy considerations, is expected to persist. However, due to fuel dilution issues, the adoption of gasoline direct‑injection turbocharged engines may temporarily slow this trend. To what extent can we reduce viscosity without compromising engine durability?
The final technical specifications of the next-generation petroleum products are likewise shaped by the three major factors mentioned earlier; we will have to wait and see how this plays out.
Automotive engine oil The evolution of engine oils is typically driven by three key factors: 1. Environmental regulatory requirements, which encompass exhaust‑emission control and, in particular, the compatibility between engine oils and aftertreatment systems. As governments worldwide place increasing emphasis on environmental protection, emission standards have become ever more stringent, demanding greater compatibility between lubricants and exhaust‑aftertreatment technologies. Additionally, the emergence of new, cleaner fuels raises the issue of their compatibility with engine oils. 2. Fuel economy. Rising crude‑oil prices and global efforts to curb greenhouse‑gas emissions have made fuel efficiency a central focus in engine‑oil development. 3. Enhanced physicochemical performance of lubricants. Automakers are adopting advanced engine technologies—often featuring higher compression ratios (CR)—to deliver greater power and improved fuel efficiency. This trend boosts output for a given displacement, raising operating temperatures and imposing increased oxidative stress on engine oils. Together, these three factors continuously propel engine‑oil quality toward ever higher grades. Next, we will examine the latest SN/GF‑5 specification in detail. Automotive engine oil How it addresses challenges in three areas.
I. Environmental Regulations’ Requirements for Fuels
Regarding compatibility with aftertreatment systems, GF‑5 specifications call for enhanced durability of the emission control system without compromising wear protection for the engine. Since the phosphorus in ZDDP can poison the catalysts in exhaust‑aftertreatment systems upon decomposition, many OEMs require improved phosphorus retention—i.e., a slower rate of phosphorus breakdown—to extend catalyst life. This requirement is primarily addressed through Procedure IIIGB (ASTM D7320), which mandates a phosphorus retention level of at least 79%. In other words, after prolonged operation, the phosphorus content in used engine oil must remain above 79% of that in fresh oil, indicating reduced phosphorus degradation and thus less catalyst poisoning. The challenge is that lower phosphorus degradation may compromise ZDDP’s ability to provide adequate wear protection; to meet this need, additive manufacturers either screen existing ZDDP formulations or develop new, next‑generation ZDDP types.
In the realm of clean fuels, E85 ethanol‑gasoline—a blend of 85% ethanol and 15% gasoline—produces lower carbon dioxide emissions compared with conventional gasoline. Accordingly, the GF‑5 standard includes testing requirements to address potential issues such as emulsification that may arise when using E85. GF‑5‑compliant fuels demonstrate excellent compatibility with E85 ethanol‑gasoline.
II. Requirements for Vehicle Fuel Efficiency
Given that the U.S. Environmental Protection Agency (EPA) has already established legislative requirements for vehicle fuel economy, governments in Western countries have likewise imposed even stricter standards. Consequently, GF‑5 represents a significant enhancement over the requirements of GF‑4 in this regard.
This grade of lubricant has been tested using the VID procedure (ASTM D7589) and, compared with standard oils, has been shown to improve fuel economy.
III. Enhancement of the physicochemical properties of petroleum products.
GF-5 lubricants, in response to increasingly stringent engine protection requirements, have been enhanced over the previous GF-4 formulation in the following key areas.
1. Improved piston cleanliness. In Procedure IIIG (ASTM D7320), GF‑5 oils are subject to more stringent requirements for deposit control ratings.
2. Enhanced engine oil sludge control. Under the VG procedure (ASTM D6593), more stringent requirements are imposed on the engine oil sludge rating, the rocker cover sludge rating, and the percentage of sludge collected on the filter screen.
3. The need to protect turbochargers. In applications involving turbochargers, compliance with the TEOST 33C qualification requirements is mandatory. It is particularly important to note that, under the SN specification, this requirement applies only to oils in the Resource‑Reserving viscosity grade; no such qualification is required for other viscosity grades. Therefore, when recommending oil products with turbocharger protection to customers, it is advisable to recommend GF-5 of the oil products.
In addition, there are also requirements for improving sealing performance (rubber compatibility) and foam properties.
IV. Development Directions for Next-Generation Fuels
The API Standards Advisory Board surveyed OEMs worldwide to identify their key priorities for the next-generation standards slated for 2015/2016.
△Preliminary discussions on the next-generation standard have already begun within ILSAC;
△ Based on principles supporting ILSAC, oil‑grade specifications, and ASTM procedures, nearly all OEMs have expressed support for the new standard, but they have requested that specific changes be clearly listed to allow them additional time to prepare.
△ The global applicability of the new standard needs to be considered;
△ Monitoring developments in next-generation engine testing and funding: The trend toward using low-viscosity lubricants, driven by fuel‑economy considerations, is expected to persist. However, due to fuel dilution issues, the adoption of gasoline direct‑injection turbocharged engines may temporarily slow this trend. To what extent can we reduce viscosity without compromising engine durability?
The final technical specifications of the next-generation petroleum products are likewise shaped by the three major factors mentioned earlier; we will have to wait and see how this plays out.
Yafudun Chemical ( Suzhou) Research and Development Center Yang Sha
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