By John Smith
Every category of engine oil is supposed to be better than the one it replaced, and the CJ-4 engine oils that were introduced in 2006 were no exception. They offer better protection for rings, liners and valve trains; improve oil consumption and piston deposits; and address soot-related wear.
But when given the choice, many buyers opted to stick with the CI-4 Plus oils that were already on the market – despite the fact that CJ-4 would work in new and old engines alike.
“This was one of the only times in the history of the heavy-duty motor oil market that we had two oils in the market at the same time,” observes Nicole Fujishige, commercial marketing manager, Chevron Global Lubricants.
It was a unique situation. The main reason the trucking industry needed this new category of oil was to protect the diesel particulate filters (DPFs) that became a staple of heavy-duty emission controls in 2007. That meant little to someone who bought trucks in 2006, just before the new emission-cleaning equipment was introduced. Besides, Cummins even announced that CI-4 Plus engines could be used in 2007-compliant engines.
Some of the reluctance to adopt the newest oil formulas may even be linked to a simple misunderstanding about total base numbers (TBN).
Maintenance teams had been told for several years that a higher TBN was a good thing. It was seen as a measure of how well the oil was equipped to counteract the acids produced through the exhaust gas recirculation (EGR) process. But the CJ-4 oils needed a lower TBN to ensure that new DPFs were not prematurely plugged with ash.
“Immediately, the customers thought, ‘Wow, they’ve really depreciated the performance of the oil,’” says Victor Kersey, Valvoline’s technical director, commercial products.
The part of the message that appeared to be overlooked is that acids became less of a challenge when refineries introduced ultra-low-sulfur diesel (ULSD) as sulfur had been a key chemical component of the acids that were being addressed in the first place.
The question about acceptable TBN levels also should be put into perspective, adds Dan Arcy, the OEM technical manager with Shell Global Solutions. The oils used in 1999 featured a TBN that was 20 to 30 percent lower than the levels seen in today’s formulas. This latest change is simply part of a gradual evolution.
Shawn Ewing, ConocoPhillips’ technical service coordinator, commercial lubricants, suggests that buyers now are beginning to look at the TBN levels in the context of the lower sulfur levels in today’s fuel. “TBN is not the big driver that it was before,” he insists.
Of course, for every fleet that was concerned about TBN, there was another that was concerned by a higher purchase price. The CJ-4 oils are more expensive than their predecessors.
Eventually, the option of a CI-4 Plus oil will disappear, but when is the “million-dollar question,” says Fujishige. “With the upcoming transition to exhaust gas recirculation in combination with selective catalyst removal beginning in 2010, we expect OEM recommendations of CJ-4 to increase.
“Volumes [of CI-4] will diminish over time in North America.”
In the meantime, many fleets are already experiencing the advantages of CJ-4, finding the single formula to meet every need and help in efforts to extend oil drain intervals.
“The new CJ-4 oils were extremely robust when handling oxidation, even in old engines running on low sulfur [diesel],” says Mark Betner, Citgo’s product manager for heavy-duty lubricants.
Fijishige agrees, “Many of our customers are experiencing improved wear rates, extended oil drains and reduced maintenance in combination with a strong preventive maintenance program.”
TAKE STOCK OF SYNTHETICS
A growing number of fleets also are embracing the formulas that are created with synthetic-base stocks. So far, these oils account for just 10 percent of related sales, but they also represent the fastest-growing type of engine oils, Betner says. “We had a 37 percent increase over the previous year, and [similar increases have] been going on for seven years.”
Part of the draw may be the promise of improved fuel economy. A related improvement of 1 to 2 percent can save 200 to 300 gallons of fuel per year in an on-highway truck, he says, suggesting the savings can climb to 500 gallons of fuel per year when synthetic engine oils are coupled with synthetic driveline fluids.
“Fuel economy is probably the leading area of performance that’s attracting attention to synthetics,” Kersey adds. When comparing his company’s Synthetic Blue to a 15W40 mineral-based oil, the synthetic offered a 3 percent improvement in fuel economy, as measured through a SAE J1321 Type 2 Fuel Consumption Test.
Not everyone agrees that synthetics always can deliver benefits like these. Fujishige, for example, argues that premium mineral-based oils will offer the same benefits at a lower cost. “If fleets are looking for improved fuel economy, they need to look past some of the synthetic hype to the real data.”
Paula Del Castilho, Petro Canada’s category manager, commercial transportation lubricants, says that the biggest advantage of synthetic oil is actually in the form of improved cranking properties at lower temperatures.
The synthetics may be particularly attractive to the most diverse fleets of all – those that combine everything from high-idling, gasoline-powered cars along with Class 8 trucks and snowplows, Betner says, referring to the promise of one engine oil that can truly fit all.
“And we typically put the very best additive technology in synthetics,” he adds. Indeed, these are the fluids that often promise to better resist the oxidation that can cause oil to thicken, or create sludge and varnish.
The options for engine oils are growing in other ways as well. ConocoPhillips has even introduced titanium into some formulas, which supposedly forms a chemical bond to metal where there is extreme localized heat, preventing damage to engine parts such as tappets, rings, cam lobes and crossheads.
OIL ANALYSIS STILL KEY
Regardless of the oil that customers ultimately select, a related analysis program represents a vital step to maximize their investments.
These tests were originally introduced as a preventive maintenance tool to catch the issues that would otherwise lead to engine failure, says Betner. In addition to that, it supports conservation efforts. If a lubricant lasts longer, less oil is consumed while the disposal needs for oil and filters are reduced. “Those things all add up,” he says.
It’s just important to review the report’s numbers in context.
“Some of these guys put way too much emphasis on oil analysis,” Ewing observes, noting how the focus should be to identify trends rather than individual anomalies. “It’s not going to predict a rod is going to snap.”
It is why Betner suggests that fleets also need exposure to an analysis program that delivers data as a summary rather than reams of figures. Fundamentally, the reports should help answer three questions: Am I achieving the desired results? Am I improving? Can I see which engine groups are giving us the most problems?
The good news is that fleets are beginning to reclaim some of the oil drain intervals that were initially sacrificed with the introduction of EGR. Ewing even suggests the situation may become better yet, once the 2010 engines are introduced with technology such as selective catalytic reduction. “If you can treat [exhaust] once it’s out of the engine, it’s going to improve everything,” he says. Even International’s engines, which will not use SCR, appear to have improved ring control.
And there will be other changes to come. Kersey suggests that the next category of oils will emerge sometime around 2014.
“Emission regulations have driven these changes for several years,” he says, “but this time it might be something more like fuel economy and biodiesel compatibility.”
That may help to ensure a smoother transition for the next category of engine oil.
