© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
Israeli Fuels Seminar
Tel Aviv
May 13th 2014
© 2014 The Lubrizol Corporation, all rights reserved.2
Seminar Presentation Contents
• Introductions
• Global fuel quality and vehicle market drivers update
• EU and US fuel and vehicle regulatory update
• Review of latest developments in deposit control both gasoline and diesel (Gasoline Direct Injection (GDi), Internal Diesel Injector Deposits (IDID))
• CEC fuel tests update
• Ethanol and methanol
• Improving storage life and stability of both gasoline and diesel
• The significance of relaxation of some properties in emergency time
© 2014 The Lubrizol Corporation, all rights reserved.3
Introductions
© 2014 The Lubrizol Corporation, all rights reserved.4
Introductions
Siva Konar
Sales Manager – Israel
10 years with Lubrizol
Brian Sword
Project Manager - Israel
24 years with Lubrizol
Based at Hazelwood Technical & Marketing Centre, Hazelwood,
Derbyshire, UK
Applied Chem
- Dina Braverman
Lubrizol Corporation Overview
© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
Growth. Innovation. People.
The Lubrizol Corporation Overview
2014
© 2014 The Lubrizol Corporation, all rights reserved.6
Company Overview – Who We Are
Lubrizol is a global specialty
chemical company
We combine complex, specialty chemicals to optimize
the quality, performance and value of our customers’
products while reducing their environmental impact.
© 2014 The Lubrizol Corporation, all rights reserved.7
Company Overview – Who We Are
• Problem solvers– Deliver innovative, practical specialty chemical solutions
for customers’ toughest challenges
• Technology-driven– Hold nearly 2,000 patents and counting
• Global– Serve customers in more than 100 countries with
approximately 7,000 employees worldwide
• Growth-oriented– Reinvest in our business thanks to strong record
of financial success and sustained performance
• Owned by Berkshire Hathaway – Supports our commitment to continually reinvest in our business
Success in the specialty chemical marketplace depends on two things:
performance chemistry and a performance team.
© 2014 The Lubrizol Corporation, all rights reserved.8
The Lubrizol Corporation Segments
• Growth. Innovation. People.
Lubrizol Additives Lubrizol Advanced Materials
The Right Mix of People, Ideas and Market Knowledge
• Advanced chemical technology for the global transportation, industrial and consumer markets
• Unique, hard-to-duplicate formulations resulting in successful solutions for our customers
• A talented and committed global work force delivering growth through skill, knowledge and imagination
© 2014 The Lubrizol Corporation, all rights reserved.9
56%29%
11%4%
North America Europe Asia/ME Latin America
A Balanced International Presence
• Growth. Innovation. People.
Revenue and employee information - 2012
We sell in more than 100 countries
with more than half of our sales outside of North America
6,798Employees
Consolidated Revenues Worldwide Employees
$6.1Billion
35
%
29
%
28
%
8%
© 2014 The Lubrizol Corporation, all rights reserved.10
Geographic Footprint
© 2014 The Lubrizol Corporation, all rights reserved.11
Lubrizol: Part of Berkshire Hathaway
• One of the world’s largest public companies– 2012: revenues $162 billion, net income $15 billion
– Headquarters: Omaha, Nebraska
• Owns more than 70 businesses internationally in
sectors:
– Insurance and financial services
– Utilities and energy
– Manufacturing, service and retail
• Chairman & CEO: Warren E. Buffett
One of the world’s largest companies, Berkshire Hathaway is ranked # 7 on the Fortune 500
© 2014 The Lubrizol Corporation, all rights reserved.12
Lubrizol Additives Overview
• Growth. Innovation. People.
• Recognized industry leader
• Largely performance specification driven
– Industry and specific vehicle manufacturer
– Performance changes driven primarily by improving fuel economy and reducing air emissions
• Significant industry consolidation over last 10-15 years
• Technology development focused on formulated solution/finished product to make customers more successful
© 2014 The Lubrizol Corporation, all rights reserved.13
Our Markets
© 2014 The Lubrizol Corporation, all rights reserved.14
Leading Market Positions
• Our Markets. All marks property of The Lubrizol Corporation.
Brands Applications
Lubrizol® Lubricants, Fuels
Anglamol® Gear oils
AMPS® Acrylic fibers, water treatment,
coatings and adhesives
Carbopol® Hair and skin care and cleansing
systems, hair styling, toothpaste, oral and
topical pharmaceuticals, household cleansing and
care products
TempRite® Piping systems for plumbing, fire
sprinkler and industrial applications
Estane® Recreational goods, hoses
and tubes, medical applications
Solsperse® Printing, auto finishes
Lanco® Furniture/appliance coatings
© 2014 The Lubrizol Corporation, all rights reserved.15
Serving Diverse End Uses…
• Our Markets.
Our portfolio has limited exposure
during economic downturns due to
a rich diversity of end uses, the global
nature of demand and strong value
drivers for our products
Our End Use MarketsVehicle Equipment MaintenanceIndustrialConstructionConsumer/Personal CareVehicle ProductionTextiles/Performance FabricsPaper & Packaging/PublishingResource Extraction/Other
© 2014 The Lubrizol Corporation, all rights reserved.16
Our Products Work for You on the Road…
• Our Markets.
Worldwide:
You’ll find Lubrizol technology in 1 out of 3 passenger cars
Better performance and longer equipment life
© 2014 The Lubrizol Corporation, all rights reserved.17
Engineered Polymers
LifeScience Polymers
Performance Coatings
Wherever you look,
Lubrizol is there
And at Home… Anywhere You Are!
• Our Markets.
Personal and Home Care
CPVC Piping Systems and Materials
© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
Lubrizol Downstream Fuel Products and Energy Exploration
Water Treatment Segments Overview
2014
© 2014 The Lubrizol Corporation, all rights reserved.19
Lubrizol Fuel Products – 3 Main Business Units
Automotive
Consumer Products
Downstream
(Bulk Gasoline/Diesel)
Refineries to Terminals
through Stations – Gas /
Diesel / Ethanol / Bio (Bulk)Cetane Improver, Flow Improver, Lubricity
Improver, Catalyst Regeneration,
Detergents, Friction Modifiers, Corrosion
Inhibitors, Multi-Functional, Home Heating
Bottled products –
AftermarketComplete System Fuel Cleaners,
Friction Modifiers, Fuel Stabilizers,
Corrosion Inhibitors Marine
Open flame burners, Rail
Road, Turbine…Slag Control, Emission Reduction,
Combustion Improvers, Detergents
Industrial Fuel
© 2014 The Lubrizol Corporation, all rights reserved.20
Terminal operations and fuel retailers use bulk additives to reach additional fuel qualities and
performance characteristics.
Lubrizol products enable our customers to achieve competitive advantage in their markets by
allowing them to blend the highest quality, best performing fuels for today’s complex engines.
Our Product Line:
• SulfrZol® 54 Sulfiding Agent
• Flow Improving Additives
• Lubricity Additives
• Cetane Improvers
Downstream
• Multi-Functional Diesel Fuel
Additives
• Ultra Low Sulfur Diesel
• E85 Detergents / Additives• Friction Modifiers
• Biodiesel Blends
•Gasoline Additives
• LAC
• Top Tier
© 2014 The Lubrizol Corporation, all rights reserved.21
The aftermarket products arena is very competitive. Whether our customers specialize in oil additives,
fuel additives, driveline additives, flush products, or all of the above, they are all looking for an edge.
PowerZol branded products from Lubrizol deliver value in providing customers with leading additive
technologies and even fully formulated products that consumers can trust.
What’s Hot
• Complete Fuel System Cleaners
• Diesel Engine Clean-Up
• OEM Branded Products
• Oil Flush Treatments
Aftermarket Consumer Products
© 2014 The Lubrizol Corporation, all rights reserved.22
Many industries use heavy residual fuels, such as power generation, steel mills, ocean transportation,
and even home heating. Efficiency and emissions are key issues that demand solutions.
Lubrizol additives enable customers to improve combustion efficiency, reduce emissions, and better
manage equipment maintenance and downtime.
Our Products:
• Combustion Improvers
• Multi-Functional Diesel Fuel
Additives
• Slag Control
• Emissions reducers
Industrial Fuels
© 2014 The Lubrizol Corporation, all rights reserved.23
Lubrizol Energy Exploration - 3 Main business
units
Upstream
(Refinery Process
and Oilfield
Specialty Chemicals)
Exploration / Production /
Refining / Pipeline TransportAntifoulants, Corrosion Inhibitors,
Settling Aids, Foamers, Dispersants,
Emulisifiers, Wetting Agents
Water Treatment
Cooling Systems, Boilers,
Production ProcessesDispersants, Anti-Scalants, Corrosion
Inhibitors, Deposit Control Additives,
Biocides
Specialty Monomers
AMPS® MonomersBeginning monomer for Scale Inhibitors,
Friction Reducers, Water Control
Polymers, Cementing and Drilling
Polymers
© 2014 The Lubrizol Corporation, all rights reserved.24
Oilfield and refinery operations require specialty chemicals to improve the effectiveness, safety, and
value of many petroleum processes, as well as to meet some minimum fuel specifications.
Lubrizol works closely with service companies, distributors, and end users to identify industry needs
and deliver critical solutions that demand the most advanced chemical technologies available.
Our Product Line
• Paraffin & Asphaltene Control
• Demulsifier Bases
• Dispersants
• Anti-Scalants
• Deposit Control Agents
• Antifoulants
• Corrosion Inhibitors
• Drilling Additives
Foamers
Emulsifiers
Energy Exploration – Upstream / Water
Treatment
• Specialty Monomers
• AMPS® Monomer Acids
• AMPS® Monomer Salts
© 2014 The Lubrizol Corporation, all rights reserved.25
Lubrizol Global Technology Centers
Supporting Fuel Additive Development and
Customer Service
Kinuura, Japan
Hazelwood, UKWickliffe, USA
© 2014 The Lubrizol Corporation, all rights reserved.26
North America
Wickliffe, USA
Mechanical Testing
• Honda 2-cyl Generator
• 2.3L Ford IVD
– ASTM D 6201
• Modified Sequence VIB Fuel-borne Additive Fuel Economy Test
• Engine Oil Sequence Tests
• Volkswagen 1.9L tdi
• Engine Oil Sequence Tests
• Single Cylinder Screener Engines
- Cat 1K, 1P
Also :
Applications Science
Blending
R&D
© 2014 The Lubrizol Corporation, all rights reserved.27
North America – External Facility
Lubrizol/TRC Fleet Capability
• IVD/CCD– BMW 318i 1.8L I4 ASTM D 5500
– Ford 2.3L 4-cyl Ranger
– GM 4.3L CPI Truck
– Honda 2.2L I4 V-Tec ULEV
– Toyota 1.8L 4-cyl Corolla
• Fuel/Lube Interaction– DC 2.7L V6 Intrepid
– Ford 4.6L V8 Crown Victoria
• Valve Sticking – GM V8 ‘Top Tier’ Truck
• Diesel HSDI– VW 1.9L tdi Jetta
• PFI – Chrysler 2.2L Turbo ASTM D 5598
– GM 4.3L SCPI ‘Top Tier’ Truck
• E85 Flex Fuel
Performance Test Capabilities
• US EPA-Accepted Vehicle and DynoEmissions Test Lab
• Worldwide Emissions Cycle Repertoire
• CRC Driveability
• CRC Octane/Acceleration
© 2014 The Lubrizol Corporation, all rights reserved.28
Hazelwood - UK
Mechanical Test
facilities
• All types of engines and rig tests are run on site, using computerised test rigs and state of the art test cells
• Fuel additive test engines include:
– M102E IVD
– M111E IVD
– M111E Fuel Econ
– VW Waterboxer
– Peugeot XUD-9
– Peugeot DW-10
• ISO 9001, EN45001 accredited
© 2014 The Lubrizol Corporation, all rights reserved.29
Field Trial Capability
• Dedicated team of field trial engineers located at Hazelwood.
• Extensive experience with fuel and lubricant multi-car field trials.
• Typical statistically designed test programs involve:
– Vehicle running in.
– Engine strip down and rating
– Distance accumulation
– End of test strip down and rating.
– Statistical analysis of outcome.
© 2014 The Lubrizol Corporation, all rights reserved.30
Global Fuel Quality and Vehicle Market Drivers Update
© 2014 The Lubrizol Corporation, all rights reserved.31
Major Markets Sales Overview
• India, Russia, Brazil, Japan and W. Europe markets down by 1.9%, but strong growth in USA and exceptional in China!
-1.9%
7.5%
18.8%
-0.2%
-3.1%-5.1%
-10.8%
-15.0%
-10.0%
-5.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
18,000
W. Europe USA China Japan Brazil Russia India
%S
ale
s C
han
ge F
rom
2012
Veh
icle
Sale
s (
Th
ou
san
ds)2013 %Change
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.32
W. Europe: Vehicle Sales Down 1.9% in 2013
• UK is only major European market to show a strong sales gain.
• Spain showed a 3.3% gain after years of volume declines.
• Other major markets such as Germany, France and Italy showed substantial reductions from 2012 levels.
• Overall total of 11,546,563 PC vehicles sold in W. Europe in 2013.– Down 1.9% compared to 2012 – a 20 year volume low.
-4.2%
10.8%
-5.7%
-7.1%
3.3%
-0.1%
-8.0%
-6.0%
-4.0%
-2.0%
0.0%
2.0%
4.0%
6.0%
8.0%
10.0%
12.0%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
Germany UK France Italy Spain Belgium
% S
ale
s C
han
ge f
rom
2012
Veh
icle
Sale
s (
Th
ou
san
ds)
2013 %Change
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.33
W. European Diesel Car Sales 2013
• European diesel share was 53.4% in 2013– Down by 5% compared to 2012
– Reason: price conscious purchasers are buying smaller, cheaper gasoline cars.
– Exception is growth in SUV-crossover vehicles (16.3% MS in 2013). Mainly purchased as diesel variants.
• Impact of higher costs for Euro 6 diesel cars is unknown.
-5.6%
8.5%
-13.3%
-5.8%
1.1%
-6.6%
-28.3%
-4.6%
-35.0%
-30.0%
-25.0%
-20.0%
-15.0%
-10.0%
-5.0%
0.0%
5.0%
10.0%
15.0%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
Germany UK France Italy Spain Belgium Netherlands Austria
% D
iesel
Car
Sale
s C
han
ge f
rom
2012
% D
iesel
Car
Sale
s
2013 %Diesel 2012-13 %Change
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.34
W. Europe PC Sales: Major Manufacturer
• VW Group leads the W. European market with 24.8% MS.
• Renault helped by sales of economy Dacia brand.
• PSA and Fiat biggest losers in 2013 amongst major OEMs.
– PSA lost nearly 9% MS.
– Fiat held back by poor Alfa and Lancia sales.
-0.9%
-8.9%
4.0%
-4.0%-3.5%
-0.6%
-6.9%
-1.9%
3.8%
-2.3%
-1.9%
-10.0%
-8.0%
-6.0%
-4.0%
-2.0%
0.0%
2.0%
4.0%
6.0%
0
500
1000
1500
2000
2500
3000
3500
VWGroup
PSAGroup
RenaultGroup
GMGroup
Ford BMWGroup
FiatGroup
HyundaiGroup
Daimler ToyotaGroup
Nissan
% C
han
ge s
ince 2
012
Veh
icle
Sale
s 2
013 (
Th
ou
san
ds)
2013 Sales %Change from 2012
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.35
VW Group Focus: W. Europe
• VW Group sales showed slight 0.9% overall decline in 2013 compared to 2012.
• Slight declines in Volkswagen and Audi brands countered by strong growth for:
– Skoda: up by 5.6%
– Seat: up by 10.7%.
-0.9%
-4.0%
-1.4%
5.6%
10.7%
-2.4%
-6.0%
-4.0%
-2.0%
0.0%
2.0%
4.0%
6.0%
8.0%
10.0%
12.0%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
VW Group Total Volkswagen Audi Skoda Seat Others
% C
han
ge S
ince 2
012
Veh
icle
s S
old
2013 (
Th
ou
san
ds)
2013 % Change from 2012
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.36
W. Europe: Electric Car Sales 2013
• 2013 electric vehicle sales in W. Europe grew by 60%.
– Total of approximately 39,000 registrations.
• Still only 0.4% MS.
• Norway has the highest electric car MS at 5.5%.
55.0%
99.5%
69.4%
45.0%
66.7% 63.1%
51.5%
67.3%57.6%
53.2%
-30.5%
5.0%
-40.0%
-20.0%
0.0%
20.0%
40.0%
60.0%
80.0%
100.0%
120.0%
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
% C
han
ge 2
013
-12
Veh
icle
s S
old
2013
12-mths 2013 %Change 2012-13
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.37
W. Europe: Hybrid Car Sales
• Gasoline hybrid vehicle sales continue to be weak in Europe
– Diesel still dominates due to lower overall cost and superior real-world fuel economy.
• Toyota has 85% MS.
53.4%
1.5% 0.3%0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
Diesel Hybrid Electric
Mark
et
Sh
are
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.38
European Sales Outlook 2014
• December 2013 showed a 12.7% sales increase
compared to December 2012
– Fourth rise in four months.
– Limiting 2013 to 1.9% fall compared to 2012.
– Providing some hope that 2014 sales will continue to grow
from recessionary levels seen over last few years.
– Much of growth in the UK from private customers.
Up by 23.7% in December 2013.
• February 2014 W. Europe sales figures are 6.3% up
compared to same time last year supports moderately
positive outlook.
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.39
US Passenger Car Sales
• 7.5% increase in US vehicle sales in 2013.– 15,582,136 vehicles sold.
• Best US sales year since 2007, when 16.2 million vehicles were sold.– Boosted by good deals and credit offers.
– But rate of improvement slowed to 0.2% in December 2013.
7.3%
10.8%
7.4%9.1%
7.2%
-0.4%
9.4%
-0.6%
26.2%
8.1%
12.6%
2.5%
-5.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
0
500
1,000
1,500
2,000
2,500
3,000
% S
ale
s C
han
ge f
rom
2012
Veh
icle
Sale
s 2
013 (
Th
ou
san
ds)
2013 Sales % Change Since 2012
© 2014 The Lubrizol Corporation, all rights reserved.40
US Passenger Car Sales: Comments
• US OEMs have benefitted from the sales upturn.
– GM, Ford and Fiat/ Chrysler all showed healthy sales
gains.
• VW showed a disappointing performance in a rising
market with a -0.6% reduction.
– Passat sales fell by nearly 40% in December!
– But Jetta sales remained constant and Audi and Porsche
showed strong gains.
• Interest in light duty trucks appears to be growing again.
– Even split between passenger cars and trucks/SUVs.
– SUV-Crossover vehicles are also growing in popularity
again (as in other world regions).
© 2014 The Lubrizol Corporation, all rights reserved.41
Conclusions
• Significant growth in USA and China.
• Some promising signs in Europe for 2014, particularly in UK and Germany.
• 2013 saw falls in other key world markets.
• Consumers in declining markets are likely to be keeping their vehicles for longer –opportunities for high quality lubricants and fuel additive to maintain vehicle performance over extended lifetime.
-1.9%
7.5%
18.8%
-0.2%
-3.1%-5.1%
-10.8%
-15.0%
-10.0%
-5.0%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
18,000
W. Europe USA China Japan Brazil Russia India
%S
ale
s C
han
ge F
rom
2012
Veh
icle
Sale
s (
Th
ou
san
ds)
2013 %Change
© 2014 The Lubrizol Corporation, all rights reserved.42
EU Fuel and Vehicle Regulatory Update
© 2014 The Lubrizol Corporation, all rights reserved.43
General Vehicle Technology Trends
• Dramatically reducing CO2 with further large decreases
in other emissions, particularly NOx and PM are the
ongoing drivers.
• As NOx legislated limits continues to tighten, efficiency
improvements to the gasoline engine will improve its
overall cost attractiveness versus diesel.
– Increasing GDI penetration compared to PFI.
• Both gasoline and diesel engines will benefit from some
common technology improvements.
• Adoption of full `plug-in’ electric vehicles is likely to
remain low over the next decade due to the very high
cost of battery packs.
© 2014 The Lubrizol Corporation, all rights reserved.44
Common Improvements to Gasoline and
Diesel Engines
• Both gasoline and diesel engines will deliver further
reductions to CO2 emissions through some common
strategies:
– Downsizing with increased power per unit cylinder capacity.
– Increased levels of turbo charging.
– Stop-start systems.
– Reduced internal friction through improved materials and
coatings.
– Longer term - Increasing levels of hybridisation / electrification of
drive train.
This last measure is currently considered essential to reach the
EU 2020 CO2 target, but will involve a considerable cost
penalty.
Many of the above trends are likely to contribute towards increased
requirement for fuel additive deposit control
© 2014 The Lubrizol Corporation, all rights reserved.45
Improving the Efficiency of the Gasoline Engine
• Market adoption of gasoline direct injection will continue
to increase.
Wall Guided(Generation I)More common in the US
Wall guided flow
Ramp style piston
Solenoid injector
Spray Guided (Generation II)More common in Europe
Spray guided flow
Dish style piston
Piezo injector
© 2014 The Lubrizol Corporation, all rights reserved.46
• Improved fuel economy and CO2 emissions via more efficient
combustion and reduced pumping losses
Why Turbo-GDI Engines?
1: Fuel Economy and CO2 Benefits
0
500
1000
1500
2000
1.8 PFI 2.0 PFI 1.4 TSI
Capacity (cc)
0
2
4
6
8
10
1.8 PFI 2.0 PFI 1.4 TSI
Fuel cons. (l/100km)
0
50
100
150
200
250
1.8 PFI 2.0 PFI 1.4 TSI
CO2 (g/km)
30
% re
du
ctio
n
24
% im
pro
ve
me
nt
25
% im
pro
ve
me
nt
Examples comparing VW engines in Passat saloon
© 2014 The Lubrizol Corporation, all rights reserved.47
• Boosting and direct injection give increased power and mid-range
torque, making the engine respond like a bigger engine
Why Turbo-GDI Engines?
2: Performance and Driveability Benefits
0
500
1000
1500
2000
1.8 PFI 2.0 PFI 1.4 TSI
Capacity (cc)
0
20
40
60
80
100
120
140
1.8 PFI 2.0 PFI 1.4 TSI
Power (bhp)
0
50
100
150
200
250
1.8 PFI 2.0 PFI 1.4 TSI
Torque (Nm)
30%
reductio
n
Sim
ilar p
ow
er,
Sm
alle
r engin
e
more
torq
ue
,
Sm
alle
r engin
e
Examples comparing VW engines in Passat saloon
© 2014 The Lubrizol Corporation, all rights reserved.48
• Addition of direct injection and turbo charging, combined with downsizing, leads to significant increase in power density and therefore stress on fuel and lubricant
T-GDI: Challenges for Fuel and Lubricant
Power Density – Running Hotter and Harder
0.0
20.0
40.0
60.0
80.0
100.0
120.0
140.0
1.2 PFI 1.4 PFI 1.2 TSI 1.4 TSI 1.4 TSI+
Power density (kW/litre)
0.0
5.0
10.0
15.0
20.0
25.0
1.2 PFI 1.4 PFI 1.2 TSI 1.4 TSI 1.4 TSI+
BMEP (bar)
“If we just look at EcoBoosting, we’re certainly seeing higher operating temperatures and
much higher specific loads. So imagine now very small engines operating at very high
combustion temperatures.” Daniel Kapp,
Director of Powertrain Research, Ford
© 2014 The Lubrizol Corporation, all rights reserved.49
• In Europe Volkswagen/Audi have adopted T-GDI engines as
standard on all but the smallest / lowest cost cars in Europe.
– Example: Passat (Magotan in China) has no port-injected gasoline engine
options
• BMW and Peugeot-Citroen are co-operating in the use of 1.6 T-GDI
engines in their high performance small cars
• GM and Ford Europe have a growing number of T-GDI engines in
their ranges of cars
• Porsche have introduced a high performance T-GDI engine into their
sports cars
• Virtually all other OEMs are following fast with these engines
Examples of T-GDI Adoption in Europe
© 2014 The Lubrizol Corporation, all rights reserved.50
• Ford have brought in their “EcoBoost” range of T-GDI engines. V-6 and in
line 4 engines are available in vehicles such as the Taurus and F-150 pickup
• GM have T-GDI engines as part of their “Ecotec” range of engines. These
are used in all of their marques including Buick, Chevrolet, Cadillac and
Pontiac
• Chrysler are considering introducing GDi technology and have the option of
using new owners FIAT designed engines if desired.
• Toyota also considering introducing this type of technology
Examples of T-GDI Adoption :North America
© 2014 The Lubrizol Corporation, all rights reserved.51
Direct Injection Gasoline Testing
• Lubrizol has studied GDI engines since 1998 and has found:
• Injector fouling:– GDI injector fouling is more severe, with a higher
additive appetite, than a comparable PFI injector.
– High sulfur, high olefin fuels that foul PFI injectors are also pro-fouling to GDI injectors
– GDI injector fouling tended to be worse under a “lean” operating cycle
• Additives:– Current Lubrizol technology performs well in both
PFI and GDI vehicles, however GDI vehicles tend to require higher dosages.
– The modern synthetic package formulation at a Top Tier market dose controlled GDI injector fouling to<1% fouling in 5K miles
© 2014 The Lubrizol Corporation, all rights reserved.52
Mild Hybridization: Cost Effective Alternative
• Upcoming global fuel economy standards will be hard to meet
without some degree of vehicle electrification.
• However, full hybridization is very expensive (typically around $3 –
4000 per vehicle.
• Mild hybridization is much cheaper and could deliver 10 – 15% fuel
consumption improvements.
– Could be especially beneficial for smaller, lower cost vehicles.
• Several German OEMs have promoted 48V mild hybrid systems.
– Uses belt-alternator starter device generates power and
electrically boosts IC engine.
– Assists automatic stop-start engine systems with smoother
starting.
– 2015 Audi Q7 will be first commercial 48V mild hybrid.
© 2014 The Lubrizol Corporation, all rights reserved.53
21st Century Diesel Fuel Injector Coking
• New more sophisticated engine designs have shown increased susceptibility to a wider range of fuel injector deposit problems.
• Recognition of wider range of deposit forming pre-cursors such as:
– low stability FAME feed stocks and
– trace metal contamination of fuel leading to organometallic deposits.
• Lead to development of CEC F-98-08 Peugeot DW10 injector coking test.
– Standard test uses DF-79 mineral fuel + 1ppm zinc.
• Deposit Control Additives (DCAs) developed to prevent nozzle coking in older engines were found to be much less effective in the new test.
© 2014 The Lubrizol Corporation, all rights reserved.54
Euro 6: Further Refinements to Diesel FIE
• Increasing fuel injection pressures > up
to as much as 2500 bar.
• Fuel injection channels:
– Reducing diameter to as little as 80
microns.
– Increasing number per injector
perhaps to as many as 24.
• Likely to increase severity towards
formation of coking deposits.
© 2014 The Lubrizol Corporation, all rights reserved.55
Section Summary
• Many common approaches for gasoline and diesel
engines to reduce emissions and CO2.
• Gasoline Direct Injection (GDi) with turbo charging will
become increasingly attractive compared to higher costs
of Euro 6 compliant diesel vehicles.
• Increasingly sophisticated close coupled three way
catalysts and filters will be required for gasoline vehicles.
• Fuel Injection Equipment (FIE) deposit control additives
increasingly necessary with adoption of advanced fuel
injection systems.
© 2014 The Lubrizol Corporation, all rights reserved.56
Electric Vehicles Outlook
© 2014 The Lubrizol Corporation, all rights reserved.57
Electric Vehicles: The Positives
• Policy makers and governments are increasingly favouring battery
electric vehicles.
• Highly energy efficient:
– `tank to wheel’ efficiency is around 60 – 80%
– Greatest energy savings at low speeds – most suited for city
driving.
– Could contribute to a significant reduction in CO2, but to achieve
this must be powered by clean electricity.
Could actually result in increased CO2 in countries like Poland and
China, where most electricity is generated using coal.
© 2014 The Lubrizol Corporation, all rights reserved.58
Electric Vehicles (EVs): The Negatives
• However, EVs likely to remain a low volume, niche product for at least the next decade.
• Overwhelming reason is battery cost and range.
– Current battery pack cost estimated at 15,000 – 40,000 €.
– Cost would have to be cut by at least a factor of three.
– Range is also very limited with a maximum of 200 km
Dependent on ambient temperatures and driving conditions.
• Also would need a dense network of public charging facilities.
• Will need `smart’ electric grid infrastructure to avoid negative environmental impact.
– Otherwise would result in further building of power stations to meet peak demand from EVs.
Source: AID Newsletters
© 2014 The Lubrizol Corporation, all rights reserved.59
OEMs: Conflicting Views on EVs
• Volkswagen – sceptical concerning political targets.
– Believes that substantial market penetration is prevented
by cost.
– EV uptake may only reach 3% by 2020.
• Renault – Nissan: Probably the most supportive OEM.
– Claim that EVs fit in with typical European driving patterns.
– Economic due to:
lower cost of electricity compared to fuel.
– Launched new Nissan Leaf vehicle in 2012.
– Believe than 10% market share possible by 2020.
© 2014 The Lubrizol Corporation, all rights reserved.60
More on the Nissan Leaf EV
• Launched in Europe in 2010.
• Compact 5 Door hatchback.
– Maximum range of 160 km / 100 miles.
– 80 kW electric motor with 140 kph (87 mph) maximum speed.
Similar to power of 1.6l petrol engine.
• Purchase cost of around €30,000 after government subsidies and tax incentives.
– Nissan claims competitive with alternatives such as Toyota Priusand VW Golf 1.6 Tdi `Bluemotion’.
– Li-Ion battery pack will be purchased along with car and not leased or rented.
Expected to have 5 – 10 year life depending on operating conditions.
© 2014 The Lubrizol Corporation, all rights reserved.61
European Electric Car Update 2013
• Sales remain very weak even with the recent
introduction of new models.
– 2039 sales in February 2013 or 0.26% of total market.
56% rise compared to February 2012.
Only 43 of those sales were in the UK!
But large part of increase due to 440 registrations of new
Renault Zoe model for dealer and press demonstrators.
– UK Zoe cost is £13,650 (includes £5000 subsidy) + £70 per
month battery rental.
Other sales into city electric vehicle car-sharing schemes.
• In comparison, gasoline hybrid car sales grew by 22% in
2012
– Total 125,750 vehicles – around 1% of total car sales.
– Lead as in US by Toyota Prius range.
© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
North American Fuel and Regulatory Trends
© 2014 The Lubrizol Corporation, all rights reserved.63
North America: Overview
• Review of Federal emissions and fuel economy
standards:
– Light and heavy duty vehicles / engines.
• California LEV (Low Emissions Vehicle) standards.
• Meeting Tier 3 and LEV III emissions standards.
• Renewable Fuels Standard.
• Diesel fuel standards.
• Diesel and hybrid vehicle uptake.
© 2014 The Lubrizol Corporation, all rights reserved.64
Federal Light Duty Emissions Standards
• Federal Tier 2 standards replace Tier 1 regulations.
– Tier 2 introduced tighter emissions limits and introduced more
stringent standards for heavier vehicles.
Same emissions standards apply to all vehicle weight categories
– From passenger cars to minivans and large SUVs.
– Requires more sophisticated emissions control for larger vehicle to
comply with same g/mile standards as lighter ones.
– Tier 2 phased in from 2004 with full implementation for all vehicle
weights from 2009.
– Same emissions limits apply to both gasoline and diesel
powered vehicles.
• Tier 2 introduction has required tighter fuels quality standards to
allow use of advanced aftertreatment.
– ULS Diesel fuel: 15 ppm sulphur max.
– Gasoline: average 30 ppm sulphur with 80 ppm maximum.
© 2014 The Lubrizol Corporation, all rights reserved.65
Tier 2 Certification `Bins’
• Tier 2 emissions standards structured into 8 permanent
and 3 temporary certification levels of different
stringency.
– Known as `certification bins’.
• Plus average fleet standard for NOx emissions.
• OEMs can choose to certify vehicles to any of the
available bins.
• Average NOx emissions of OEM fleet must meet
0.07g/mile across range of `bin’ certified vehicles.
– Emissions measured according to FTP 75 (Federal Test
Procedure).
© 2014 The Lubrizol Corporation, all rights reserved.66
Tier 2 Bin Certification Levels: `Full Useful Life’
• Full useful life = 120,000 miles or 10 years.
• NOx limits are most challenging particularly for diesel
• Bin 5 level has NOx limit of 0.07 g/mile – equal to fleet average.
Must offset sales of vehicles with NOx levels > Bin 5 with sufficient Bin 5
certified vehicles.
0.2
0.15
0.1
0.07
0.040.03
0.02
0.000
0.05
0.1
0.15
0.2
0.25
8 7 6 5 4 3 2 1
NO
x (
g/m
ile)
Bin Certification Level
© 2014 The Lubrizol Corporation, all rights reserved.67
New Federal Tier 3 Standards
• Anticipated phase in from 2017 with full implementation by 2025.
– Same time period as new CAFE and GHG standards.
• EPA proposal will set more stringent emissions standards for light, medium and certain heavy duty gasoline vehicles.
• Proposed standards intended to ultimately harmonise with California’s LEV requirements.
• Gasoline sulphur content also to be reduced to reduce catalyst poisoning and allow development of enhanced powertrains.
– Level to be reduced to 10 ppm sulphur.
• March 2014: EPA publishes Final Tier 3 regulation confirming 2013 proposals.
© 2014 The Lubrizol Corporation, all rights reserved.68
Federal Tier 3 Emissions Standards
• Just as for Tier 2, manufacturers will certify each vehicle
type to a `bin’ standard with sales weighting to derive
fleet average for MY.
• Proposed LDV NMOG + NOx emissions reductions
compared to Tier 2:
– MY 2017: -46%.
– MY 2025: -80%.
• Particulate emissions limit of 3 mg/mile by 2025 using
FTP cycle.
– 80% reduction compared to Tier 2.
• `Regulatory’ useful vehicle life to be extended to 150,000
miles or 15 years.
© 2014 The Lubrizol Corporation, all rights reserved.69
CARB Low Emissions Vehicle (LEV) Programs
• Federal standards are generally applicable with exception of California.
– State was excepted in 1993 due to severe air pollution.
– Has pursued more stringent emissions targets in LEV and LEV II programs.
– New LEV III program and Federal Tier 3 largely harmonized by MY 2025.
Will allow OEMs to meet one standard across all US states.
– Emissions standards generally applicable to both gasoline and diesel light and medium duty vehicles.
• Other US states may voluntarily adopt LEV standards including:
– Arizona, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Pennsylvania, District of Columbia.
© 2014 The Lubrizol Corporation, all rights reserved.70
California LEV III: MY 2015 - 2025
• LEV III compared to LEV II:
– combines NMOG and NOx standards into a single category.
– Fleet average NMOG + NOx levels more stringent than LEV II.
– Adds several emissions standard `bins’.
– Increased 150,000 mile durability requirement for emissions
control systems.
– All LD vehicles to show near zero evaporative emissions by
2022.
– Particulate matter emissions to be significantly reduced
100% of vehicles must achieve:
– < 3 mg/mile by 2017
– < 1 mg/mile by 2028.
May require use of gasoline particulate filters for direct injection
engines.
– Phase in of more severe fleet emissions requirements.
© 2014 The Lubrizol Corporation, all rights reserved.71
California LEV III Fleet Average NMOG + NOx
• Fleet will need to reach SULEV fleet average NMOG +
Nox emissions level by 2025.
73% reduction compared to 2008 levels.
0.02
0.04
0.06
0.08
0.1
0.12
0.14
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
NM
OG
+ N
Ox (
g/m
ile)
LDT2 + MDPV PC + LDT1
Emissions levels
converge by 2025
© 2014 The Lubrizol Corporation, all rights reserved.72
Light Duty Vehicle Fuel Efficiency Standards
• April 2010 - New national program introduced for passenger
cars (PC) and light duty trucks (LDT).
– First ever regulation of GHG emissions under Clean Air Act by
EPA.
– In addition to Corporate Average Fuel Economy (CAFE)
standards under Energy Policy and Conservation Act by NHTSA.
– Covers vehicle model years (MY) 2012 – 16.
• Results of new standard is that national light duty fleet will
have by MY 2016:
– CAFE level of 34.1 mpg.
– GHG emissions level of 250 g/mile
equivalent to 155 g/km.
© 2014 The Lubrizol Corporation, all rights reserved.73
CAFE and GHG Standards 2017 - 2025
• Building on 2012 – 2016 standards (last slide).
• Two implementation phases for PC and LDT:
– MY 2017 – 2021: 40.9 mpg fleet average basis by end of phase.
– MY 2022 – 2025: 49.6 mpg fleet average by end of phase.
Conditional subject to interim review in 2018 -19.
• Matching CO2 proposed standard equivalent to 163 g/mile CO2 (101 g/km) by 2025.
• Incentives / credits for EV, PHEV, FCV etc.
© 2014 The Lubrizol Corporation, all rights reserved.74
CAFE and GHG Standards 2017 - 2025
• Year on year targeted reductions for CO2 and fuel economy.
– Around 4% FE improvements for PC per year; lower for LDT.
• Fleet averages assume shift in market share towards PC away from
LDT by 2025.
35.3 36.4 37.5 38.840.9
42.945
47.349.6
0
10
20
30
40
50
60
2017 2018 2019 2020 2021 2022 2023 2024 2025
CAFE (mpg)
243232
223213
200190
181172
163
0
50
100
150
200
250
300
2017 2018 2019 2020 2021 2022 2023 2024 2025
CO2 (g/mile)
© 2014 The Lubrizol Corporation, all rights reserved.75
Heavy Duty Emission Standards
• Heavy duty engines (not complete vehicles) are certified according to Transient FTP engine dynamometer cycle.
• Must also pass 3 further tests:
– Supplemental engine test (SET)
Steady state test -To ensure emissions control during steady state driving.
– Not-to Exceed (NTE)
Limits typically higher than FTP cycle.
• Emissions compliance must be demonstrated over `useful life’ of engine:
– 10 years or 435,000 miles for heavy duty engines.
Revised for 2004 Model Year.
© 2014 The Lubrizol Corporation, all rights reserved.76
2007 Heavy Duty Emissions Standards
• New significantly more stringent standards introduced for Model Year 2007 onwards.
– Standards phased in by pollutant between MY 2007 – 10 on percent of sales basis.
• NOx limit is once again most stringent change.
– Previous limit for 2004 -06 MY vehicles was 10x higher at 2.0 g/bhp-hr.
– 2010 was the first year that substantial numbers of engines meeting this limit were available.
Pollutant Limit
g/bhp-hr 2007-10 2010
PM 0.01 100 100
NOx 0.20 50 100
NMHC 0.14 50 100
% Engines Meeting Limit
© 2014 The Lubrizol Corporation, all rights reserved.77
Heavy Duty Vehicle Fuel Efficiency + GHG
• New final rule published by EPA and NHTSA in
September 2011 to reduce fuel consumption and GHG
emissions from HD vehicles.
• Standards for 3 regulatory categories of HD vehicles:
– Combination tractor-trailers (Class 7 and 8).
– HD pick up trucks and vans.
– Commercial vocational vehicles.
• Both gasoline and diesel HD engines are included.
• GHG emissions include:
– Hydro fluorocarbon (HFC)
– Nitrous oxide (N20)
– Methane (CH4)
© 2014 The Lubrizol Corporation, all rights reserved.78
Heavy Duty Vehicle Fuel Efficiency + GHG
• Complicated set of standards with separate sub-
categories depending on vehicle weight, usage and
configuration.
• Example: Class 7 and 8 combination tractors:
– Final standard is for tractor cab with separate standard for
installed engine.
– Fuel consumption standards become mandatory starting
MY2016 (tractor cab) and MY 2017 (engine)
– New standards estimated to result in 7 – 20% fuel
consumption and GHG improvement compared to
MY2010.
• Fuel efficiency and GHG targets vary for other classes of
HD vehicle.
© 2014 The Lubrizol Corporation, all rights reserved.79
Diesel Fuel Developments
• EPA Ultra-low sulphur diesel rule required a reduction to 15 ppm
max by October 2006 for 80% of on-road diesel fuel.
– All on-road diesel < 15 ppm S by Dec 1st 2010.
• Non-Road diesel rule introduced by EPA in 2004 required 2 phase
reduction in sulphur levels
– Enables dramatic emissions reductions from off-road equipment.
– < 500 ppm from June 1st 2007.
– < 15 ppm from June 1st 2010.
• ASTM D975 changed in June 2008 to allow blending of up to 5%
FAME.
© 2014 The Lubrizol Corporation, all rights reserved.80
RFS-2: Renewable Fuel Standard
• Requires a specific amount of renewable feedstocks to be used in
gasoline and diesel production.
– Replaces `RFS-1’.
– Rule finalised by EPA in February 2010.
– Includes targets for incorporation of specific bio-mass derived
fuels.
– Targets for highway and non-road diesel fuel are new to RFS2.
– Calculated to require 136 billion litres of renewable fuel by 2022.
• RFS-2 benefits projected by 2022:
– Displace 7% of annual gasoline and diesel consumption.
– Decrease oil imports by $41.5 billion.
– Decrease GHG emissions by 138 million MT.
Equivalent to removing 27 million vehicles from use.
© 2014 The Lubrizol Corporation, all rights reserved.81
RFS-2: 2013 Biofuel Volume Requirements
• Concerns that program is unsustainable and compliance unachievable due to lack of advanced biofuels production.
– Particularly cellulosic ethanol .
2013 requirement has been dramatically reduced from 1 billion to 14 million gallons (1 US gallon = 3.8 litres).
• Limits on compliance are being approached due to 10% ethanol blending limit in gasoline.
Biofuel US Gallons
(million)
Litres
Cellulosic 14 5.3 x107
Biomass based Diesel 1.28 million 4.84 x 109
Advanced biofuel 2.75 million 1.04 x1010
Renewable fuel 16.55 million 6.26 x 1010
© 2014 The Lubrizol Corporation, all rights reserved.82
Increasing Ethanol Blend Limit
• US EPA and DOE continue to determine whether ethanol blend levels in gasoline can be increased up to 15%.
– Evaluate viability of `intermediate’ ethanol blend levels as contributor in meeting RFS2 goals.
– Testing for impact on vehicles and non-automotive engines:
Tailpipe and evaporative emissions.
Catalyst and engine durability.
Drivability.
Fuel system materials compatibility.
– E15 blend level approved by EPA for MY 2001 onwards.
– No decision yet on older vehicles, motorcycles, HD gasoline engines, off-road equipment
– GM has approved for MY 2012 onwards and Ford for MY 2013 onwards.
© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
World Wide Fuels Charter (WWFC)
5th Edition Highlights
© 2014 The Lubrizol Corporation, all rights reserved.84
World Wide Fuels Charter History
• First version released in 1998:
– Aim was to represent OEMs views on gasoline and diesel
fuel quality needs and to promote global harmonisation of
fuel specs.
• 5th edition published in September 2013.
– 7 years since last edition released.
• Charter backed by 4 global automobile associations:
– ACEA (European Automobile Manufacturers Association).
– Alliance of Automobile Manufacturers.
– Truck and Engine Manufacturers Association (EMA).
– Japan Automobile Manufacturers Association (JAMA)
– Plus 15 associate members from national organisations.
© 2014 The Lubrizol Corporation, all rights reserved.85
WWFC 5th Edition Changes from 4th Edition
• Major change is addition of `Category 5’ fuel quality level above
existing Category 4:
– Provides for introduction of future advanced emissions control
systems and improved fuel efficiency.
• Category 1 – 4 definitions have not changed substantially.
• Table shows WWFC Categories against target emissions levels.
WWFC
Category
US Emissions Level EURO Emissions Level
1 Tier 0 EURO I
2 Tier 1 EURO 3/III
3 LEV / ULEV EURO 4/IV
4 Tier 3, LEV II, HDD 2010 EURO 6/VI
5 US 2017 LD FE, LEV III
© 2014 The Lubrizol Corporation, all rights reserved.86
Requirements for All Markets
• Introductory section defines needs for all categories regardless of fuel quality level:
– Additives to be compatible with engine oils.
– No ash forming components.
– Good housekeeping to minimize contamination.
– Pipeline corrosion inhibitors must not interfere with fuel quality.
Reference to IDID issues caused by specific corrosion inhibitor.
– Adequate labelling of dispenser pumps.
– Ethanol and FAME components should comply with WWFC committee guidelines
© 2014 The Lubrizol Corporation, all rights reserved.87
Key Gasoline Specifications by Category
Property Cat 1 Cat 2 Cat 3 Cat 4 Cat 5
Sulphur, ppm max 1000 150 30 10 10
Olefins, %vol max - 18 10 10 10
Aromatics, %vol max 50 40 35 35 35
Benzene, %vol max 5 2.5 1 1 1
Unwashed gums (mg/100 ml) max 70 70 30 30 30
Washed gums (mg/100ml) max - 5 5 5 5
Injector Cleanliness % flow loss 10 5/10 5/10 5/10 5/10
IVS Sticking - Pass Pass Pass Pass
M102E IVD Control* (mg/valve) 9.0 merit 50 30 30 30
M111E CCD* (mg/engine) - 3500 2500 2500 2500
*Alternative IVD and CCD tests proposed in Charter.
Note that M111E CCD test has never been approved by CEC.
© 2014 The Lubrizol Corporation, all rights reserved.88
Gasoline Enhancements by CategoryC
at 1
to C
at 2 Limit
Changes
• Stability
• Aromatics
• Benzene
• Density
• Injector cleanliness
Properties Included
• Olefins
• Sediment
• Washed gums
• IVD deposits
• CCD deposits
Cat 2
to C
at 3 Limit Changes
• Sulphur
• Olefins
• Aromatics
• Benzene
• Unwashed Gums
• IVD deposits
• CCD deposits
Properties Included:
Particulate contamination
Cat 3
to C
at 4 Limit Changes
• Sulphur
Properties included
Sulphur corrosion
CA
T 4
to
CA
T 5 Limit Changes
• RON 91 not allowed
• Density
© 2014 The Lubrizol Corporation, all rights reserved.89
WWFC and Fuel Additives: Gasoline
• Intentional addition of metal containing additive prohibited.
– Except for potassium based AVSR in non catalyst cars.
• Deposit control additives (DCAs) are recommended to prevent build up of deposits in:
– PFI, DI injectors and IVD.
US and European industry standard tests recommended.
• DCA formulations should be formulated with synthetic carrier fluids to prevent:
– Inlet valve sticking and
– Excessive CCD build up.
Several CCD tests are set out in the Categories with limits set
© 2014 The Lubrizol Corporation, all rights reserved.90
WWFC and Gasoline: Ethanol
• Ethanol blended gasolines may increase evaporative
emissions and volatility.
• Fuel grade ethanol must have a specification to control
pHe (acidity measure).
– Necessary to prevent FIE system corrosive damage
through trace contamination by acidic species, e.g.,
chlorides and sulphates.
• Blending of methanol is not permitted. Can cause:
– corrosion of metallic components of fuel systems
– degradation of plastics and elastomers.
© 2014 The Lubrizol Corporation, all rights reserved.91
Key Diesel Specifications By Category
Property Cat 1 Cat 2 Cat 3 Cat 4 Cat 5
Cetane Number, min 48 51 53 55 55
Sulphur ppm max 2000 300 50 10 10
Trace Metals - - ND ND ND ND
Total Aromatics % wt max - 25 20 15 15
PAH (di+, tri+), % wt max - 5 3 2 2
Water, ppm max 500 200 200 200 200
Oxidation Stability, min hours 30 35 35 35 -
FAME Content, % vol max 5 5 5 5 ND
Ash, % wt max 0.01 0.01 0.01 0.001 0.001
Injector Deposits (XUD9 % Flow
Loss at 0.1mm)
- 85 85 85 85
Injector Deposits (DW10 % PL ) - - - 2 2
Lubricity by HFRR (microns max) 460 460 460 400 400
ND = Non-detectable
© 2014 The Lubrizol Corporation, all rights reserved.92
Diesel Fuel Enhancements by CategoryC
at 1
to C
at 2 Limit Changes
• Cetane No.
• Density
• Viscosity
• Sulphur
• T95
• Water
• Stability
Properties Included
• Trace Metals
• Aromatics+PAH
• T90, FBP
• Fe Corrosion
• TAN
• Injector deposits
• Particle contamination
Cat 2
to C
at 3 Limit Changes
• Cetane No.
• Density
• Sulphur
• Aromatics+PAH
• T90, T95, FBP
• Carbon residue
Properties Included:
Foam Volume+ Decay Time
Cat 3
to C
at 4 Limit Changes
• Cetane No.
• Sulphur
• Aromatics+PAH
• Ash
• Lubricity
Properties included
DW10 injector deposits
CA
T 4
to
CA
T 5 Limit Changes
• FAME not allowed
• Density
Properties Excluded
• Rancimat stability
© 2014 The Lubrizol Corporation, all rights reserved.93
WWFC and Biodiesel Feedstocks
• Vegetable oils must be converted to esters before use as diesel fuel component.
• FAME concerns include:
– Poor oxidative stability leading to acids and deposits.
Oxidation stability test limits recommended.
Further work on setting appropriate oxidation limits required.
– Low temperature issues such as low fluidity and sediment formation.
– Hygroscopic - so need to control water content
Could result in corrosion and microbial growth.
– Higher levels of deposit formation within fuel injectors
Deposit control additives (`detergents’) are advised.
– Incompatibility with certain FIE seals and metals:
e.g. Brass, bronze, copper, zinc.
© 2014 The Lubrizol Corporation, all rights reserved.94
WWFC and Fuel Additives: Diesel
• No intentional addition of metal based additives.
• Presence of trace metals and other `undesirable’ elements is limited
to < 1 mg/kg across all categories.
• DCAs are recommended to prevent nozzle coking and mitigate
against the effects of trace metal contamination.
– Evaluation of effectiveness through:
XUD-9 CEC F-23-01: < 85% flow loss for Categories 2 – 5.
DW10 CEC F-98-08: < 2% Power loss for Categories 4 and 5.
• Diesel fuel antifoamants are recommended and corresponding limits
set across Categories 3 – 5.
– Must not interfere with emissions control durability.
• Lubricity improver additives also needed to meet HFRR limits across
categories.
© 2014 The Lubrizol Corporation, all rights reserved.95
WWFC and Fuel Additives: Diesel
• Enhancing diesel fuel cetane number is considered by WWFC
authors to be beneficial.
– Increases from 48 to 55 CN across Categories 1 – 5.
– Improves cold startability, exhaust emissions (particularly NOx)
and reduces engine noise.
– Both natural fuel cetane and cetane number improving additives
such as 2-ethylhexyl nitrate can provide these benefits.
48
51
53
55 55
44
46
48
50
52
54
56
Cat 1 Cat 2 Cat 3 Cat 4 Cat 5
Ceta
ne
Nu
mb
er
© 2014 The Lubrizol Corporation, all rights reserved.96
WWFC Summary
• WWFC 5th Edition introduces a new `Category 5’ fuel
quality level:
– Aimed at future advanced emissions control systems e.g.
US Tier 3 and Californian LEV III.
• Existing Category 1 – 4 definitions have not changed
substantially.
• Intentional addition of metals prohibited.
• Fuel additives continue to be recommended to control
fuel injection system deposits for both gasoline and
diesel.
• CEC F-98-08 DW10 nozzle coking procedure added to
requirements for Categories 3 -5.
– Requires effective deposit control additives.
© 2014 The Lubrizol Corporation, all rights reserved.97
Review of latest developments in deposit control both
gasoline and diesel (GDi, IDID)
© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
Understanding the Spectrum of Diesel Injector Deposits
UNITI Mineral Oil Technology Congress
1st – 2nd April 2014 Stuttgart
Presenter: Robert Quigley Co-Authors: Robert Barbour,
David Arters, Jim Bush.
© 2014 The Lubrizol Corporation, all rights reserved.99
Needle: IDID Lacquer
The Spectrum of Diesel Injector Deposits
Inorganic Salts
Control Valve
Nozzle Coking
Needle: IDID Soap
© 2014 The Lubrizol Corporation, all rights reserved.100
Injector Nozzle Coking Deposits
• Until recently, the principal form of deposit affecting
diesel fuel injectors.
• Typically carbonaceous in nature – derived from mineral
fuel decomposition.
• Deposit control additives (DCAs) developed mainly to
control this type of carbonaceous nozzle coking.
– Using industry tests such as:
CEC F-98-08 Peugeot XUD-9
Cummins L10 Injector Depositing test
© 2014 The Lubrizol Corporation, all rights reserved.101
Condensation of
gaseous components
Sticking, incorporation
of particles
Adsorption of gaseous
components
Reaction of
hydrocarbons
Deposit layer
compression
Deposit Formation
Oxidation of soot
and hydrocarbons
Evaporation of
volatiles
Desorption
gaseous fraction
Abrasion of
complex deposits
Deposit Removal
Breaking off of
porous deposits
Deposit Formation and Removal Mechanisms
© 2014 The Lubrizol Corporation, all rights reserved.102
CEC F-98-08 DW10 Injector Coking Test
• Sensitive to injector nozzle coking induced by both FAME and trace
metals.
– Combination of both in same fuel can increase severity.
• New DCAs successfully developed to prevent these deposit types.
© 2014 The Lubrizol Corporation, all rights reserved.103
Injector Channel Cross
Sections - SEM
DW10 Nozzle Coking Deposit Imaging
After DCA Treatment
Base fuel + Zinc
© 2014 The Lubrizol Corporation, all rights reserved.104
DW10 Dynamometer Deposit Removal: Bulk Dose
• DCA bulk / constant use dose shows good power recovery over 16 cycles.
© 2014 The Lubrizol Corporation, all rights reserved.105
DW10 Dyno Deposit Removal: Aftermarket Dose
• DCA aftermarket dose shows power recovery.
• Deposits generated by pro-fouling FAME take longer to remove with DCA
than those generated by pure mineral fuel plus zinc.
-8
-7
-6
-5
-4
-3
-2
-1
0
1
2
3
0 5 10 15 20 25 30 35 40 45
Ch
an
ge i
n P
ow
er
(%
)
DW10 Test Cycle
DF79 + 1ppm Zn Base DF79 + Zn + DCA B10 Base B10 + DCA
© 2014 The Lubrizol Corporation, all rights reserved.106
Internal Diesel Injector Deposits (IDID)
• Many explanations postulated for increasing incidences including:
– Mechanical and fuel quality factors.
– Certain PIB succinimides claimed to contribute to lacquer type.
Adverse reaction with carboxylic acid based lubricityimprovers postulated.
Low stability FAME feedstocks may also contribute.
– Wax or soap type:
Na / Ca salts of specific low MW di-acid corrosion inhibitors (e.g. dodecenyl succinic acid).
– Inorganic deposits from contamination by refinery salt driers or seawater.
© 2014 The Lubrizol Corporation, all rights reserved.107
IDID Prevention with Novel DCA in
6.8 L Dyno Engine
• Ability of novel DCA to control sodium soap injector deposits
generated in 6.8 litre engine test.
© 2014 The Lubrizol Corporation, all rights reserved.108
Sodium Soap Removal with DCA
(6.8 Litre Engine)
• (1) Build up of sodium soap deposits followed by
• (2) Rapid removal with `aftermarket’ dose of DCA.
DCA dosing
starts
© 2014 The Lubrizol Corporation, all rights reserved.109
Lacquer Deposit Removal with DCA
(6.8 Litre Engine)
• (1) Simulation of lacquer build up with low MW succinimide.
• (2) Rapid removal with aftermarket DCA treatment.
DCA dosing
starts
© 2014 The Lubrizol Corporation, all rights reserved.110
IDID Field Study – Marine Vessel
• Marine vessel fitted with four new, Tier II common rail
diesel engines.
• Typical 8 hour operation periods at constant, high load.
• Performance issues found within a month of
commissioning.
– Black smoke, loss of engine performance, engine hard-to-
start or no-start.
• Fueling every 1-2 days. Multiple fuel suppliers were used.
– The fuel tanks were free of water and sediment.
• An investigation was carried out to identify the cause of
the problem and provide a rapid solution to the operator.
• 43 injector failures were randomly distributed between
cylinders and engines over a 40 day period.
© 2014 The Lubrizol Corporation, all rights reserved.111
Failure Mode Analysis
• Failures were identified as caused by sticking of internal injector components.
• The Diesel Metering Valve (DMV) acts as a pilot valve, actuated by a solenoid controlled by the ECM.
• When deposits build up, the DMV sticks and the injector ceases to function.
• Calcium and dodecenyl succininicacid common to both fuel and injector deposits.
• The analysis indicated that the novel DCA was likely to be effective in removing and preventing the deposits.
Deposited DMV
© 2014 The Lubrizol Corporation, all rights reserved.112
Marine Trial Vessel: Results of DCA Treatment
0
1
2
3
4
5
6
7
8
9
10
0 20 40 60 80 100 120Inje
cto
r S
tickin
g F
ail
ure
s
Trial Day
pre-additive with-additive
43 failures 0 failures
• DCA treatment comprised of:
– (1) High dose initial deposit removal.
– (2) Lower maintenance dose.
© 2014 The Lubrizol Corporation, all rights reserved.113
Inorganic Salt Deposits
• Purely inorganic salts such as sodium sulphate and
chloride.
• Found within nozzle channels and inside injector body.
• Probably arise from fuel contaminated by refinery salt
driers or seawater contamination.
• This type of deposit is more resilient to removal with
deposit control additives.
– As a result, a specialised solution has been developed
which has been successfully tested in real life applications.
© 2014 The Lubrizol Corporation, all rights reserved.114
Control Valve
Needle: IDID Lacquer
No Additive
Needle: IDID Soap
No Additive
Nozzle Coking
No AdditiveWith DCA
With DCA
With DCA
Inorganic Salts
Specialised
Solution
Possible
Spectrum Of Deposits Summary
DCA
Effective
© 2014 The Lubrizol Corporation, all rights reserved.© 2014 The Lubrizol Corporation, all rights reserved.
New Lubrizol Direct Injection Gasoline Results
© 2014 The Lubrizol Corporation, all rights reserved.116
Direct Injection Vehicle Deposit Control Trial
• Two direct injection gasoline vehicles selected for a deposit control (`keep clean’) IVD and CCD trial.
• Each operated for 16,093 km (10,000 miles) on base fuel followed by IVD and CCD rating.
• Further 16,093 km (10,000 miles) accumulation with base fuel plus Lubrizol additive.
Vehicle Model Year Initial Odometer
BMW 335i 2009 82,505 km
(51,266 miles)
VW Jetta 1.9 GLi 2008 166,606 km
(103,524 miles)
© 2014 The Lubrizol Corporation, all rights reserved.117
Direct Injection Vehicle Deposit Control Trial
• Test Cycle Overview
– 16,093 km (10,000 mile) duration on test track
Condition Speed kph (mph) Duration (min)
Steady State 88.5 (55) 45
Hot Soak 0 75
• Vehicle inspections at start and end of testing:
– Valve weights
– Combustion chamber deposit (CCD) ratings
– Injector flows
– Images
© 2014 The Lubrizol Corporation, all rights reserved.118
Direct Injection Deposit Control Vehicle Trial:
IVD Results
• Chart shows comparison of IVD deposits for both test vehicles
after 16,093 km (10,000 miles).
– IVD deposit levels were substantially lower for both vehicles
when operated on fuel treated with Lubrizol additive.
300
570
157
402
47.7%
29.5%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
0
100
200
300
400
500
600
BMW 335i VW Jetta Gli
%IV
D I
mp
rov
em
en
t
Av
era
ge I
nle
t V
alv
e D
ep
osit
s (
mm
) Base + Lubrizol Additive % Improvement
© 2014 The Lubrizol Corporation, all rights reserved.119
Direct Injection Vehicle Trial:
Cylinder Head Deposits
• Chart shows comparison of cylinder head deposits for
both test vehicles after 16,093 km (10,000 miles).
– Deposit levels were substantially lower for both vehicles
when operated on fuel treated with Lubrizol additive.
3.2
2.42.5
1.4
23%
42%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
0
0.5
1
1.5
2
2.5
3
3.5
BMW 335i VW Jetta Gli
% I
mp
rov
em
en
t
Av
era
ge C
ylin
der
Head
Dep
osit
s (
mg
) Base + Lubrizol additive % Improvement
© 2014 The Lubrizol Corporation, all rights reserved.120
Direct Injection Vehicle Trial:
Piston Top Deposits
• Chart shows comparison of piston top deposits for both
test vehicles after 16,093 km (10,000 miles).
– Deposit levels were substantially lower for both vehicles
when operated on fuel treated with Lubrizol additive.
1.81.7
1.4
0.725%
59%
0%
10%
20%
30%
40%
50%
60%
70%
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
BMW 335i VW Jetta Gli
% I
mp
rov
em
en
t
Av
era
ge P
isto
n T
op
Dep
osit
s (
mm
)
Base + Lubrizol additive % Improvement
© 2014 The Lubrizol Corporation, all rights reserved.121
Summary
• 16,093 km (10,000 mile) deposit control trial carried out on 2 direct injection gasoline vehicles.
• Both vehicles showed substantial reductions in IVD and CCD deposit levels when operated on Lubrizol additive over the test period
– Compared to base fuel references.
– Previous Lubrizol work1 has shown that increased fuel system deposits can lead to:
Deteriorating emissions, fuel economy and acceleration.
• Injector flows:
– Could not be rated for BMW (fitted with piezo injectors).
– Inconclusive for VW Jetta.
1 SAE 1999-01-1498
© 2014 The Lubrizol Corporation, all rights reserved.122
CEC Fuel Test Update
© 2014 The Lubrizol Corporation, all rights reserved.123
CEC Fuels Tests Overview
All publically available information is obtainable from the CEC website:
https://www.cectests.org/
By accessing the “Links” tab on the site an overview of each test method is
available, access to newsletters etc.
© 2014 The Lubrizol Corporation, all rights reserved.124
CEC Fuels Tests
M102E Inlet Valve Deposit (IVD) CEC F-05-93
A Mercedes Benz four cylinder, in-line, four stroke, water cooled, 2.3 litre gasoline injection engine type
M102.982 with 8 valves and standard KE JetronicTM fuel management system.
This test method is designed to evaluate the propensity of gasoline or gasoline additive formulations to
prevent intake valve deposits in fuel injected engines.
The engine is operated for a period of 60 hours under cyclic conditions, simulating stop and go operation,
with the inlet valve pegged to prevent rotation. The ability of a gasoline or a gasoline formulation to
influence deposit formation on the inlet valves is determined. The results are expressed by the weight of
the deposits accumulated during the test on the intake valves and in terms of merit rating.
The target reproducibility (R) for base fuel is 131 mg/valve.
Specified in the World-Wide Fuel Charter
NOTE:
Is one of three fuels tests, (CEC F-05-93 (M102E Inlet Valve Cleanliness), CEC F-16-96 (VW
Waterboxer) and CEC F-20-98 (M111 EVO) currently reaching their end of life during 2015 and will
be brought to the attention of the ACEA, ATC and CONCAWE Liaison Group.
© 2014 The Lubrizol Corporation, all rights reserved.125
CEC Fuels Tests
VW Waterboxer Inlet Valve Sticking (IVS) CEC F-16-96
A Volkswagen 1.9 litre 44 kW water cooled boxer engine of VW type 2 series, with hydraulic valve lifters and
type 34 PICT carburettor.
The test is run typically as an engine situated in a test cell coupled to a temperature control unit for the purpose
of pumping refrigerated coolant through the engine when not running although can be run as an engine in a
vehicle situated in a cold room.
Designed to determine whether gasoline fuel is likely to cause inlet valve sticking. When an engine has stood for
several hours, a small quantity of fuel may collect in the annulus between the valve stem and guide. If the fuel /
fuel additive combination should be prone to increased viscosity and sticking tendency at low temperatures then
this could affect the operation of the inlet valves, and in a severe case the valve could stick in the open position
which will prevent the engine from starting.
This test results in either a Pass (where no sticking of the intake valve is detected as measured in accordance
with the test method), or a Fail (where intake valve sticking is detected). As such normal CEC statistical targets
do not apply in this test.
The Pass reference fuel is designed to result in no valve sticking during the test, and the Fail reference fuel is
designed to result in valve sticking as defined in the test method
NOTE:
Is one of three Fuels tests, CEC F-05-93 (M102E Inlet Valve Cleanliness), CEC F-16-96 (VW Waterboxer)
and CEC F-20-98 (M111 EVO) currently reach their end of life during 2015 and will be brought to the
attention of the ACEA, ATC and CONCAWE Liaison Group.
© 2014 The Lubrizol Corporation, all rights reserved.126
CEC Fuels Tests
M111 Inlet Valve Deposit (IVD) CEC F-20-98
A Mercedes Benz in line four cylinder, four-stroke, water cooled, 2.0 litre gasoline engine with 16 valve D.O.H.C
arrangement and electronic fuel injection.
Was originally planned to replace the M102E but the test is less severe so the M102E has remained an industry
favourite.
Test method is designed to evaluate the propensity of gasoline or gasoline additive formulations to prevent intake
valve deposits in fuel injected engines with a test duration of 60 hrs under cyclic conditions.
Results run are given as a weight of the inlet valve deposits.
The test does not support the evaluation of combustion chamber deposits although a method for collecting such
deposits is described.
The target reproducibility (R) for base fuel is currently 107.
The test is mentioned in the World Wide Fuel Charter for CCDs (combustion chamber deposits) evaluation despite
the comment above.
NOTE:
Is one of three Fuels tests, CEC F-05-93 (M102E Inlet Valve Cleanliness), CEC F-16-96 (VW Waterboxer) and
CEC F-20-98 (M111 EVO) currently reach their end of life during 2015 and will be brought to the attention of
the ACEA, ATC and CONCAWE Liaison Group.
© 2014 The Lubrizol Corporation, all rights reserved.127
CEC Fuels Tests
Peugeot XUD9 Diesel Engine Injector Nozzle Coking CEC F-23-01
The test engine is a Peugeot XUD9A/L four cylinder in-line, four stroke 1.9 L naturally aspirated, indirect
injection engine using unflattened needles with an air-flow rig used to measure air flow loss through the
injector nozzles.
The engine is operated at light load/speed, cyclic conditions for a period of 10 hours. The propensity of the
fuel to provoke deposit formation in the nozzles is determined by measuring the injector nozzle air flow
before and after the test operation. The results are expressed in terms of the percentage airflow reduction
at needle lift values of 0.1, 0.2 and 0.3 mm needle-lift for all 4 nozzles with the performance criteria being
a single value of the average percentage air-flow reduction at 0.1 mm lift of all 4 nozzles.
The reproducibility target for base fuel is 12.3.
The test is included in the World Wide Fuels Charter, in which the acceptance criteria for passenger car
diesel fuel is a maximum flow loss of 85 % at 0.1 needle-lift.
NOTE:
Peugeot has announced that no further batches of XUD9 engines can be manufactured for CEC F-
23-01 Test Method Holders. Working group discussions are ongoing as to how to find an alternate
supplier of XUD9 engines. All laboratories have been asked to check their stocks of hardware in
order to establish how much longer the test can be run.
© 2014 The Lubrizol Corporation, all rights reserved.128
CEC Fuels Tests
Peugeot DW10B Diesel Engine Injector Nozzle Coking CEC F-98-08
The test engine is a Peugeot DW10B TED4 as used in the Peugeot 407 vehicle in 2006. It is four cylinder, common rail, in
line, 2.0 L turbocharged, EGR, overhead camshaft, bowl in piston and wall guided direct injection.. Equipped with Siemens
piezo electronically controlled 6-hole injectors. Rated at 100 kW at 4000 rpm with Max. pressure of 1600 bar.
The DW10 Nozzle Fouling test was developed to demonstrate the propensity of some fuels to provoke fuel injector fouling in
modern engines, and also to demonstrate the ability of deposit control fuel additives to prevent or control the deposits.
The objective of the test is to discriminate between fuels that differ in their ability to produce injector deposits in direct
injection diesel engines with the target to be able to discriminate between a fuel that produces no measurable deposits and
one which produces deposits that cause the 2% loss in power considered unacceptable by engine manufacturers.
The test cycle used consists of 12-stages each lasting 1hour.
If new injectors are used these are bedded in for 16 cycles on the non-fouling DF79 reference fuel.
Test fuel is flushed through the engine and the test is runs for 8 cycles (hours) and then stops for 4cycles (hrs). Repeated 3
times with the test finishing after a further 8 cycles.
The percentage power loss at Stage 12 over the 32 cycles (hours) is the final result of this test.
The reproducibility target is 1% power loss for the high base reference fuel (DF-79-07). This target was chosen, so that the
test would be able to protect against fuels giving more than 2% power loss.
A reproducibility target of 5% power loss was set for the low reference fuel (DF-79-07 + 1ppm Zinc).
There are currently no repeatability targets set.
OEMs state fuels giving more than 2% power loss are deemed to be unacceptable for modern European passenger car
engines.
© 2014 The Lubrizol Corporation, all rights reserved.129
CEC Fuels Tests
Peugeot DW10C Internal Diesel Injector Deposits (IDID) TDG-F-110
This is a new test procedure currently under development by the CEC working group in
collaboration with the contracted test lab.
The proposed test engine is a Peugeot DW10C. It is an in line, 2.0 L turbocharged, four
cylinder, four valve, common rail with Delphi pressure balanced solenoid controlled 6-hole
injectors, EGR, overhead camshaft, bowl in piston and wall guided direct injection. Rated at
120 kW at 3750 rpm with Max. pressure of 2000 bar.
The Working Group is reported to be working well with ISP France (the CEC contracted test
lab) working on developing the test procedure. Current best estimate for commencement of
Phase 2 is currently Autumn 2014.
The Group is presently in the process of choosing dopants for a calibration fluid for test
validation
There are some concerns about the levels of contaminants being used to produce the
deposits in this test as well as discrimination issues between fuels.
© 2014 The Lubrizol Corporation, all rights reserved.130
CEC Fuels Tests
Lubrizol’s CEC involvement in Fuels Tests
M102E IVD - Member
VW Waterboxer IVS - Member
M111E IVD - Member
XUD9 Injector Coking - Chairman
DW10B Injector Coking - Secretary
DW10C – Indirect Diesel Injector Deposits - Vice Chairman and Secretary
© 2014 The Lubrizol Corporation, all rights reserved.131
Ethanol
© 2014 The Lubrizol Corporation, all rights reserved.132
Ethanol
• Not used in Israel as yet but widely used in Europe/US
for a number of years.
• E5 common and accepted as “the norm” in most
European markets with E10 now being introduced
across some member states.
• E10 in use in US for many years, indeed regulatory
testing must use E10 reference fuel. E15 being
considered.
• Limited global use at higher % levels for use in
specifically designed Flexi Fuelled Vehicles (FFV) e.g.,
Brazil (Alcool), Sweden (E85) etc.
• Lubrizol additives are formulated for use in ethanol fuels.
© 2014 The Lubrizol Corporation, all rights reserved.133
Ethanol - Intake Valve Deposits
0
50
100
150
200
250
300
350
0 20 40 60 80 100Inta
ke V
alv
e D
ep
osit
s (
mg
)
Ethanol Content of Fuel (vol %)
• With no additive present, ethanol impacts the amount of IVD produced by
an engine.
• Lower levels of ethanol in fuel produce higher amounts of deposits, but
these lower levels are regulated in the US to contain deposit control additive
to prevent IVD formation, whereas European and high ethanol fuels are not.
© 2014 The Lubrizol Corporation, all rights reserved.134
0
50
100
150
200
250
300
350
400
0 200 400 600 800 1000 1200
Gasoline IVD (mg)
E8
5 IV
D (
mg
)Ethanol - Intake Valve Deposits
• In this relatively short, 8,046 km (5,000 mile) test, different batches of E85
resulted in levels of IVD from 111 mg to 342 mg.
• Most commercial E85 does not contain deposit control additive.
© 2014 The Lubrizol Corporation, all rights reserved.135
Combustion Chamber Deposits
0
1
2
3
4
5
6
0 20 40 60 80 100
Co
mb
usti
on
Ch
am
ber
Dep
osit
s (
mil
s)
Ethanol Content of Fuel (vol %)
• In the combustion chamber, ethanol appears to burn cleanly and results in a
lower level of combustion chamber deposits (CCD) compared to gasoline.
• At higher levels of ethanol, CCD levels are less than half the level produced
by gasoline.
© 2014 The Lubrizol Corporation, all rights reserved.136
Methanol
© 2014 The Lubrizol Corporation, all rights reserved.137
Methanol: Fuel & Vehicle Issues
• Lubrizol has very limited experience of methanol as a major fuel
component thus far.
• Methanol experience as a fuel and thus its effect on
fuel/vehicle/lubricant issues is based so far only on Chinese
experience.
• Methanol is poisonous in both liquid and vapour form. Need to
consider escape into water sources and evaporated fumes from
vehicle refueling.
• Rather than convert to methanol why not use the CNG directly or
convert to MTBE for octane enhancer?
© 2014 The Lubrizol Corporation, all rights reserved.138
Methanol: Fuel & Vehicle Issues
• Concerns based on experience in China are:
– Elastomer compatibility (solubility): methanol is more aggressive than ethanol, so M15 could
only be used in a car capable of running E20 for example
– Regulated emissions: EU VI technology requires durable catalyst performance over a wide
range of conditions in the different cycles that need to be run. OEMs cannot guarantee that
all types of catalyst used in different engines types will function to specification under all
operating conditions if methanol is used.
– Volatility:
Regulations: it is difficult to ensure that regulations regarding fuel fumes from the filler
can be fulfilled with methanol
Methanol fumes are of course very poisonous
• Regards relaxation of properties in emergencies. Main concern would be emissions in EU VI cars.
It may not concern Israel that the emission limits are not fulfilled, especially in an emergency;
however, it is quite likely that the OBD will cause a EU 6 car to go into limp home mode once it
detects that emission limits are being exceeded.
• In the case of military vehicles, the German army have found that Diesel Particulate Filters (DPFs)
and exhaust catalysts can become hot enough to attract heat seeking Stinger missiles. For this
reason, the German army is removing DPFs and cats from vehicles likely to be used in a theatre
of war!
© 2014 The Lubrizol Corporation, all rights reserved.139
Methanol: Lubricant Issues
• Increased sludge formation.
• Poor engine cleanliness, especially in the piston region.
• Possible degradation to methanoic acid in the oil, which leads
to accelerated deterioration in oxidation, sludge, deposits etc.
• Recommend high quality fluids to try and counter any
methanol effects on lubricant.
• Use more oxidatively resistant lubricants with excellent sludge
performance.
• Overall, the simple message is that much higher quality
products are going to have to be accepted as needed and
used, both in terms of base oils and additive systems.
© 2014 The Lubrizol Corporation, all rights reserved.140
Improving storage life and stability of
both gasoline and diesel.
© 2014 The Lubrizol Corporation, all rights reserved.141
Fuel Instability
• Long term fuel storage can lead to oxidation and
possible bacterial degradation and contamination
causing problems in use from deposits and gums.
• Three common types of fuel stability testing:
– Oxidative
ASTM D-2274
– Thermal
ASTM D-6468
– Oxidative (FAME fuels)
EN15751 (IP574) - Rancimat
• Several other fuel stability test procedures exist.
© 2014 The Lubrizol Corporation, all rights reserved.142
Fuel Instability
Solutions
Lubrizol has gasoline and diesel fuel stabiliser and
corrosion inhibitor technology
Control of gum, varnish, colour insolubles and corrosion
Improves stability of fuel in storage and under thermal loads
Custom designed additive packs incorporating various
anti-oxidant agents as relevant are possible dependent on
exact customer needs and application.
– e.g. to counter biodiesel FAME or metallic contamination
causes for Rancimat deterioration
© 2014 The Lubrizol Corporation, all rights reserved.143
Relaxing some properties in emergency time
© 2014 The Lubrizol Corporation, all rights reserved.144
Emergency Situation
• Lubrizol is not a refiner or vehicle manufacturer.
• Little or no influence sought on such fuel specifications.
• No experience of “emergency situations” envisaged.
• No indication given as to the extent limits may be relaxed
or for how long.
© 2014 The Lubrizol Corporation, all rights reserved.145
Emergency Situation
• Sulphur
• Lubricity
• Density
• Distillation Curve
• Reid Vapour Pressure (RvP)
• Octane Number
© 2014 The Lubrizol Corporation, all rights reserved.146
Emergency Situation
• Sulphur (10 ppm m/m) and lubricity (460 μm)
– Relaxing (increasing S limit) will increase emissions due
to less efficient catalysts/DPFs but depending on refinery
process may decrease (improve) diesel lubricity wear
potential.
– May block catalysts/DPF/oxygen sensors causing limp
home mode.
– Could affect new car warranties due to “improper fuel
use”
– Consider, for example, US gasoline specification allows
up to 80 ppm S and a diesel lubricity specification limit of
520 μm.
© 2014 The Lubrizol Corporation, all rights reserved.147
Emergency Situation
• Density (720-775 / 820-845 kg/m3), RvP (45-60 kPa) &
Distillation
– RvP directly related to vehicle performance & emissions
– Relaxing (increasing) RvP limit could lead to increased CO
emissions, engine speed issues, stalling, misfires, lean
mix.
– May be possible to relax RvP limits in emergencies e.g.
EU has given a waiver to Spain – similar climate to Israel –
to 68 kPa.
– For cooler northern EU climates 70 kPa allowed in
summer.
© 2014 The Lubrizol Corporation, all rights reserved.148
Emergency Situation
• Octane Number (95 RON)
– Canada = 87 Regular – 93 Super
– US = limits set per state but generally range from 87 – 91
– In 2012 Russia’s most popular fuel grade was 92 RON
despite a large imported EU vehicle parc which is designed
for 95 RON
– Could Octane be aided in emergency situations by:
Relaxation of olefins limit (18)?
Increase of ethanol (5) / methanol (3) / ETBE/MTBE (15)?
© 2014 The Lubrizol Corporation, all rights reserved.149
Emergency Situation
Could jet fuel be used in place of diesel?
• NATO S-1750 specification allows use of jet fuel for
ground vehicles when treated with a S-1750 approved
additive.
• Additive treats at set 1000 ppm v/v.
• Additive is a combined cetane improver and lubricity
product to counter the effects of the jet fuel.
• Used to simplify battle field fuel logistics.
• Additive actively used for contingency planning during
periods of fuel shortage or uncertainty by some EU
governments.
© 2014 The Lubrizol Corporation, all rights reserved.150
Presentation Summary
• Introductions
• Global fuel quality and vehicle market drivers update
• EU and US fuel and vehicle regulatory update
• Review of latest developments in deposit control both gasoline and diesel (Gasoline Direct Injection (GDi), Internal Diesel Injector Deposits (IDID))
• CEC fuel tests update
• Ethanol and methanol
• Improving storage life and stability of both gasoline and diesel
• The significance of relaxation of some properties in emergency time
© 2014 The Lubrizol Corporation, all rights reserved.151
© 2014 The Lubrizol Corporation, all rights reserved.
Working together, achieving great things
When your company and ours combine energies, great things can happen.
You bring ideas, challenges and opportunities. We’ll bring powerful additive and
market expertise, unmatched testing capabilities, integrated global supply and
an independent approach to help you differentiate and succeed.