engine oils, API CJ4

1. Lubrication®
A Technical Publication Devoted to the Selection and Use of Lubricants
API CJ-4: The Most Robust Diesel
Engine Oil Category for All Engines
James A. McGeehan — Contributor March 2008

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3. Lubrication Magazine
Lubrication
®
A TECHNICAL PUBLICATION DEVOTED TO THE SELECTION AND USE OF LUBRICANTS March 2008
Published by Chevron Products Company
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San Ramon, CA 94583
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Lubrication is a registered trademark of Chevron Intellectual
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COPYRIGHTS:
© 2008 Chevron Products Company,
San Ramon, CA.
All rights reserved.
The contents of Lubrication cannot be reprinted without the
express written permission of Chevron Products Company.
Managing Editor:
Micah Berry, Global Lubricants
Design by:
CBRES Information Design and Communications (IDC)
ABSTRACT
In order to meet the U.S. Environmental Protection Agency’s
(EPA) 2007 on-highway emission standards for particulate
and NOx, all diesel engines will require diesel particulate
filters (DPFs) and cooled exhaust gas recirculation (EGR)
and will utilize ultra-low sulfur fuel. As this will be the
first time that all on-highway diesel engines will employ
diesel particulate filter (DPFs) combined with ultra-low-
sulfur fuel, the Engine Manufacturers Association (EMA)
requested that a new oil category be developed to provide
compatibility with DPFs in the exhaust system, as well
as engine durability for both new and pre-2007 engines.
This paper reviews the American Petroleum Industry (API) CJ-4
diesel oil category, which was introduced in October 2006.
This diesel engine oil category is the first in the U.S. that limits
the oil’s sulfated ash, phosphorus, and sulfur in order to ensure
adequate service life and compatibility with the DPF. The API
CJ-4 oil category includes nine fired-engine tests and six bench
tests and is the most robust API oil category ever developed.
CONTENTS
Contributor and Acknowledgements ............ 1
Introduction ................................................. 2
DPFs to Meet 2007
Particulate Standards .................................... 4
Incombustible Materials in DPF ................... 4
Chemical Limits in API CJ-4
Oil Category ................................................. 5
Engine Tests in API CJ-4
Oil Category ................................................. 6
Matrix of Reference Oils to
Establish Limits ........................................... 14
API CJ-4 Test Limits and
Merit System ............................................... 15
API CJ-4 User Language and
Its Application ............................................ 18
Conclusions ................................................ 19

4. Lubrication Magazine
James A. McGeehan | SAE Fellow, Chevron Fellow,
CEng MIMechE, Chevron Global Manager of Diesel Oil
Technology, Chevron Global Lubricants
Jim McGeehan is the Global Manager of Diesel Engine Oil
Technology at Chevron in Richmond, California. Jim was
elected a Chevron Fellow in 2002, a Society of Automotive
Engineers (SAE) Fellow in 1989, and has been a member of
TheInstituteofMechanicalEngineersintheU.K.since1972.
As Chairman of the American Society for Testing and
Materials (ASTM) Heavy-Duty Engine Oil Classification
Panel (HDEOCP) since 1987, he has been responsible for
establishing oil categories to improve engine durability and
reduce emissions. He has successfully led the introduction
of the following categories: API CE, CF-4, CG-4, CH-4,
CI-4 and CJ-4. He now leads the panel on PC-11 category.
He has disseminated Chevron’s findings on engine oil
development through publication of 30 SAE papers and
has received the following commendations:
1988 and 1994 SAE Awards for Research on•
Automotive Lubricants
1995 SAE Arch T. Colwell Merit Award•
1996, 2001, and 2006 SAE Lloyd L. Withrow•
Distinguished Speaker Awards
1994 and 2002 ASTM Awards of Excellence•
2002 “Person of the Year,” selected by Lubricants•
World Publication
Acknowledgements
The timely delivery of API CJ-4 and all the previous diesel
oil categories is a tribute to the effectiveness of teamwork
among the engine manufacturers, oil companies, and
additive suppliers within the framework of the ASTM-
Heavy-Duty Oil Classification Panel. It also reflects the
support of excellent statisticians and test task forces.
CONTRIBUTOR
1

5. To Reduce Particulate and for
Compatibility With Diesel
Particulate Filter (DPF)
1993
June 2006
2010
5,000 ppm
500 ppm
Off-Highway
500 ppm
On-Highway
15 ppm
15 ppm On- and Off-Highway
Lubrication Magazine
The U.S. Environmental Protection
Agency (EPA) has defined specific emission
reductions of particulate and nitrogren
oxide (NOx) for both on- and off-highway
diesel-powered vehicles. This has enabled
engine manufacturers and their suppliers
to focus on meeting these targets and
delivering new emission-controlled diesel
engines to market on time.
These step reductions in emissions
include particulate, which is composed
of soot from the combustion process,
sulfate bound with water from sulfur in
diesel fuel, unburned oil, and fuel. These
small particles are associated with health
issues, and the NOx, which is formed by
oxidation of atmospheric nitrogen at high
temperatures in the cylinder, can result in
smog and acid rain pollution.
The reductions in particulate have been
achieved by improvements in combustion;
reductions in NOx were achieved by
controlling the peak-cylinder temperature.
These improvements for on-highway and
off-highway vehicles have been achieved
by attacking the emission at the source
through a series of improvements in in-
cylinder combustion. These improvements
include advanced fuel and air management
systems, which are listed below:
High-pressure direct injection or high-nn
pressure common rail electronically
controlled fuel systems with rate
shaping and multi-pulse capability.
Retarded fuel injection timing to lowernn
peak flame combustion temperatures,
which reduces the NOx formation by
displacing the combustion event until
later in the expansion stroke.
Cooled exhaust gas recirculation (EGR),nn
which is a dilution of the intake charge
with an inert gas that in turn reduces
peak flame temperature and NOx
formation. This was often combined
with more powerful computer systems,
which allowed multiple fuel injections
during the combustion event to control
peak cylinder temperatures.
Variable geometry turbo-charging,nn
providing airflow for high torque and
EGR delivery, and maintaining the
optimum air-fuel ratio at all conditions.
This is always combined with four-
valve heads.
Despite these continuous improvements
in in-cylinder combustion by attacking
the emissions at the source, diesel engines
cannot meet the 2007 and 2010 U.S.
on-highway particulate standards that
mandate a tenfold reduction from 0.10 to
0.01 g/bhp-hr (0.134 to 0.0134 g/kWh).
Consequently, for the first time, all 2007
U.S on-highway diesel engines will employ
diesel particulate filters (DPFs) in the
exhaust system, which removes more than
90% of the carbon particulates.[1-2]
In addition, in order to reduce particulate
and to assure compatibility with the
DPFs, highway fuel will be ultra-low
sulfur diesel (ULSD), which limits sulfur
to a maximum of 15 ppm compared to the
previous maximum limit of 500 ppm. The
actual average numbers are nominally
350 ppm, and refineries will produce the
ultra-low sulfur fuel at 6-8 ppm to ensure
that the 15 ppm is not exceeded as a
result of sulfur picked up in the pipeline
distribution system. Off-highway fuel is
mandated to change to 15 ppm maximum
in 2010. (Figures 1 and 2)
INTRODUCTION
Figure 1. U.S. is reducing diesel fuel sulfur
2

6. 1991
1998199820022002
20072010
1994
CHCH -- 44
CG -4
CICI -- 44
CF-4
DieselParticulate
Filter ( DPFs )
on All
Diesels
Diesel
Particulate
Filter
(DPFs)
on All
Diesels
Particulate (g/BHP-Hr)
1991
CF-4
1994
CG-4
1998
CH-4
2002
CI-4
0.20 1.2 2.0 4.0 5.0
0.01
0.10
0.25
2010 2007
NOX
(g/BHP-Hr)
External
Heat
Exchanger
Cooled Exhaust Gas
Exhaust
Manifold
EGR Control
Valve
High Pressure
(EGR)
Cooled
Air
Coolant
Lubrication Magazine
All 2007 on-highway diesels will also
employsomeformofEGRtocontrolNOx.
The level of EGR will be increased over the
2002 high pressure EGR rates, though this
will not change the external architecture
of engines. High pressure EGR takes
exhaust in through a control valve that
regulates the amount of exhaust and cools
it with an external heat exchanger before
it enters the inlet air system. Caterpillar
has selected a low pressure EGR for
its Advanced Combustion Emission
Reduction Technology (ACERT). This
requires taking the exhaust at the outlet
of the DPF and returning it to the inlet air
via an external piping system. Caterpillar
refers to this as “clean gas induction.”
(Figures 3 and 4)
For the first time, engine blow-by is
part of the total emission and must
also be accounted for, so most engine
manufacturers have installed either
coalescing filters or centrifugal filters that
separate the oil in the blow-by and return
it to the engine. The remaining blow-by is
either returned to the inlet air system or
released to the atmosphere. This must be
measured as part of the total emissions.
The 2007 standard requires that the engine
emission system must remain compliant
for the following specified mileages,
depending on vehicle type:
700,000 km (435,000 miles) fornn
heavy-duty vehicles and transit buses
290,000 km (180,000 miles) fornn
mid-range vehicles
240,000 km (150,000 miles) fornn
light-duty vehicles
Because of the changes to EGR rates,
the application of DPFs to the exhaust
system for 2007 engines, the mandatory
use of ultra-low sulfur fuel, and the
emission compliance requirements, the
Figure 2. Reducing particulate for 2007 and 2010
Figure 3. High pressure exhaust gas recirculation (EGR)
3

7. 0.01
1991
1998199820022002
20072010
1994
CHCH -- 44
CG -4
CICI -- 44
CF-4
DieselParticulate
Filter ( DPFs )
on All
Diesels
• CAT ACERT + Clean
Gas Induction (CGI)
• Increased EGR Rates
Over 2002
Particulate (g/BHP-Hr)
1994
CG-4
1998
CH-4
2002
CI-4
0.20 1.2 2.0 4.0 5.0
0.01
0.10
0.25
2010 2007
NOX
(g/BHP-Hr)
Lubrication Magazine
Engine Manufacturers Association (EMA)
requested a new engine oil category on
September 24, 2002. This paper reviews
the development on this new oil category,
which is designed to be compatible with
DPFs and to provide engine durability for
both new and legacy engines.
The paper is organized into the following
sections:
DPFs to meet 2007 particulate standardsnn
Incombustible materials in DPFnn
Chemical limits for API CJ-4 oil categorynn
Engine tests selected in API CJ-4 oil categorynn
Matrix of reference oils to establish limitsnn
API CJ-4 test limits and merit systemnn
API CJ-4 user language and its applicationnn
Conclusionsnn
DPFs to Meet 2007 Particulate Standards
Passive System — DPF can be a passive,
self-regenerating filter that continuously
converts diesel soot to carbon dioxide
(CO2
). The system is composed of diesel
oxidation catalysts installed upstream of a
wall-flow ceramic honeycomb filter, with
alternative channels blocked at opposite
ends of the filter so that the exhaust gases
have to pass through the porous ceramic
walls. The particulate is trapped in this
ceramic filter.
The particulate in the filter is combusted
by the NO2
in the exhaust at a relatively
low temperature range of 250-350°C.[1-3]
However, the proportion of NO2
in the
raw exhaust is relatively low, so the main
role of the oxidation catalyst is to convert
engine NO to NO2
. NO is the main NOx
component in diesel exhaust.
Active Regeneration — In cold temp-
erature duty cycles where the exhaust
temperature is too low to oxidize
carbon, active regeneration is required.
This can be achieved by late-cycle post-
injection into the cylinder, using a high
pressure common rail system to raise the
exhaust temperature in diesels, generally
up to 7 liters. In large bore engines
(11-16 liters), fuel is injected at the
turbocharger’s exhaust outlet to increase
the temperature, or a fuel burner system
takes diesel fuel from the fuel tank and
burns it in a carefully designed combustor.
In low-temperature oxidation systems,
it is possible to heat exhaust systems to
temperatures in the range of 400-600°C,
which is ideal for rapid particulate matter
filter regeneration.[3]
(Figure 5)
Incombustible DPF Materials
Since the filter media is designed to trap
soot particles of the order of 60 nm in
diameter, the media is also capable of
trapping ash derived from the engine oil’s
metallic components.[3]
Previous research
studies indicate that the incombustible
material is dominated by the combustion
products of lubricant additives. It is
primarily derived from the lubricant’s
calciumormagnesiumdetergentsandfrom
zinc dithiophosphates (ZnDTP), which is
both a wear and oxidation inhibitor. In
API CI-4 oil with calcium detergents, the
ash in the DPF was composed of 60%
calcium sulfate (CaSO4
) from the detergent
and 20% zinc pyrophosphate (Zn2
P2
O7
)
from ZnDTP. Other components are wear
metals from the engine.[2-4]
Figure 4. All U.S. on-highway diesels will use cooled EGR
to reduce NOx in 2007
4

8. Engine
Exhaust
Clean
Exhaust
NO + 1
/2
O2
NO2
over oxicat (1)
NO2
+ C NO + CO in DPF (2)
NO2
+ C 1
/2
N2
+ CO2
in DPF (3)
Passive System
© Copyright John
son
MattheyPic2005
Lubrication Magazine
The most recent study by McGeehan et al.
in 2005 characterized the incombustible
particle size. The distribution of these
elements is bimodal, with a large number
of particles of 0.4-micron diameter and the
remainder at 8 microns. Overwhelmingly,
the majority of particles are submicron.
Also, the carbon (soot) remaining in two
different DPFs ranged from less than
2% to less than 1%, indicating excellent
performance of the DPF system.[2]
(Figure 6)
These incombustible materials can cause
the exhaust backpressure to increase,
which would change the air fuel ratio,
increase soot, and reduce fuel economy. So
the filter requires cleaning after prolonged
service, and this is done with cleaning
machines that reverse flush the filter with
compressed air.
Chemical Limits of Oil for API CJ-4
Due to the collection of incombustible
materials in DPFs, the EPA has mandated
that DPFs can be cleaned only at
150,000 miles (241,350 km) or 4,500
hours in pick-up and delivery vehicles.
Figure 5. Active diesel particulate filter (DPF) shown with wall-flow filter substrate
Figure 6. DPF collects lubricant-derived materials resulting
from oil consumption
VI
Improver
Detergent
and
Inhibitor
Base Oil
Ash
to
DPF © Copyright
Johnson Matthey
Pic 2005
5

9. API CJ-4
Chemical Limits
1.0% Ash
13% Volatility
0.12% Phosphorus
0.4% Sulfur
Lubrication Magazine
So, a team within the ASTM - Heavy
Duty Engine Oil Classification Panel
(HDEOCP) agreed with EMA to impose
chemical limits on the API CJ-4 fresh oil
in order to limit the lubricant-derived
components that collect in the DPF. This
would guide EMA’s sizing of DPFs and the
robustness of the platinum catalysts.
In previous API heavy-duty engine oil
categories, there were no chemical limits
on the engine oil because there were no
after-treatment systems in the exhaust.
In the most recent category—API CI-4
introduced in 2002—the oil’s sulfated ash
derived from detergents and ZnDTP or
other metallics was generally in the range
of 1.3-1.5% ash; phosphorus levels were
in the range of 0.12-0.14%, with sulfur
ranging from 0.45-0.8%.
Unfortunately, there was no field data to
support chemical limits. Nevertheless,
research data from dynamometer tests
indicated a direct relationship between
sulfated ash level and incombustible
material in the DPF at constant oil
consumption.[4]
In addition, Heejung et al.
suggested that the presence of metallic ash
in the filter might modify the oxidation
kinetics.[4-5]
This type of data, combined
with limits imposed on Europe’s ACEA E6
and JASO DH-2 oil categories, influenced
the ASTM task force on this topic to agree
on the following limits: 1.0% sulfated ash;
0.4% sulfur; 13% volatility and 0.12%
phosphorus. (Table 1 and Figure 7) The
phosphorus level was controlled at 0.12%
because of concerns about the platinum
oxidation catalyst’s life. There was no data
to support this limit for diesel engines,
that have lower exhaust temperatures
than gasoline engines, where limits on
phosphorus are imposed to minimize
deactivation of the catalysts. In regard to
diesel engines, the greater concern was
valve train wear, since the phosphorous
level is critical to its control.
Engine Tests in API CJ-4 Oil Category
The process of upgrading heavy-duty
engine oil categories is designed to keep
existing tests separate from previous
categoriesthathavesuccessfullyeliminated
oil-related failures and addressed EMA’s
concerns with oil performance. As engines
change due to emission requirements,
these old tests are juxtaposed with new
engine tests that will address the expected
performance issues of newer engines. Due
to the increased levels of EGR in 2007
engines, coolant temperatures will increase
moderately, which increases engine oil
temperatures and potential oxidation of
the oil. In addition, as phosphorus levels
will be reduced to a maximum of 0.12%
from the current levels of 0.14%, there
were significant concerns about valve
train wear performance for both new and
pre-2007 engines. To address all of these
EMA concerns, there are five new diesel
Table 1. Comparison of API CJ-4 to ACEA E6 and
JASO DH-2 chemical limits
Oil Category
API
CJ-4
ACEA
E6
JASO
DH-2
% Sulfated Ash 1.0 1.0 1.0
% Phosphorous 0.12 0.08 0.12
% Sulfur 0.4 0.3 0.5
% Volatility 13 13 18
Figure 7. API CJ-4 fresh oil chemical limits
6

10. Lubrication Magazine
engine tests and one new gasoline test
shown below:
Caterpillar ACERT C13nn
Cummins ISMnn
Cummins ISBnn
Mack T-12nn
Mack T-11nn
GM Sequence IIIG or IIIFnn
An overview of these new tests is presented
first, followed by a more detailed review
of each test.
Caterpillar ACERT C13
Oil Consumption Control — Because oil
consumption increases both particulate
levels and the rate of buildup of
incombustibles in the DPF, there are two
tests in the category for piston deposit
and oil consumption control. They are
Caterpillar ACERT C13 and Caterpillar
1N. These engines do not use EGR.
Top land piston deposits can be related
to oil consumption, and these deposits
can be related to piston temperatures.[6-7]
The Caterpillar tests listed above cover
a wide range of temperatures and
applications ranging from light-duty
aluminum pistons to mono-steel forged
heavy-duty pistons. To ensure backward
compatibility, the Caterpillar C13 uses
15 ppm fuel sulfur and the Caterpillar IN
test uses 500 ppm fuel sulfur.
Valve Train Wear Control at High Soot
Levels — Wear control is critical for engine
durability and fuel efficiency because
ZnDTP levels are now limited to 0.12%
phosphorus for catalyst compatibility.
It was agreed to have three valve train
wear tests in API CJ-4, ranging in used oil
soot levels from 3.5-6% to prevent soot
wear.[16]
They are Cummins ISB, Cummins
ISM, and GM Roller Follower tests, all of
which have different configurations. The
ISB uses 15 ppm fuel sulfur and the other
two use 500 ppm.
Ring, Liner, Bearing Wear, and Oil
Oxidation Control — The Mack T-12 uses
the2007EGRrate,whichisapproximately
double the EGR rate on 2002 engines.
Because of the increased heat rejection,
Table 2. API CJ-4 engine tests and performance criteria
Cummins Cummins GM Cat Cat Mack Mack Gasoline Navistar
Performance ISM ISB 6.5L C13 1N T-12 T-11 (A) IIIG/IIIF 7.3L
Valve Train Wear X X X
Liner Wear X
Ring Wear X X
Bearing Corrosion X
Oxidation X X
Oil Consumption X X X
Iron Piston Deposits X
Aluminum Piston
Deposits
X
Soot Viscosity Increase X
Sludge X
Filter Plugging X
Aeration X
Low Temp. Pump at
5.2% Soot*
X
*At 180 Hours
7

11. Lubrication Magazine
the oil gallery temperatures are raised
to 116°C (240°F). Also, the combustion
pressure is raised to 240 bar (3,500 psi) in
order to exacerbate ring and liner wear for
purposes of the test. This test is similar to
the Mack T-10, where ring and liner wear
are controlled and the lead levels result
from oxidation of the oil causing lead
corrosion of the bearings. To supplement
Mack T-12 oxidation control, the gasoline
engine oxidation tests Sequence IIIG or
IIIF are incorporated into the category
as they operate at an oil temperature of
150°C and 155°C respectively.
Soot Dispersancy — API CI-4, which
was introduced in 2002, incorporated
the Mack T-8E, a non-EGR engine with
a high-swirl head, with viscosity limits
set at 4.8% soot. However, to meet the
2002 emission standards, Mack launched
a different cylinder head design with a
low-swirl head that had field viscosity
increase issues due to soot. In addition,
International’s new 6-liter HEUI engine
used in Ford F250 trucks had some oils
shearing out of grade with API CI-4 oils.
To resolve each of these problems, a
new Mack T-11 test was developed that
incorporated low EGR rates and low-swirl
heads. In this test, minimum viscosity is
first determined after a 90-cycle pass in
the Kurt Orbahn bench-injector test. In
contrast, 30 cycles are used in API CI-4
to resolve the shear-down issues, and the
viscosity increase due to soot is controlled
at 6% soot in the Mack T-11 test. This
test was incorporated into the API CI-4
category in 2004 as API CI-4 PLUS.[8]
In summary, the tests in the API CJ-4
category include nine fired-engine tests
and six bench tests that build on previous
category requirements, as shown in
Tables 2-4.
Cummins ISM Engine Test for Wear,
Filter Pressure and Sludge
Engine — Cummins ISM is a 2002
model year, 11-liter engine with electronic
controlled unit-injectors, combined
with cooled EGR and variable geometry
turbocharger. The engine is rated at
330 bhp (236 kW) at 1,800 rpm. This
engine uses 500 ppm fuel sulfur for
backward compatibility.
Table 4. API CJ-4 tests. This includes nine fired-
engine tests and six bench tests.
Bench Tests
Foam Sequence I, II, III
ASTM D 892
(non opt. A)
1
Volatility Noack D 5800 2
Elastomer
Compatibility
ASTM D7216 3
High Temperature/High
Shear
Viscosity After
Shear D 4683
4
Corrosion
HTCBT 135°C
D 6594
5
Shear Stability –
90 Cycles
Kurt Orbahn
ASTM D 7109
6
Total Number of Engine
and Bench Tests
15
Table 3. API CJ-4 diesel fuel sulfur levels in each
test. Diesel fuel sulfur ranges from 15 to 500 ppm
depending on test type.
Fuel Sulfur 500 ppm 15 ppm
Engine Test
Caterpillar 1N X –
Caterpillar C13 X
Cummins ISM X –
Cummins ISB – X
Mack T-12 – X
Mack T-11 X –
Sequence IIIG / IIIF – X
GM 6.5 Liter
Roller-Follower Test
X –
Navistar 7.3L Aeration X –
Total 5 4
8

12. Adjusting Screws
Wear Control
Rocker Cover + Oil Pan
Sludge Rating
Cross Head
Wear Control
6.5%
Soot
500 ppm
Fuel Sulfur
15 ppm Fuel Sulfur
Soot: 3.5%
CamshaftRotating
Tappet
Lubrication Magazine
Test Cycle ­— This engine uses the same
test cycle as the Cummins M11-EGR test,
cycling between 1,800 and 1,600 rpm for
50-hour time periods, with a total test
length of 200 hours. The engine target soot
is 6.5% at 150 hours, which is achieved
by over-fueling and retarded timing at
1800 rpm to produce the soot, followed
by 1,600 rpm at standard conditions.
Test Parameters — The test measures
crosshead wear, top-ring wear, filter
delta P (at 150 hours), and sludge rating
on the rocker cover and oil pan combined.
In addition, the test measures the average
injector adjusting screw weight loss. This
is added to the ISM test in API CJ-4 based
on previous research and field issues,
though it was not in previous categories
such as API CH-4 and CI-4. (Figure 8).
Cummins ISB Engine Test for CAM and
Tappet Wear
Engine — Cummins ISB is a 2004 model
year, 5.9-liter engine with a common rail
fuel system, combined with EGR and
variable geometry turbocharger. The
engine is certified at 2.0 g NOx/bhp-hr and
is rated at 300 bhp (215 kW) at 2600 rpm.
This engine uses 15 ppm fuel sulfur.
Test Cycle — It is set up to generate
3.0-3.5% soot in the first 100 hours at
1,600 rpm due to retarded timing. The
remaining 250 hours of the test comprises
cycling every 27 seconds from low-speed
idle, to rated load and speed, to peak-
torque. In this second stage, the engine
completes 32,000 cycles.
Wear Parameters — The cam has a
tapered face profile, and the tappet has a
convex face profile which assures tappet
rotation. The severity of this test is due to
Figure 8. API CJ-4: Cummins ISM, valve train wear, filter delta P, and sludge control [8]
Figure 10. API CJ-4: Cummins ISB EGR valve train
wear control
9

13. 15 ppm Fuel Sulfur
246
195
Caterpillar C13
236
Piston Temperature °C
15 ppm Fuel Sulfur
Two-Piece Piston
Peak-Firing Pressure 3,500 psi (240 bar)
Typical
Wear
Step at
Top Ring
Reversal
Plasma
Sprayed
Coating
Chrome
Faced
Forged
Steel
Crown
Lubrication Magazine
the rapid speed changes at relatively high
soot levels that minimize the film between
the cam and tappet. The cam, tappet, and
crosshead wear were measured in the test
matrix program; however, only the cam
and tappet wear became test parameters.
(Figure 10)
Caterpillar C13 Engine Test for Piston
Deposit and Oil Consumption
Engine — Caterpillar ACERT C13 has an
air management system that incorporates
twin turbochargers, twin air coolers
(water-air and air-air), and variable inlet
valve timing. This 2004 model year, 12.5
liter engine meets the 2004 EPA emissions
configuration. It is rated at 430 bhp
(307 kW) at 1800 rpm.
Test Cycle — The test runs at constant
1,800 rpm at nominally 430 bhp, and
is controlled at a constant fuel rate of
1,200 g/min. (159 lb/hr) with oil gallery
temperature controlled at 98°C (208°F). At
the end of this 500-hour test, the soot levels
are in the extremely low range of 2%.
Control Parameters — In the Caterpillar
test, the oil consumption is calculated
by averaging the oil consumption at the
100- and 150-hour points, and comparing
this to the average oil consumption for
450-500 hours to determine the delta
increase. This process was defined due to
the variation in initial oil consumption,
which is dependent on the engine build.
The pistons are rated for top-land carbon,
top-groove carbon, and carbon on the
top face of the second rectangular ring.
It was the judgment of the surveillance
panel for this test that the deposits on the
second ring top face were an indication of
potential ring sticking. (Figure 11)
Mack T-12 Engine Test for Ring/Liner
and Bearing Wear
Engine — Mack E-Tech V Mac III, 12-liter
engine has electronically controlled unit
injectors and cooled EGR with two
turbochargers, one of which is variable
geometry. This is the only engine in the
API CJ-4 category that operates at a high
EGR level of 35% in Phase 1, followed by
15% in Phase 2. The engine uses a 2002
cylinder head with low swirl and 15 ppm
fuel sulfur.
Figure 11. API CJ-4: Oil consumption and piston
deposit control
Figure 12. Mac T-12 test piston and ring configuration at
top ring reversal
Test Cycle — The total test cycle is
300 hours, with the first 100 hours at
35% cooled EGR with retarded timing
at 1,800 rpm to produce a target soot
level of 4.3%. This is followed by 15%
EGR rate for 200 hours at peak-torque,
at which the peak-cylinder pressure is
240 bar (3,500 psi). This is designed to
produce ring and liner wear at 1,200 rpm.
In addition, the oil gallery temperature is
controlled at 116°C (240°F) to produce
oil oxidation, which can result in lead
corrosion from the bearings. The end of
test soot is 6%.
10

14. 15 ppm Fuel Sulfur
Oxidative Corrosion Control at
260°F (127°C) Sump Temperature
Minimum Viscosity After
90-Cycle Shear Test
20
15
10
5
0
0
Pass Limit
4
12
15
3.5 6.0 6.7
Viscosity 100°C, cSt
TGA Soot %
Lubrication Magazine
Test Cycle — The engine operates at
1,800 rpm at 350 bhp (250 kW) for 252
hours, with soot control targets identified
at three points: 96-hour soot window 2.5-
3%, 192-hour soot window 5.1-5.85%,
and 228-hour soot window 6.09-6.97%.
These limits were imposed to ensure that
the rate of soot buildup was controlled, as
previous data indicated that a rapid soot
increase delayed viscosity increase.
Control Parameters — There were
concerns both from Cummins and Mack
about viscosity increase due to soot in both
pre-2007 and 2007 engines. Consequently,
it was agreed to define three limits for
viscosity increase after the 90-cycle shear
down in the Kurt Orbahn injector test.
(Figure 14). They are:
3.5% soot viscosity increase at ornn
below 4 cSt at 100°C
6.0% soot viscosity increase at ornn
below 12 cSt at 100°C
6.7% soot viscosity increase at ornn
below 15 cSt at 100°C
Mack T-11A Test for Low Temperature
Pumpability With Soot
In the above T-11 test, an oil sample is
taken for low temperature pumpability
as defined by MRV TP-1 at minus 20ºC.
It was decided by HDEOCP that if an oil
passed the T-11 viscosity limits but failed
the MRV test, the sponsor could run a
T-11A, which has the same operating
conditions as T-11. An oil sample is
taken at 180 hours where the soot level is
nominally 5.2%, with a soot window of
4.82-5.49%.
GM Sequence IIIG for Oil Oxidation
Engine — 1996/1997 231 CID
(3.8 liters) Series II General Motors V-6
fuel injected.
Test Cycle — Using unleaded gasoline,
the engine runs a 10-minute oil-leveling
procedure followed by a 15-minute slow
Wear Parameters — Ring and liner wear
is measured only at the end of the test.
(Figure 12) In contrast, used oil lead
is monitored throughout the test, with
limits on the lead increasing after 300
hours and between 250-300 hours. The
lead increase is due to oil oxidation that
causes corrosive wear of the copper-lead
bearings. This test is designed to prevent
field failure as illustrated in Figure 13.
Mack T-11 Engine Test for Viscosity
Increase Due to Soot
Engine — The Mack E-Tech, 12-liter
engine has electronically controlled unit-
injectors and cooled EGR with normal
twin turbochargers using low-swirl
cylinder heads.
Figure 14. Mack T-11: Minimizing viscosity increase due
to soot
Figure 13. API CJ-4: Mack T-12 EGR Test — Ring, liner
and bearing wear control (example of field wear)
11

15. 0%
50%
100%
150%
200%
Timing 20 40 60 80 100
% Viscosity Increase at 40°C
Engine Hours
Limit API CJ-4
High Pressure Oil Manifold
Fuel
Tank
Fuel Return Line
Fuel
Filter
Fuel
Transfer
Pump
ECM
Oil
Sump
Oil
Cooler
Oil
Filter
RPCV
High Pressure
Oil Pump
HEUI
Lubrication Magazine
ramp-up to speed and load conditions.
The engine operates at 125 bhp, 3,600
rpm, and 150°C oil temperature for
100 hours.
Test Parameters — In the API CJ-4, the
only test parameter is viscosity increase
(percent increase) due to oxidation, which
is measured at 40ºC and is compared to a
new oil baseline every 20 hours. However,
the full IIIG rating includes piston deposits
and vanish rating, cam lobe and lifter wear
measurements, and oil consumption. Oils
approved for API SM must meet all the
requirements listed. (Figure 15)
Engine Tests From API CG-4 Category
Used in API CJ-4
The above six engine tests are all new
for this category; however, the API
CG-4 oil category also incorporated
three very significant CG-4 tests that
eliminated engine oil-related failures
with their introduction. Consequently
these tests have been carried forward into
the API CJ-4 category as these engine
configurations are still used today. These
tests are:
Navistar HUEI 7.3 Liternn
GM 6.5 Liternn
Caterpillar INnn
Navistar HUEI 7.3-Liter Diesel Engine
Test for Aeration
During the development of the API
CG-4, Navistar reported an oil aeration
problem with the new fuel system
being developed for their 1994 engines.
This system, called the “hydraulically
actuated electronically controlled unit
injector” (HEUI), uses oil from the main
gallery and pressurizes it up to 20.7 mPa
(3,000 psi) in a plunger pump. This oil is
used to operate unit injectors that, when
used in combination with intensifiers,
increase the fuel injection pressure up
to 138 mPa (20,000 psi) independent
of engine speed. The electronic controls
permit varied injection timing and
duration to provide the optimum fuel
economy and emissions. This system,
however, can circulate all the oil in the
sump every 8.8 seconds at 3,300 rpm,
and this can cause oil aeration. Because
there is a trend toward extended service
intervals, Navistar needs to ensure that
rough engine running and misfiring due
to aeration does not occur at these longer
drains. So the limit for oil aeration was
defined. This limit eliminated rough
engine running on return to idle after
high speed run. (Figure 17 and Table 5)
Figure 15. Viscosity increase in Sequence IIIG gasoline test
for oxidation
Figure 17. Navistar HEUI (hydraulically actuated
electronically controlled unit injector) system
Table 5. Total high oil circulation rates require foaming
control - Navistar T444E (HEUI) engine for Ford trucks
Engine,
rpm
Oil Capacity,
Liters,
(Quarts)
Oil Flow,
L/Min.
(gpm)
Time for
One Pass
Through,
Sec.
Circulation of
Oil in Sump,
Times/Min.
3300 13.25 (14) 90 (23.8) 8.8 7
12

16. Engine Hours
1 5 10 15 20
2
% Aeration in Navistar 7.3 L HEUI
0
10
4
6
8
12
Limit API CJ-4 / CI-4 / CH-4
Limit API CG-4
Shaft
Cam Lobe
500 ppm Fuel Sulfur
GM 6.5 Roller-Follower Test
at 5% Soot
Shaft
500 ppm Fuel Sulfur
Caterpillar 1N
Piston Temperature °C
310 360
Lubrication Magazine
Engine — 1994 Navistar 7.3 liter, V-8,
direct injection, four stock, turbocharged,
engines using the HEUI.
Test Cycle — The engine runs at rated speed
of 3,000 rpm at 215 bhp (155 kW) for
20 hours with an oil temperature of 120ºC.
Control Parameter — At one, five and
twenty hours, the oils are evaluated to
determine the amount of air in the oil.
(Figure 18)
GM 6.5-Liter Diesel Engine Test for
Roller-Follower Wear
The roller-follower wear test for soot
polishing and surface fatigue wear was the
first standardized engine test to evaluate
valve train wear protection by diesel engine
lubricants. (Figure 19) Since this test was
incorporated into API CG-4, the engine
manufacturer reports that camshaft field
failures were eliminated. Nevertheless,
due to the combination of increased use
of retarded timing for 1998 and extended
service intervals, the axle wear limit on
this test was reduced to 7.62 µm (0.3 mils)
from 11.3 µm (0.45 mils).
Engine — General Motors, 6.5 liter,
indirect-injection diesel, rated at 160 bhp
at 3,400 rpm.
Test Cycle — This cycle generates 5% soot
at 1,000 rpm at maximum load for 50
hours with an oil temperature of 120ºC.
Control Parameters — At the end of the
test,all16axlesareremovedandtheirwear
measured using a linear profilometer.
Caterpillar 1N Diesel Engine Test for
Deposits and Oil Consumption
TheCaterpillar1Nusesanaluminumpiston
that is used to evaluate the performance of
crankcase lubricants with respect to piston
deposits, oil consumption, ring sticking
and liner scuffing with ULSD.
Engine — A Caterpillar 1Y540 single-
cylinder, direct-injection engine with four
valve heads, with a displacement of 149
cubic inches. The aluminum piston has
a keystone top ring and a rectangular
second ring.
Figure 18. Navistar 7.3 Liter HEUI aeration test
limits after 20 hours ­— Example of two oils passing
the test within the API CJ-4 limit
Figure 19. API CJ-4 Roller-follower wear control (Example
of field wear)
Figure 20. API CJ-4: Oil consumption and piston
deposit control
13

17. Wear Step
Lubrication Magazine
Test Cycle — 2,100 rpm, at 70 bhp with oil
temperature of 107ºC (225ºF) for 252 hours.
Control Parameters — Top land heavy-
carbon, top groove fill, overall piston
demerits, and oil consumption. (Figure 20)
Bench Tests
In contrast to the nine engine tests reviewed
above, there are an additional six bench
tests that must be passed in the API CJ-4
category. They are: Shear Stability (ASTM
D 6278); High Temperature/ High Shear
(ASTM D 4683); Volatility (ASTM
5800); Foaming (ASTM D 892); Seal
Compatibility; and Corrosion (ASTM
D 6594). The Corrosion bench test
was originally developed for API CG-4
category to prevent bearing and bronze
pin corrosion. This was prior to the Mack
T-9/T-10/T-12 tests for diesel engine
bearing corrosion protection.
Cummins Bench Test for Lead and
Copper Corrosion
The Cummins bench test is the same as
that used in API CG-4, except the oil
temperature has been increased from
121°C to 135°C (250°F to 275°F) for API
CJ-4/CI-4/CH-4. During the development
of API CG-4, Cummins Engine Company
was concerned that oils that passed the
L-38 bearing corrosion test could still
cause corrosion failures in their engines.
Cummins had concerns about the
loss of lead in the bearings and about
bronze pin corrosion that resulted in
camshaft failures at extended warranties.
(Figures 21-22)
Therefore, Cummins surveyed a number
of corrosion bench tests to relate to
their field problems. Cummins selected
the Federal Test Method Standard 791,
Method 5308, which had been used
previously for gas turbine lubricants
corrosion and oxidation tests.[10]
The test
was modified to use four metal squares
of material: pure lead, copper, tin, and
phosphor-bronze. These 25.4 mm squares
are immersed in 100 mL of oil with air
bubbling through. Finally, the used oil is
analyzed for metals and the copper sample
is examined for discoloration.
The limits for this test are:
Copper, 20 ppmnn
Lead, 120 ppmnn
Copper Strip Rating, max., 3nn
above the baseline and specimen
discoloration of 3 per ASTM D 130. All the
bench tests are shown in Figure 23-24.
Matrix of Reference Oils to Establish
Limits
In the API CJ-4 category, there are four
new tests in which test limits need to be
defined and consequently, a matrix of test
oils was defined by the ASTM-HDEOCP
Figure 21. Camshaft and roller follower assembly with
bronze pin and steel roller
Figure 22. Corrosion of roller follower bronze pin from
the field
14
Cam Cam

18. Lubrication Magazine
this program defined the number of tests
required in each of these engines for
statistical difference. The total number of
tests completed were: 16 in Mack T-12;
15 in Cummins ISB and 26 in Caterpillar
C13 at a total cost of $5,532,000. The
full statistical analysis of the matrix for
each test is shown in reference 9 (James
A. McGeehan et al., “API CJ-4: Diesel
Oil Category for Pre-2007 Engines and
New Low Emission Engines Using Cooled
Exhaust Gas Recirculation and Diesel
Particulate Filters”).
The above tests were run in four
different laboratories, which enabled
test repeatability and reproducibility
to be established and also provided for
LubricantTestMonitoringSystem(LTMS)
charting to be established for reference
testing during the life of the category.
API CJ-4 Test Limits and Merit System
The Cummins ISM, Mack T-12, and
Caterpillar C13 have four to five
different parameters to be controlled, and
consequently a merit system is used in
each of these tests. This allows a specific
number of parameters to be higher or
lower than the “anchor” point which is
multiplied by a weighting factor.
The original engine manufacturer (OEM)
proposed the anchors represent a test
result that would give them confidence
of adequate performance. Maxima were
proposed by the OEM as the limiting
to establish limits for the new tests.
Because of the chemical limits described
above, two additive technologies that
meet these chemical requirements were
selected by EMA to be part of the matrix
testing for this category. They are called
Technologies A and B.
Technology A blended with API Group
II stocks was designated PC10B, and
Technology B blended with API Group II
base stocks was called PC10E. Both were
blended as SAE 15W-40 oils. These were
called “featured” reference oils as they
were used in the Cummins ISB, Mack
T-12, and Caterpillar C13.
The previous oil categories had established
base-oil interchange (BOI) guidelines
for Cummins and Mack tests, and
consequently, only the Caterpillar C13
needed a completed base oil interchange
(BOI) matrix. The base oils selected
for the Caterpillar C13 study were API
Groups I, II, and III base oils blended
with Technologies A and B as SAE
15W-40 oils.
To ensure that this category equaled the
performance of API CI-4 oils which had
no chemical limits, the Cummins reference
oil for API CI-4 was TMC 830-2, used in
the ISB and ISM tests. The Mack reference
oil for API CI-4 used in the T-12 and T-11
tests was TMC 820-2. In the case of the
Caterpillar C13, Oil D (included in the
matrixasPC10G)wasahigh-referenceAPI
CI-4 product. The statisticians supporting
Corrosion:
Lead and Copper
Figure 24. Six bench tests in API CJ-4
Foaming Seal
Compatibility
Figure 23. Six bench tests in API CJ-4
Low Temperature
Sooted Oil Pumpabililty
Shear
Stability
15

19. Lubrication Magazine
performance for individual criteria.
Weightings were proposed by the OEM
to indicate their perception of importance
of relative performance. Minima were
proposed as either the best response
possible or the response beyond which
better numbers give no meaningful
improvement in performance. After
initial proposals were presented, test
development task forces and, later, the
Heavy Duty Engine Oil Classification
Table 6. API CJ-4 chemical limits
Chemical Limits (-Critical)
Sulfated Ash, Percent Max. 1.0
Phosphorus, Weight Percent, Max. 0.12
Sulfur, Weight Percent, Max. 0.4
Engine Tests 1 Test 2 Test 3 Test
Mack T-11 Engine Test
Minimum TGA % Soot at 4.0 cSt increase at 100° C 3.5 3.4 3.3
Minimum TGA % Soot at 12.0 cSt increase at 100° C 6.0 5.9 5.9
Minimum TGA % Soot at 15.0 cSt increase at 100° C 6.7 6.6 6.5
Mack T-11A Used MRV TP-1
180 hour T-11 Drain MRV (-20°C for 0W, 5W, 10W, 15W), mPa-s, max. 25,000
MRV Yield Stress, Pa, max. 35
Cummins ISB EGR Engine Test
Average Slider Tappet Weight Loss, mg, max. 100 108 112
Average Cam Lobe Wear, µm, max. 55 59 61
Average Crosshead Weight Loss, max. Rate and Report
Caterpillar 1N, D 6750
Weighted Demerits, max. 286.2 311.7 323.0
Top Groove Fill, max. 20 23 25
Top Land Heavy Carbon, max. 3 4 5
Oil Consumption (0-252 hours) g/kwh, max. 0.5
Piston/ring/liner scuffing NONE
Piston ring stick NONE
Sequence IIIFHD Engine Test, D 6984
EOT Kinematic Viscosity / percent increase at 40°C, max. 275% 275% 275%
Sequence IIIGHD Engine Test (alternative to IIIF)
EOT Kinematic Viscosity / percent increase at 40°C, max. 150% 150% 150%
Roller Follower Wear Test, D 5966
Average pin wear, mils, max. 0.30 0.33 0.36
Navistar HEUI 7.3-Liter EOAT
Aeration, volume, percent max. 8.0 8.0 8.0
Table 7. API CJ-4 test limits for engine and bench tests
16

20. Lubrication Magazine
Table. 8. API CJ-4 test limits for engine and bench tests continued
Mack T-12 EGR Engine Test: 1000 merit minimum
CJ-4
Cyl-
inder
Liner
Wear
(m)
Top
Ring
Wt.
Loss
(mg)
Delta
Pb Final
(ppm)
Delta
Pb
250-
300 hr.
(ppm)
Oil Con-
sump-
tion
(gr/h)
Weight 250 200 200 200 150
Max. 24 105 35 15 85
Anchor 20 70 25 10 65
Min. 12 35 10 0 50
Caterpillar C-13 Test: 1000 merit minimum
CJ-4
1000
Delta Oil
Consump-
tion
Avg. Top
Land
Carbon
Avg. Top
Groove
Carbon
2nd
Ring Top
Carbon
Weight 300 300 300 100
Max. 31 35 53 33
Anchor 25 30 46 22
Min. 10 15 30 5
Cummins ISM EGR Engine Test: 1000 merit
minimum
CJ-4
1000
Cross-
head
Avg.
Wt.
Loss
(mg)
Top
Ring
Weight
Loss
(mg)
Oil Filter
Pressure
Delta
(kPa)
Avg.
Engine
Sludge
Avg.
Valve
Adj.
Screw
Wt. Loss
(mg)
Weight 350 0 150 150 350
Max. 7.1 100 19 8.7 49
Anchor 5.7 13 9 27
Min. 4.3 7 9.3 16
Seal Compatibility Tests
Nitrile
Volume Change (ASTM D 471) +5 / -3
Hardness (ASTM D 2240) +7 / -5
Tensile Strength (ASTM D 412) +10 / -TMC 1006
Elongation (ASTM D 412) +10 / -TMC 1006
Silicone
Volume Change (ASTM D 471) +TMC 1006 / -3
Hardness (ASTM D 2240) +5 / -TMC 1006
Tensile Strength (ASTM D 412) +10 / -45
Elongation (ASTM D 412) +20 / -30
Polyacrylate
Volume Change (ASTM D 471) +5 / -3
Hardness (ASTM D 2240) +8 / -5
Tensile Strength (ASTM D 412) +18 / -15
Elongation (ASTM D 412) +10 / -35
FKM (Flucroelastomer)
Volume Change (ASTM D 471) +5 / -2
Hardness (ASTM D 2240) +7 / -5
Tensile Strength (ASTM D 412) +10 / -TMC 1006
Elongation (ASTM D 412) +10 / -TMC 1006
Vamac G
Volume Change (ASTM D 471) +TMC 1006 / -3
Hardness (ASTM D 2240) +5 / -TMC 1006
Tensile Strength (ASTM D 412) +10 / -TMC 1006
Elongation (ASTM D 412) +10 / -TMC 1006
Bench Tests
High Temperature/High Shear D 4683
Viscosity After Shear, mPa-s, min. 3.5
Corrosion ASTM D 6594 (135°C, HTCBT)
Cu, ppm Increase, max. 20
Pb, ppm Increase, max. 120
Copper Strip Rating, max. 3
Shear Stability ASTM D 6278
Kinematic Viscosity after 90 pass Shearing
cSt at 100°C, min. XW-30 / XW-40
9.3/12.5
Bench Tests
Volatility ASTM D 5800 (NOACK)
Evaporative Loss at 250°C, max.
[Viscosities other than 10W-30]
13%
Evaporative Loss at 250°C, max.
[10W-30]
15%
Foaming ASTM D 892 (NO Option A)
Foaming / Settling Sequence I 10/0 ml max.
Sequence II 20/0 ml max.
Sequence III 10/0 ml max.
17

21. Lubrication Magazine
used. Optimum protection is provided for
control of catalyst poisoning, particulate
filterblocking,enginewear,pistondeposits,
low- and high-temperature stability, soot
handling properties, oxidative thickening,
foaming, and viscosity loss due to shear.
Engine oils that meet the API Service
Category CJ-4 designation have been
tested in accordance with the American
Chemistry Council (ACC) Code and may
use the API Base Oil Interchangeability
Guidelines and the API Guidelines for
SAE Viscosity-Grade Engine Testing.
API CJ-4 oils exceed the performance
criteria of CI-4 PLUS, CI-4, CH-4,
CG-4 and CF-4 and can effectively
lubricate engines calling for those API
Service Categories. (See Table A-5.)
When using CJ-4 oil with higher than
15 ppm sulfur fuel, consult the engine
manufacturer for service interval.
The first license date for API CJ-4 was
October 15, 2006. Effective May 1, 2006,
marketers were able to license products
meeting API CJ-4 requirements as CI-4
PLUS, CI-4, CH-4, CG-4, and CF-4.
Original Engine Manufacturers Specifi-
cations for Engines Meeting 2007 EPA
Emissions Regulations
After the completion of the API CJ-4
category, U.S. manufacturers issued their
requirements, which included all the API
CJ-4 tests and limits with some minor
modifications. For example, the Mack
EO-O Premium Plus, Volvo VDS-4, and
Cummins 20081 change the API CJ-4
limit for Mack T-12 from 1,000 to 1,300
merits and the Cummins ISB cam wear
limit from 55 to 50 µm.
In addition, Cummins, Volvo-Mack and
Detroit Diesel lowered the MRV limits in
Mack T-11 and T-11A specification from
25,000 to 18,000 mPa-s. These changes
only apply to the OEM specifications.
Panel reached consensus on some
changes. In addition to the OEM beliefs
about performance, other stakeholders
were concerned that the slopes above and
below anchors were appropriate.
If a test achieves results that are all at the
“anchor” point, the merit would be 1,000,
which was selected to be the passing
limit for Cummins ISM, Mack T-12 and
Caterpillar C13. A merit of 2,000 could be
achieved if the results were at the minimum
or better for all the criteria. In contrast,
any result worse than the maximum for
any criterion would result in a failure. The
Cummins ISB test has only two control
parameters, and therefore, a merit system
is not used in this test.
API CJ-4 Engine, Bench Tests and
Chemical Limits — The ASTM-
HDEOCP agreed on all the test limits
for this category on January 26, 2006.
These limits were balloted within ASTM
committees successfully on June 2006,
and all the test limits can be found in
ASTM-D4485-2007. (See Tables 6-8.)[22]
The API Lubricants committee endorsed
the category as API CJ-4 with an API
license as of October 15, 2006.
API CJ-4 User Language and Its Application
API Service Category CJ-4 describes oils
for use in high-speed four-stroke cycle
diesel engines designed to meet 2007
model year on-highway exhaust emission
standards as well as for previous model
years. These oils are compounded for use
in all applications with diesel fuels ranging
in sulfur content up to 500 ppm (0.05%
by weight). However, the use of these oils
with greater than 15 ppm (0.0015% by
weight) sulfur fuel may impact exhaust
aftertreatment system durability and/or
oil drain interval.
These oils are especially effective at
sustaining emission control system
durability where particulate filters and
other advanced aftertreatment systems are
18

22. CI-4
PLUS
10.710.7
6.06.0
5.05.0
5.05.0
4.04.0
2.02.0
.2.2
1.21.2
CJ-4
CG-4
CF-4
CE
CH-4
CI-4
CI-4
PLUS
CJ-4
CG-4
CF-4
CE
CH-4
CI-4
12
10
8
6
4
2
0
.01
0.1
0.25
0.6
2010
2007
2002
1998
2003
2000
1994
1991
1990
1988
CJ-4
CI-4
PLUS
CI-4
CH-4
CG-4
CF-4
CE
500-5,000 ppm
500 ppm max
15 ppm max
Particulate, g/BH
P-H
r
NOx
,g/BHP-Hr
.2
1.2
2.0
4.0
5.0
6.0
10.7
5.0
Diesel Fuel Sulfur
Lubrication Magazine
The Detroit Diesel specification
DDC93K218andCummins20081specify
that only ULSD at 15 ppm maximum can
be used with these specifications.
Also, DDC 93K218 added the OM441LA
engine tests, at page 228.3 quality
level to its specification and Volvo
VDS-4 adds the Volvo D12D engine test
to its specification.
Conclusions
In previous oil category developments,
the primary need was to focus on
providing engine durability. This has
been successfully achieved since 1988
when diesel emission controls for both
particulate and NOx were first imposed.
These were implemented by frequent
improvements in oil quality through the
oil categories CE, CF-4, CG-4, CH-4, and
CI-4 and CI-4 PLUS.[9-12]
In order to meet the U.S. EPA’s 2007
particulate standards, these on-highway
diesel vehicles will employ exhaust DPFs
for the first time, and consequently, both
engine durability and DPF service life
became design targets for the new oil
category — API CJ-4. In order to limit the
lubricant incombustible material collected
in the DPF and provide compatibility with
the oxidation catalysts, API CJ-4 limits
the fresh oil’s sulfated ash to 1.0%, the
phosphorus to 0.12%, sulfur to 0.4%,
and volatility to 13%.
API CJ-4 was developed to provide
engine durability for both new 2007 and
pre-2007 engines within the chemical
limits below. (Figure 25) This oil category
includes nine fired engine tests and six
bench tests. The new multi-cylinder
tests in the category include Caterpillar
ACERT C13, Cummins ISB, Cummins
ISM, Mack T-12, and Mack T-11, which
cover oil consumption, piston deposits,
ring-liner-bearing wear, valve train wear,
soot dispersancy, oil oxidation, and
viscosity shear. These tests are juxtaposed
on existing tests selected from API
CI-4 category. It is the most robust API
oil category ever developed in the U.S.
Figure 25. An average of three years between oil category upgrades, EPA’s on-highway diesel emissions standards, and fuel
sulfur reductions
19

23. API
Service CJ-4
GM
6.5LCummins
ISM
*500 ppm
*500 ppm
*500 ppm
*500 ppm
*500 ppm *15 ppm
*15 ppm
*15 ppm
*15 ppm
Mack T-12
Cat C13
Cummins
ISB
Gasoline
IIIF/G
Mack
T-11
Navistar
7.3L
Cat 1N
* Fuel Sulfur
for Backward
Compatibility
SAE
15W-40
Lubrication Magazine
API CJ-4 is the latest in a series of seven
API categories developed since 1988,
each of which significantly improved the
quality and performance of diesel engine
oil. API CJ-4 became a licensed product
in October 2006. Categories have been
adopted on an average of every three
years. (Figures 25-26)
References
J. A. Mc Geehan, “Diesel Engines1.
Have a Future and That Future is
Clean,” SAE Paper 2004-01-1956
(2004).
J. A. Mc Geehan, S. W. Yeh, M. Couch,2.
A. Hinz, B. Ottherholm, A. Walker,
and P. Blakeman, “On The Road to
2010 Emissions: Field Test Results
and Analysis With DPF-SCR System
and Ultra-Low Sulfur Diesel Fuel,”
SAE Paper 2005-01-3716 (2005).
S. J. Charlton, “Developing Diesel3.
Engines to Meet Ultra-Low Emission
Standards,” SAE Paper 2005-01-3628
(2005).
A. Hertzberg, W. Moehrmann,4.
S.Mueller-Lunz,N.Pelz,G.Wenninger,
W. H. Buck, W. A. Givens, A. Jackson,
Figure 26. Nine engine tests in API CJ-4
and A. Kaldor, “Evaluation of
Lubricants Compatibility With Diesel
After-treatment Devices,” Tribology
and Lubrication Engineering, 14th
International Colloquium Tribology,
(January 13-15, 2005).
M. Barris, S. Reinhart, and5.
F. Washliquist, “The Influence of
Lubricating Oil and Diesel Fuel on
Ash Accumulation in an Exhaust
Particulate Trap,” SAE Paper 910131
(1991).
J. A. Mc Geehan, B. J. Fontana, and6.
J. D. Kramer, “The Effect of Piston
Temperatures and Fuel Sulfur on
Diesel Engine Piston Deposits,” SAE
Paper SAE 821216 (1982).
J. A. Mc Geehan, “Effect of Piston7.
Deposits, Fuel Sulfur, and Lubricants.
Viscosity on Diesel Engine Oil
Consumption and Cylinder Bore
Polishing,” SAE Paper 831721
(1983).
J. A. Mc Geehan, W. Alexander,8.
J. N. Ziemer, S. H. Roby and J.
P. Graham, “The Pivotal Role of
Crankcase Oil in Preventing Soot
Wear and Extending Filter Life in
Low Emission Diesel Engine,” SAE
Paper 1999-01-1525 (1999).
JAMcGeehanetal.,“APICJ-4:Diesel9.
Oil Category for Pre-2007 Engines
and New Low Emission Engines Using
Cooled Exhaust Gas Recirculation
and Diesel Particulate Filters”. SAE
paper 2007-01-1966, (2007).
J. A. Mc Geehan et al., “The First Oil10.
Category for Diesel Engines Using
Cooled Exhaust Gas Recirculation,”
SAE Paper 2002-01-1673 (2002).
J. A. Mc Geehan et al., “New Diesel11.
Engine Oil Category for 1998,” SAE
Paper 981371 (1998).
J. A. Mc Geehan et al., “The World’s12.
First Diesel Engine Oil Category
for Use With Low-Sulfur Fuel: API
CG-4,” SAE Paper 941939, (1994).
20

24. LET THE LEARNING BEGIN
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