1. 15th International Colloquim Tribology—Automotive and Industrial Lubrication
January 17-19, 2006
API CJ-4: New Oil Category for 2007 Low Emission Diesel
Engines Using Particulate Filters
Authors: J. A. Mc Geehan, Chevron, Chairman; J. Moritz, Intertek, Secretary; G. Shank, Volvo; S. Kennedy, ExxonMobil;
W. Totten, Cummins; M. Urbank, Shell; M. Belay, Detroit Diesel; S. Goodier, Castrol; A. Cassim, Caterpillar; B. Runkle,
Ashland; H. DeBaun, International; S. Harold, CIBA; K. Chao, John Deere; S. Herzog, RohMax; R. Stockwell, GM
Powertrain; C. Passut, Afton; P. Fetterman, Infineum; D. Taber, ConocoPhillips; L. Williams, Lubrizol; W. M. Kleiser,
Oronite and J. Zalar, TMC. Statisticians: P. Scinto, Lubrizol; E. Santos, Infineum and J. A. Rutherford, Oronite.
ASTM Heavy-Duty Engine Oil Classification Panel
ABSTRACT
In order to meet the U.S. EPA’s 2007 on-highway emission standards for particulate and NOx, all diesel engines will re-
quire 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 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 legacy engines.
This paper reviews the development of this new oil category called API CJ-4, which will be introduced in October 2006.
This diesel engine oil category is the first in the U.S. which limits the oil’s sulfated ash, phosphorus, and sulfur in order to
insure adequate service life of the DPF.
The API CJ-4 oil category includes 10 fired engine tests and 6 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 consump-
tion, 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 the API CI-4 category. It is the most robust API oil category ever de-
veloped in the U.S.
INTRODUCTION of improvements in in-cylinder combustion. These im-
provements include the use of:
The U.S. EPA has defined specific emission reductions of
• Turbocharging, air-to-air intercooling, four valve
particulate and NOx for both on- and off-highway diesel-
cylinder heads, and changes in the piston bowl
powered vehicles. This has enabled engine manufactur- design combined with high top rings.
ers and their suppliers to focus on meeting these targets
and delivering new emission-controlled diesel engines to • High-pressure direct injection or high pressure
market on time. common rail electronically controlled fuel systems
with rate shaping.
Similar reductions in diesel emissions are also defined for • Retarded fuel injection timing to lower peak flame
Japan and Europe (1). These step reductions in emissions combustion temperatures, which reduces the NOx
include particulate which is composed of soot and sulfate formation by displacing the combustion event until
bound with water, unburned oil, and fuel. These small later in the expansion stroke.
particles are associated with health issues, and the NOx, • Cooled EGR, which is a dilution of the intake
which is formed by oxidation of atmospheric nitrogen at charge with an inert gas that in turn reduces peak
high temperatures in cylinder, can result in smog and acid flame temperature and NOx formation. This was
rain pollution. often combined with more powerful computer
systems which allowed multiple fuel injections dur-
The reductions in particulate have been achieved by im- ing the combustion event to control peak cylinder
provements in combustion and the reductions in NOx by temperatures.
controlling the peak-cylinder temperature. These im- • Variable geometry turbocharging providing airflow
provements for on-highway vehicles have been achieved for high torque, EGR delivery, and maintaining the
by attacking the emission at the source through a series optimum air fuel ratio at all conditions.
1
2. Despite these continuous improvements in in-cylinder com- Because of the changes to EGR rates, the application of DPFs
bustion by attacking the emissions at the source, diesel engines to the exhaust system for 2007 engines, the mandatory use of
cannot meet the 2007 and 2010 U.S. on-highway particulate low sulfur fuel, and the emission compliance requirements, the
standards which mandate a tenfold reduction from 0.10 to 0.01 EMA requested a new engine oil category on September 24,
g/bhp-hr (1.3 g/kWh). Consequently, all U.S. 2007 diesel en- 2002. This paper reviews the development on this new oil cat-
gines will employ DPFs in the exhaust system, which removes egory which is designed to be compatible with DPFs, and to
more than 90% of the carbon particulates (2). (See Fig. 1 and provide engine durability for both new and legacy engines.
Appendix Fig. A-1.)
This new oil category, designated PC-10, was developed
through the cooperation of two teams -- New Category Devel-
Particulate (g/BHP-Hr)
opment Team and ASTM Heavy-Duty Engine Oil Classifica-
tion Panel. Upon its completion, the American Petroleum In-
0.25
stitute has now designated it category API CJ-4.
1991
API CF-4
Diesel Particulate The paper on the development of the category is organized into
Filter the following sections:
• DPFs to meet 2007 particulate standards
• Incombustible materials in DPF
• Chemical limits for API CJ-4
• Tests selected in API CJ-4
0.10 • Matrix oil tests
2002 1998 1994
API CI-4 API CH-4 API CG-4 • Testing and final limits
• Program timeline
0.01
2010 2007 • Conclusions
0.2 1.2 2.0 4.0 5.0
API CJ-4 DPFs TO MEET 2007 PARTICULATE STANDARDS
NOx (g/BHP-Hr)
Fig. 1. US EPA on-highway emission standards. Particulate standards Passive system. DPF can be a passive self-regenerating fil-
can only be met with DPF’s. ter which 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,
In addition, in order to reduce particulate and to assure com-
with alternative channels blocked at opposite ends of the filter
patibility with the DPFs, 95% of highway fuel will be ultra-
such that the exhaust gases have to pass through the porous
low sulfur diesel (ULSD) which limits sulfur to a maximum of
ceramic walls.
15 ppm compared to the current maximum limit of 500 ppm.
The actual average numbers are nominally 350 ppm, and re-
Clean Air
fineries will produce the ultra-low sulfur fuel at 6-8 ppm to en-
sure that the 15 ppm is not exceeded as a result of sulfur picked
up in the pipeline distribution system. Exhaust
Diesels will also employ some form of EGR to control NOx
in all 2007 engines. The level of EGR will be increased over
the 2002 high pressure EGR rates, though this will not change
the external architecture of engines. In the case of Caterpil- Clean Air
lar’s Advanced Combustion Emission Reduction Technology 15 ppm
Max Fuel Sulfur
(ACERT) engine, they have selected low pressure EGR. This NO-NO2
requires taking the exhaust at the outlet of the DPF and return-
Engine
ing it to the inlet air via an external piping system. Caterpillar
Exhaust
refers to this as “clean air induction.” Temperature
Oxicat DPF
Control
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) for heavy-duty vehicles Auxilary Heat NO + 1/2 O2 NO2 over oxicat (1)
and transit buses Additional Exhaust
Heat For Cold-Duty NO2 + C NO + CO in DPF (2)
• 290,000 km (180,000 miles) for mid-range vehicles Cycle
NO2 + C 1/ N2 + CO2 in DPF (3)
2
• 240,000 km (150,000 miles) for light-duty vehicles
Fig. 2. Active diesel particulate filter shown with wall-flow filter
substrate.
2
3. Since the proportion of NO2 in the raw exhaust is relatively Unfortunately, there was no field data to support chemical lim-
low, the main role of the oxidation catalyst is to convert en- its. Nevertheless, research data from dynamometer tests indi-
gine NO to NO2. (NO is the main NOx component in diesel cated a direct relationship between sulfated ash level and in-
exhaust.) This NO2 combusts the particulate matter at a low combustible material in the DPF at constant oil consumption
temperature range of 250-350°C (1-3). (See Fig. 2.) (4). In addition, Heejung et al. suggested that the presence of
metallic ash in the filter might modify the oxidation kinetics
Active regeneration. In cold temperature duty cycles where (10). This type of data combined with limits imposed on Eu-
the exhaust temperature is too low to oxidize carbon, active rope’s ACEA E6 and JASO DH-2 oil categories influenced the
regeneration is required. This can be achieved by late cycle ASTM task force on this topic to agree on the following limits,
post-injection, using a high pressure common rail system to as shown in Fig. 3 and Table 1. The phosphorus level was con-
raise the exhaust temperature, or a fuel burner system which trolled at 0.12% because of concerns about the platinum oxi-
takes diesel fuel from the fuel tank and burns it in a carefully dation catalyst’s life. There was not data to support this limit
designed combustor. In low temperature oxidation systems it for diesel engines which have lower exhaust temperatures than
is possible to heat exhaust systems to temperatures in the range gasoline engines, where limits on phosphorus are imposed to
of 400-600°C which is ideal for rapid particulate matter filter minimize deactivation of the catalysts (11-13). In regard to
regeneration (3). diesel engines, the greater concern was valve train wear, since
the phosphorous level is critical to its control.
INCOMBUSTIBLE DPF MATERIALS
1.0% Ash 0.12% Phosphorus
Since the filter media is designed to trap soot particles of the
order of 60 nm in diameter, the media is also capable of trap-
ping ash derived from the engine oil’s metallic components
(3). Previous research studies indicate that the incombusti-
ble material is dominated by the combustion products of lubri- API CJ-4
cants additives. It is primarily derived from the lubricant’s cal- Chemical Limits
cium or magnesium detergents and from zinc dithiophosphates
(ZnDTP), which is both a wear and oxidation inhibitor (2-9).
The most recent study by Mc Geehan et al. in 2005 character-
ized the incombustible particle size. The distribution of these
elements is bimodal, with a large number of particles of 0.4- 13% Volatility 0.4% Sulfur
micron diameter and the remainder at 8 microns. Overwhelm-
ingly, the majority of particles are submicron. Also, the carbon Fig. 3. API CJ-4 chemical limits: ash, phosphorus, sulfur and volatil-
(soot) remaining in two different DPFs ranged from less than ity.
2 to less than 1%, indicating excellent performance of the DPF
system (2). Table 1. Comparison of API CJ-4 to ACEA E6 and JASO DH-2
chemical limits.
These incombustible materials can cause the exhaust back-
pressure to increase, which would change the air fuel ratio, Oil Category API CJ-4 ACEA E6 JASO DH-2
increase soot, and reduce fuel economy. So the filter requires % Sulfated Ash 1.0 1.0 1.0
cleaning after prolonged service, and this is done with cleaning
% Phosphorous 0.12 0.08 0.12
machines that reverse flush the filter with compressed air.
% Sulfur 0.40 0.30 0.5
CHEMICAL LIMITS OF OIL FOR API CJ-4 % Volatility 13 13 18
Due to the collection of incombustible materials in DPFs, the
EPA has mandated that DPFs can only be cleaned at 150,000 ENGINE TESTS IN API CJ-4 OIL CATEGORY
miles (241,350 km) or 4,500 hours in pick-up and delivery ve-
hicles. So, a team within the ASTM-HDEOCP agreed with The process of upgrading heavy-duty engine oil categories is
EMA to impose chemical limits on the API CJ-4 fresh oil in designed to keep existing tests from previous categories which
order to limit the lubricant derived components that collect in have successfully eliminated oil-related failures and addressed
the DPF. This would guide EMA’s sizing of DPFs and the ro- EMA’s concerns with oil performance. As engines change due
bustness of the platinum catalysts. to emission requirements, these old tests are juxtaposed with
new engine tests that will address the expected performance
In previous API heavy-duty engine oil categories there were issues of newer engines. Due to the increased levels of EGR
no chemical limits on the engine oil, because there were no in 2007 engines, coolant temperatures will increase moder-
after-treatment systems in the exhaust. In the most recent cat- ately, which increases engine oil temperatures and potential
egory—API CI-4 introduced in 2002—the oil’s sulfated ash oxidation of the oil. In addition, as phosphorus levels will be
derived from detergents and ZnDTP or other metallics was gen- reduced to a maximum of 0.12% from the current levels of
erally in the range of 1.3-1.5% ash; phosphorus levels were in 0.14%, there were significant concerns about valve train wear
the range of 0.12-0.14%, with sulfur ranging from 0.45-0.8%. performance for both new and legacy engines. To address all
3
4. of these EMA concerns, there are five new diesel engine tests C13 uses 15 ppm fuel sulfur and the Caterpillar IP/IN test uses
and one new gasoline test shown below: 500 ppm fuel sulfur.
• Caterpillar ACERT C13
Valve train wear control at high soot levels. Wear control
• Cummins ISB is critical for engine durability and fuel efficiency because
• Cummins ISM ZnDTP levels are now limited to 0.12% phosphorus for cata-
• Mack T-12 lyst 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%
• Mack T-11 to prevent soot wear (16). They are Cummins ISB, Cummins
• GM Sequence IIIG ISM, and GM Roller Follower tests, all of which have different
configurations. (See Figs. 8-11 and A 2-4.) The ISB uses 15
Oil consumption control. Because oil consumption increases ppm fuel sulfur and the other two use 500 ppm.
both particulate levels and the rate of buildup of incombus-
tibles in the DPF, there are three tests in the category for pis- Ring liner, bearing wear, and oil oxidation control. The Mack
ton deposit and oil consumption control. They are Caterpillar T-12 uses the 2007 EGR rate which is approximately dou-
ACERT C13, Caterpillar IP, and Caterpillar IN. These engines ble the EGR rate on 2002 engines. Because of the increased
do not use EGR. heat rejection, the oil gallery temperatures are raised to 116°C
(240°F). Also, the combustion pressure is raised to 240 bar
Top-land piston deposits can be related to oil consumption, (3500 psi) in order to exacerbate ring and liner wear for pur-
and these deposits can be related to piston temperatures (14- poses of the test. This test is similar to the Mack T-10, where
15). The Caterpillar tests listed above cover a wide range of ring and liner wear are controlled and the lead levels result
temperatures and applications ranging from light-duty alumi- from oxidation of the oil which causes lead corrosion of the
num pistons to mono-steel forged heavy-duty pistons. (See bearings. (See Fig. 12.) To supplement Mack T-12 oxidation
Figs. 4-7.) To ensure backward compatibility, the Caterpillar control, the gasoline engine oxidation tests Sequence IIIG or
IIIF are incorporated into the category as they operate at an oil
Land Groove
temperature of 149°C (300°F).
294
187 239 Soot dispersancy. API CI-4, which was introduced in 2002,
155 172 incorporated the Mack T-8E, a non-EGR engine with a high-
155
swirl head, with viscosity limits set at 4.8% soot. However, to
140
267 meet the 2002 emission standards, Mack launched a different
cylinder head design with a low-swirl head which had field
viscosity increase issues due to soot. In addition, Internation-
Fig. 4. Caterpillar IP forged steel with an aluminum skirt used for al’s new 6-liter HEUI engine used in Ford F250 trucks had
oil consumption and piston deposit control. Piston temperatures some oils shearing out of grade with API CI-4 oils. To resolve
measures in degrees C at operation conditions. each of these problems, a new Mack T-11 test was developed
which incorporated low EGR rates and low-swirl heads. In
Land Groove this test, minimum viscosity is first determined after a 90-cycle
246 pass in the Kurt Orbahn bench-injector test. In contrast, 30
cycles are used in API CI-4 to resolve the shear-down issues,
159 195 and the viscosity increase due to soot is controlled at 6% soot
138
143
123 236 Piston Temperature - Degrees C
400
123
CAT 1N
350 CAT 1P
Fig. 5. Caterpillar C13 forged steel piston used for oil consumption and CAT C13
piston deposit control. Piston temperatures measured in degrees C at 300 Deere 4045T
International 6.0 l
operating conditions. MBE S900
250
Groove Land
340 360 200
240 150
275
145 190
100
50
0
Top Top Second Second Third Third Oil
Land Groove Land Groove Land Groove Sump
Piston Location
Fig. 6. Caterpillar IN aluminum piston used for oil consumption and Fig. 7. Comparison of Caterpillar piston temperatures in API CJ-4 to
piston deposit control. Piston temperatures measure in degree C at other commercial piston temperatures.
operating conditions.
4
5. in the Mack T-11 test. This test was incorporated into the API
CI-4 category in 2004 as API CI-4 PLUS.
Lifter Axle Wear
In summary, the tests in the API CJ-4 category include 10 fired From Small Needle Bearings
engine tests and 6 bench tests which build on previous cat-
egory requirements, as shown in Table 2 and Tables A-1 to A-
3. The details of new test operating conditions and cycles are
shown in the Appendix.
Body of
Hydraulic Lifter
Tire to Body
Clearance Needle
Bearing
(Rotating)
Shaft
(Stationary)
Push-Rod
Tire
(Rotating) Cam Lobe
Fig. 8. GM 6.5 liter Roller-follower configuration. Fig. 9. GM 6.5 liter stationary shaft showing low wear and high wear
at the end of the test which generates 5% soot in 50 hours.
Fig. 10. Cummins ISB cam and tappets showing cam and tappet follower wear. The limits include tappet and cam wear in this 350 hour test
generating 3.5% soot.
5
6. Fig. 12. Mack T-12 limits rings, liner and bearings wear. The test limits lead increase from copper-lead bearing preventing the type
of distress show above.
Swivel
Foot
Cross Head
Wear
Adjusting Screws
Wear Control
Low Wear High Wear High Wear
Fig. 11. Cummins ISM test which is design to minimize cross-head and injector screw wear. Test limits include cross-head wear, injector screw
wear, filter pressure increase and sludge at the end of 200 hour test generating 6% soot.
6
7. Table 2. API CJ-4 tests. This includes 10 fired engine test and 6 bench tests. Diesel fuel sulfur ranges from 15 to 500 ppm depending on test type.
Fuel Sulfur, API CJ-4
Performance Criteria ppm Test 2006
Engine Tests
Aluminum Piston Deposits, Oil Consumption 500 Caterpillar 1N ASTM D 6750 1
Forged Steel Piston Oil Consumption / Deposits 500 Caterpillar 1P ASTM D 6681 2
Oil Consumption and Piston Deposit 15 Caterpillar C-13 3
Viscosity Increase Due to Soot at 6.0%* 500 Mack T-11 ASTM D 7156 4
Ring, Liner Bearing Wear & Oil Consumption 15 MackT-12 5
Valve Train Wear, Filter ∆P and Sludge 500 Cummins ISM 6
Valve Train Wear 15 Cummins ISB 7
Roller-Follower Valve Train Wear 500 GM 6.5-L RFWT ASTM D 5966 8
Aeration 500 Navistar EOAT ASTM D 6894 9
Oil Oxidation 1,000 See III G or IIIF (CI-4 Limits) (D 6984) 10
Bench Tests
Foam Sequence I, II, III – ASTM D 892 (non opt. A) 1
Volatility – Noack D 5800 2
Elastomer Compatibility EOEC (DXXXX) plus Vamac 3
High Temperature/High Shear Viscosity After Shear D 4683 4
Corrosion HTCBT 135°C D 6594 5
Shear Stability – 90 Cycles – Bosch Injector ASTM D 7109 6
Total Number of Engine and Bench Tests 16
MATRIX OF OIL TESTS IN EACH ENGINE To insure that this category equaled the performance of API
CI-4 oils which had no chemical limits, the Cummins refer-
Because of the chemical limits described above, two additive ence oil for API CI-4 was TMC 830-2 which was used in the
technologies which meet these chemical requirements were se- ISB and ISM tests; and the Mack reference oil for API CI-4
lected by EMA to be part of the matrix testing for this category. used in the T-12 and T-11 tests was TMC 820-2. In the case of
They are called Technologies A and B. the Caterpillar C13, Oil D (included in the matrix as PC10G)
was a high reference API CI-4 product. The statisticians sup-
Using Technology A blended with API Group II stocks was
porting this program defined the number of tests required in
designated PC10B and Technology B blended with API Group
each of these engines for statistical difference, as shown in Ta-
II base stocks was called PC10E. Both were blended as SAE
ble 4. The total cost of this matrix was $5,532,000, as shown
15W-40 oils. These were called “featured” reference oils as
in Table A-4.
they were used in the Cummins ISB, Mack T-12, and Cater-
pillar C13. The above tests were run in four different laboratories which
enabled test repeatability and reproducibility to be established,
The previous oil categories had established base-oil inter-
and also provided for LTMS charting to be established for ref-
change (BOI) guidelines for Cummins and Mack tests, and
erence testing during the life of the category.
consequently, only the Caterpillar C13 needed a completed
BOI matrix. The base oils selected for the Caterpillar C13 Table 4. Planned test and actual completed tests in Mack T-12, Cum-
study were API Groups I, II, and III base oils blended with mins ISB and Caterpillar C13.
Technologies A and B as SAE 15W-40 oils, as shown below in
Table 3 and Fig. A6. Planned Tests Aborted / Completed
Test Type Tests Started Invalid Tests*
Table 3. Matrix oils for Caterpillar C13, Cummins ISB, and Mack T-12 16 20 4 16
T-12. Two additive technologies-A and B-blended in three different ISB 15 18 3 15
base stocks.
C13 26 27 1 26
Base Oils Group I Group II Group III *Operationally valid and reported to the TMC
Technology A PC10A PC10B PC10C
TESTING RESULTS AND TEST LIMITS
DI/VI C13 C13, ISB, C13
T-12 The Cummins ISM, Mack T-12, and Caterpillar C13 have four
Technology B PC10D PC10E PC10F to five different parameters to be controlled, and consequently
DI/VI C13 C13, ISB, C13 a merit system is used in each of these tests. This allows a spe-
T-12
cific number of parameters to be higher or lower than the “An-
chor” or “Target” point which is multiplied by a weighting fac-
7
8. tor. The total merit cannot exceed the number defined by that tests completed in ISM, with the results and the merit rating
test. The Cummins ISB test has only two control parameters, shown in Tables 5 and 6. Test limit 1000 merit.
and therefore, a merit system is not used in this test.
Table 6. Cummins ISM Merit Rating System. The performance of
reference oil TMC 830-2 and its standard deviation.
Cummins ISM Engine, Test Results and Limits
Engine. Cummins ISM is a 2002 model year, 11-liter engine Crosshead Top Ring Oil Filter Adjusting Screw
Criterion Weight Loss Weight Loss Delta P Weight Loss Sludge
with electronic controlled unit-injectors, combined with cooled
Weight 350 0 150 350 150
EGR and variable geometry turbocharger. The engine is rated
at 330 bhp (236 km) at 1800 rpm. This engine uses 500 ppm Maximum 7.1 100 19 45 8.7
fuel sulfur for backward compatibility. Anchor 5.7 13 27 9.0
Minimum 4.3 7 16 9.3
Test cycle. This engine uses the same test cycle as the Cum-
mins M11-EGR test, cycling between 1800 and 1600 rpm for
50-hour time periods. The engine target soot is 5% at 150 TMC 830-2 5.3 58.9 11.3 24.6 9.0
hours, which is achieved by over-fueling and retarded timing Avg. Std. Dev. 1.42 15.64 5.93 11.03 0.15
at 1800 rpm to produce the soot, followed by 1600 rpm at stan-
dard conditions. At the end of the 200-hour test the soot level Cummins ISB Engine, Test Results and Limits
is 6%.
Engine. Cummins ISB is a 2004 model year, 5.9-liter engine
Test parameters. The test measures crosshead wear, top-ring with common rail fuel system combined with EGR and vari-
wear, filter delta P (at 150 hours), and sludge rating on the able geometry turbocharger. The engine is certified at 2.0 g
rocker cover and oil pan combined. In addition, the test mea- NOx/bhp-hr and is rated at 300 bhp (215 km) at 2600 rpm.
sures the average injector adjusting screw weight loss. This is This engine uses 15 ppm fuel sulfur.
added to the ISM test in API CJ-4 based on previous research
and field issues though it was not in previous categories such Test cycle. It is set up to generate 3.0-3.5% soot in the first 100
as API CH-4 and CI-4 (9). hours at 1600 rpm due to retarded timing. The remaining 250
hours of the test comprises cycling every 27 seconds from low
Reference oils. This test was not in the matrix, as it was a re- speed idle, to rated load and speed, to peak-torque. In this sec-
placement test to M11-EGR. The test included only the high ond stage the engine completes 32,000 cycles. (See Fig. A5.)
reference oil TMC 830-2 and lower reference oil TMC 1004,
along with an oil-ISMA which Cummins regards as an excel- Wear parameters. The cam has a tapered face profile and the
lent performer based on field data. tappet has a convex face profile which assures tappet rotation.
The severity of this test is due to the rapid speed changes at
Statistical analysis of data and test limits. The crosshead relatively high soot levels which minimize the film between
swivel foot replaces the previous steel-foot design (see Appen- the cam and tappet. The cam, tappet, and crosshead wear were
dix) which significantly lowers crosshead wear, so limits were measured in the test matrix program; however, only the cam
established based on the above reference oils. There were 15 and tappet wear became test parameters.
Table 5. Cummins ISM test results with reference oils TMC 1004, TMC 830-2 and ISMA. Passing results requires a 1000 Merits.
Adjusting
Crosshead Top Ring Oil Filter Screw Calculated
Weight Loss Weight Loss Delta P Weight Loss Sludge Merit Final Merit
28402 1004-3 8.3 61 35.0 139.2 9.0 -3779 Fail
30048 1004-3 7.4 72 238.0 155.0 9.0 -9117 Fail
35313 1004-3 9.4 62 24.0 137.5 9.0 -3713 Fail
47644 830-2 5.7 57 9 20 9.2 1408 1408
50224 830-2 4.6 44 10 38 9.0 1001 1001
50226 830-2 6.4 62 6 18 8.9 1211 1211
51799 830-2 4.4 56 12 34 9.1 1189 1189
52996 830-2 2.4 68 7 24 9.0 1587 1587
52997 830-2 7.0 34 11 25 9.1 833 833
54195 830-2 4.7 40 13 27 9.1 1287 1287
54204 830-2 4.9 78 27 41 8.8 284 Fail
55570 830-2 7.1 77 8 9 9.0 1125 1125
55571 830-2 6.1 73 10 9 8.7 1175 1175
50769 ISMA 5.9 76 10 137 8.6 -2657 Fail
51224 ISMA 5.9 44 3 43 9.1 662 Fail
8
9. Reference oil. BOI was established in the previous oil catego- Statistical analysis of data and test limits. Statistical analysis
ry, so only three oils were used in this matrix, including TMC of these 26 tests indicated:
820-2 from the API CI-4 program and the two PC-10 featured • No statistical correlation between delta oil consumption
oils -- PC-10B and PC-10E. Using these oils, 15 successful and piston deposits (p less than 0.4)
tests were completed in this matrix.
• Delta oil consumption increased with base oil API
Statistical analysis of data and test limits. As cam and tappet Groups I, II, and III for Technology B
wear are the only parameters in this test, there is no merit sys- • No significant differences among base oils for Technol-
tem, just limits and MTCA limits if more than one test is com- ogy A
pleted. (See Tables 7 and 8.) • Top-groove and top-land deposits in general are higher
with base oil API Group III compared to I/II.
Table 7. Cummins ISB test results with reference oil TMC 830-2, PC-
10B and PC-10E. • Labs differed in their ratings of oil consumption, top-
land carbon and top-groove carbon
Oil 830-2 PC10B PC10E
LS Mean = 88.23 LS Mean = 93.47 LS Mean = 67.54
The merit rating and the test results are shown in Tables 9 and
Tappet Wear (mg) 10. Test limit 1000 merit.
Mean = 85.8167 Mean = 88.6833 Mean = 57.86
Soot Adj
S = 16.1416 S = 15.8176 S = 9.4796
LS Mean = 40.20 LS Mean = 44.85 LS Mean = 36.86 Table 10. Caterpillar C13 merit system. Passing results require a 1000
Camshaft Wear
Mean =40.2667 Mean = 41.9833 Mean = 34.14
(um)
S = 9.2058 S = 5.6722 S = 5.0093 merits.
Anchor Max Mix
Table 8. Cummins ISB test limits for cam and tappet. Parameter Limit Cap Max Merit Weight
Delta OC 25 31 10 300
Tappet Wear Limit • Target limit 100 mg weight loss
• MTAC limits are: 100/108/112 mg for TLC 30 35 15 300
1/2/3 tests TGC 46 53 30 300
Cam Wear Limit • Target limit 50 μm wear by Mitutoyo 2RTC 22 33 5 100
snap gauge
• MTAC limits are: 50/54/56 μm for
1/2/3 tests
Mack T-12 Engine, Test Results and Limits
Caterpillar C13 Engine, Test Results and Limits
Engine. Mack E-Tech V Mac 111, 12-liter engine has elec-
Engine. Caterpillar C13 ACERT has an air management system tronically controlled unit injectors and cooled EGR with two
which incorporates twin turbochargers, twin air coolers (water- turbochargers, one of which is variable geometry. This is the
air and air-air), and variable inlet valve timing. This 2004 mod- only engine in the API CJ-4 category which operates at a high
el year, 12.5-liter engine meets the 2004 EPA emissions config- EGR level of 35% in Phase 1, followed by 20% in Phase 2.
uration. It is rated at 430 bhp (307 km) at 1800 rpm. The engine uses a 2002 cylinder head with low swirl and 15
ppm fuel sulfur.
Test cycle. The test runs at constant 1800 rpm at nominal-
ly 430 bhp, and is controlled at a constant fuel rate of 1200 Test cycle. The total test cycle is 300 hours, with the first 100
g/min. (159 lb/hr) with oil gallery temperature controlled at hours at 35% cooled EGR with retarded timing at 1800 rpm to
98°C (208°F). At the end of this 500-hour test, the soot levels produce a target soot level of 4.0%. This is followed by 20%
are in the extremely low range of 2%. EGR rate for 200 hours at peak-torque, at which the peak-cyl-
inder pressure is 240 bar (3500 psi). This is designed to pro-
Control parameters. In the Caterpillar test, the oil consump- duce ring and liner wear at 1200 rpm. In addition, the oil gal-
tion is calculated by averaging the oil consumption at the 100- lery temperature is controlled at 116°C (240°F) to produce oil
and 150-hour points, and comparing this to the final oil con- oxidation, which can result in lead corrosion from the bear-
sumption at 500 hours to determine the delta increase. (See ings. The end of test soot is 6%.
Fig. A7-A8.) This process was defined due to the variation in
initial oil consumption which is dependent on the engine build. Reference oils. BOI was established in the previous oil cat-
The pistons are rated for top-land carbon, top-groove carbon, egory, so only three oils were used in the matrix: TMC 820-2
and carbon on the top face of the second rectangular ring. It and two feature oils, PC-10 B and PC-10E.
was the judgment of the surveillance panel for this test that the
Wear parameters. Ring and liner wear is measured only at the
deposits on the ring top face were an indication of potential
end of the test. In contrast, used oil lead is monitored through-
ring sticking.
out the test, with limits on the lead increasing after 300 hours
Reference oils. Beyond the precision of this test, BOI inter- and between 250-300 hours.
change needed to be established. Consequently, there were 26
Statistical analysis of data and test limit. The test results are
tests run in this matrix at a cost of $2.2 million. The oils tested
shown in Tables 11 and 12, along with the merit system. Test
were PC-10A, PC-10B, PC-10C, PC-10D, PC-10E, and PC-
limit 1000 merit.
10F. Prior to the start of the matrix test, discrimination was
established between Oil A and Oil D, both of which where CI-
4 products.
9
11. Table 11. Mack T-12 test results with reference oils, TMC 820-2, PC-10B and PC-10E. Passing results require
a 1000 merits.
250-300 Top Ring
EOT Delta Hour Delta Cylinder Weight Oil Calculated Final
Pb PB Liner Wear Loss Consumption Merit Merit
55205 820-2 16 5 22 56 77 1085 1085
55213 820-2 25 11 18 30 76 1140 1140
55216 820-2 24 14 22 44 63 897 897
55217 820-2 12 6 22 42 64 1298 1298
55715 820-2 20 8 18 56 67 1234 1234
55722 820-2 20 7 15 45 60 1476 1476
55723 820-2 16 5 13 101 66 1254 1254
56153 820-2 24 8 16 45 71 1276 1276
55712 PC10B 24 8 15 46 60 1397 1397
55728 PC10B 34 12 15 44 62 1075 1075
55935 PC10B 22 9 15 96 53 1188 1188
56010 PC10B 30 8 8 31 61 1430 1430
56562 PC10B 40 17 11 41 65 836 Fail
55713 PC10E 43 23 17 35 57 494 Fail
55718 PC10E 18 7 13 36 63 1586 1586
55725 PC10E 23 8 11 106 62 1141 Fail
55937 PC10E 27 10 21 65 55 1026 1026
55940 PC10E 26 7 15 87 59 1159 1159
56726 PC10E 23 9 14 67 57 1331 1331
Table 12. Mack T-12 Merit system and below the average one stan- Control parameters. There were concerns both from Cum-
dard deviation of reference oil TMC 820-2. mins and Mack about viscosity increase due to soot in both
legacy and 2007 engines. Consequently, it was agreed to de-
250-300 Top Ring fine three limits for viscosity increase after the 90 cycle shear
EOT Hour Cylinder Weight Oil down in the Kurt Orbahn injector test. They are:
Criterion Delta Pb Delta PB Liner Wear Loss Con.
Weight 200 200 250 200 150
• 4 cSt increase at 100°C at 3.5% soot
Maximum 35 15 24 105 85 • 12 cSt increase at 100°C at 6.0% soot
Anchor 25 10 20 70 65
• 15 cSt increase at 100°C at 6.7% soot (See Fig. 13)
Minimum 10 0 12 35 50
Mack Merit 1000 min
250-300 Top Ring 20 Viscosity 100°C cSt
TMC EOT Hour Cylinder Weight Oil
820-2 Delta Pb Delta PB Liner Wear Loss Con.
Average 19.62 8.0 18.21 53.37 68 Pass Limits 15
Std. Dev. + 4.65 + 3.1 + 3.49 + 21.30 + 6.14 15
12
Mack T-11 Engine and Test Limits
10
Engine. The Mack E-Tech, 12-liter engine has electronical-
ly controlled unit-injectors and cooled EGR with normal twin
turbochargers using low-swirl cylinder heads.
5
Test cycle. The engine operates at 1800 rpm at 350 bhp (250 4
km) 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
0
limits were imposed to insure that the rate of soot buildup was 0 1 2 3 4 5
controlled, as previous data indicated that a rapid soot increase 3.5 6.0 6.7
delayed viscosity increase. Reference Oil is TMC 820-2. TGA Soot %
Fig. 13. Mack T-11 test limits for viscosity increase at 3.5%, 6.0%
and 6.7% soot. Starting viscosity increase after 90 cycle shear down
test in Kurt Orbabn test.
11
12. PROGRAM TIMELINE ed ash to 1.0%, the phosphorus to 0.12%, sulfur to 0.4%, and
volatility to 13%.
This program was initiated in September 2002 and finished
within the ASTM-HDEOCP on January 26, 2006, with all the API CJ-4 was developed to provide engine durability for
new tests accepted and limits established on all the tests in the both new 2007 and legacy engines within the chemical limits
category. Following the limit setting for all the tests, there is above. This oil category includes 10 fired engine tests and 6
a 9-month qualification period before the API license on Oc- bench tests. The new multi-cylinder tests in the category in-
tober 26, 2006. (See Fig. 14.) This program differed from clude Caterpillar ACERT C13, Cummins ISB, Cummins ISM,
previous oil category programs in that after the matrix design Mack T-12, and Mack T-11, which cover oil consumption, pis-
testing was completed, there was a 4-month “technology dem- ton deposits, ring-liner-bearing wear, valve train wear, soot
onstration” time which allowed both additive suppliers and oil dispersancy, oil oxidation, and viscosity shear. These tests are
companies to conduct product development in all the new tests juxtaposed on existing tests selected from API CI-4 category.
—Caterpillar C13, Cummins ISB, Cummins ISM, Mack T-12 It is the most robust API oil category ever developed in U.S.
and T-11—before limit setting was finalized.
API CJ-4 is the latest in a series of six API categories devel-
oped since 1988, each of which significantly improved the
2002 2003 2004 2005 2006 ‘07
ASTM
Task Name 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q
quality and performance of diesel engine oil. Categories have
been adopted on an average of every 3 years. (Fig. A9.) This
EMA Request
Matrix Start is a tribute to the effectiveness of teamwork among the engine
Funding Group May 2005 manufacturers, oil companies, and additive suppliers within
Chemical Limits Finalize Limits the framework of ASTM, and with the support of excellent
Dec 6-Feb 1, 2005
Test Development statisticians and test task forces.
Precision Matrix API Licensing
Freeze
Chemical Box
API CJ-4
Oct 2006
ACKNOWLEDGMENTS
Tests Accepted
Ash, Phosphorus
Product Qualification/
API Licensing
and Sulfur
June 2004
The authors would like to thank the many task forces involved
Oils in Market
in the development of this oil category and express their ap-
preciation to:
Fig. 14. API CJ-4 Time-Line. API CJ-4 license date October 2006. • Eric Olsen, Oronite, for leading the TGA Sulfated Ash
Task Force
The ASTM-HDEOCP met approximately every 3 months in • Rick Finn, Infineum, for leading the “Chemical Box”
this development process to insure that an appropriate cate- Task Force
gory was delivered on time. Limits were agreed to through • Steve Kennedy, ExxonMobil, for leading the Matrix
the use of “Exit-Criteria” ballots issued to the panel and other Design Task Force
interested parties within ASTM. This enabled early identifica-
• Bill Runkle, Ashland, for leading the New Category
tion and documentation of potentially divisive issues, which Development Team
could then be discussed and resolved within the panel prior to
the final vote. (See Appendix). • Scott Richards, SwRI, for overhaul engine test data and
support
This process was supported by specific task forces on each new • Warren Totten, Cummins Inc, for leading the Cummins
test development, on the chemical limits, on TGA sulfated ash ISM and ISB Task Force
repeatability and reproducibility, valve train wear tests, testing • Riccardo Conti, ExxonMobil for Mack T-12 Task Force
program, and base oil interchange. All of this is documented
in the ASTM-HDEOCP minutes which are posted on the Test • Tom Franklin, Intertek, Automotive Research and James
Gutwiller, Infineum, for Caterpillar C13
Monitoring Center (TMC) website.
REFERENCES
CONCLUSIONS
1. J. A. Mc Geehan, “Diesel Engines Have a Future and
In previous oil category developments, the primary need was That Future is Clean,” SAE Paper 2004-01-1956 (2004).
to focus on providing engine durability. This has been suc- 2. J. A. Mc Geehan, S. W. Yeh, M. Couch, A. Hinz, B. Ot-
cessfully achieved since 1988 when diesel emission controls therholm, A. Walker, and P. Blakeman, “On The Road to
for both particulate and NOx were first imposed. These were 2010 Emissions: Field Test Results and Analysis With
implemented by frequent improvements in oil quality through DPF-SCR System and Ultra Low Sulfur Diesel Fuel,”
the oil categories CE, CF-4, CG-4, CH-4, and CI-4 (17-19). SAE Paper 2005-01-3716 (2005).
3. S. J. Charlton, “Developing Diesel Engines to Meet Ul-
In order to meet the U.S. EPA’s 2007 particulate standards for tra-Low Emission Standards,” SAE Paper 2005-01-3628
on-highway diesel vehicles these will employ exhaust DPFs (2005).
for the first time, and consequently, both engine durability and
DPF service life became design targets for the new oil catego- 4. A. Hertzberg, W. Moehrmann, S. Mueller-Lunz, N. Pelz,
G. Wenninger, W. H. Buck, W. A. Givens, A. Jackson,
ry -- API CJ-4. In order to limit the lubricant incombustible
and A. Kaldor, “Evaluation of Lubricants Compatibility
material collected in the DPF and provide compatibility with With Diesel After-treatment Devices,” Tribology and
the oxidation catalysts, API CJ-4 limits the fresh oil’s sulfat- Lubrication Engineering, 14th International Colloquium
12
13. Tribology, January 13-15, 2005. Content of Engine Oil on Deactivation of Monolithic
5. E. Bardasz et al., “Investigation of the Interaction Three-Way Catalysts and Oxygen Sensors,” SAE Paper
Between Lubricating-Derived Species and After-treat- 920654 (1992).
ment Systems on a State-of-the-Art Heavy-Duty Diesel 13. B. Williamson, J. Perry, R. L. Gross, H. S. Gandhi, and
Engine,” SAE Paper 2003-01-1963 (2003). R. E. Beason, “Catalysts Deactivation Due to Glaze For-
6. B. Otterholm, “Globalization of Diesel Engine Oil Spec- mation From Derived Phosphorus and Zinc,” SAE Paper
ifications,” Proceeding of Annual Fuels and Lubricants 841406 (1984).
Asia Conference and Exhibition (2003). 14. J. A. Mc Geehan, B. J. Fontana, and J. D. Kramer, “The
7. M. Barris, S. Reinhart, and F. Washliquist, “The Influ- Effect of Piston Temperatures and Fuel Sulfur on Diesel
ence of Lubricating Oil and Diesel Fuel on Ash Ac- Engine Piston Deposits,” SAE Paper SAE 821216
cumulation in an Exhaust Particulate Trap,” SAE Paper (1982).
910131 (1991). 15. J. A. Mc Geehan, “Effect of Piston Deposits, Fuel
8. Y. Takeuchi, S. Hirano, M. Kanauchi, H. Ohkubo, M. Sulfur, and Lubricants Viscosity on Diesel Engine Oil
Nakazato, M. Sutherland, and W. Van Dam, “The Impact Consumption and Cylinder Bore Polishing,” SAE Paper
of Diesel Engine Lubricants on Deposit Formation in 831721 (1983).
Diesel Particulate Filters,” SAE Paper 2003-01-1870 16. J. A. Mc Geehan, W. Alexander, J. N. Ziemer, S. H.
(2003). Roby and J. P. Graham, “The Pivotal Role of Crankcase
9. Advanced Petroleum Based Fuels-Diesel Emission Con- Oil in Preventing Soot Wear and Extending Filter Life
trol (APBF-DEC), Lubricants Project, Phase I Report in Low Emission Diesel Engine,” SAE Paper 1999-01-
2004. 1525 (1999).
10. H. Jung, D. B. Kittelson, and M. R. Zachariah, “The 17. J. A. Mc Geehan et al., “The First Oil Category for Die-
Influence of Engine Oil Diesel Nanoparticles Emissions sel Engines Using Cooled Exhaust Gas Recirculation,”
and Kinetics of Oxidation,” SAE Paper 2004-01-3179 SAE Paper 2002-01-1673 (2002).
(2004). 18. J. A. Mc Geehan et al., “New Diesel Engine Oil Cat-
11. J. A. Spearot and F. Caraccioio, “Engine Oil Phosphorus egory for 1998,” SAE Paper 981371 (1998).
Effects on Catalytic Converter Performance in Federal 19. J. A. Mc Geehan et al., “The World’s First Diesel Engine
Durability and High Speed Vehicle Tests,” SAE Paper Oil Category for Use With Low-Sulfur Fuel: API CG-
770637 (1977). 4,” SAE Paper 941939, 1994.
12. I. Inoue, T. Kurahashi, T. Negishi, K. Akliyama, K.
Arimura, and K. Tasaka, “Effects of Phosphorus and Ash
APPENDIX
Oil Hole
API CH-4
M11-HST
API CI-4 Rocker Pad
M11 EGR
Steel Rocker Pad
Oil Hole
Fig. A-2. Cummins ISM valve train system showing the cross-head Fig. A-3. Cummins rocker-arms for API CI-4 and CH-4.
and swirl-foot.
13
14. Oxides of Nitrogen (g/bhp-hr) Particulate Matter (g/bhp-hr)
20 2.0
Steady State
Test
NOx PM
Year
g/bhp-hr g/bhp-hr
NOx + HC
NOx 2007 1.2 0.01
15 1.5
(Unregulated)
2010 0.2 0.01
Transient Test
NOx
NOx + HC
10 1.0
PM
(Unregulated)
PM NOx
5 0.5
NOx
PM NOx
0 0.0
1970 1975 1980 1985 1990 1995 2000 2005 2010 2015
Model Year
Fig. A-1 - EPA heavy duty on-highway engine emissions standards.
AXHWL 3,100 1,200
Step Number
1 2 3 4 5 6 7 8 9 10 11 12 1314
Torque, 150 lbf-ft per Division
2,500 900
RPM
RPM, 300 per Division
1,900 Torque 600
1,300 300
ATWL 700 0
Time in Seconds,
Cam Lobe ACLW Approx 5 Seconds per Division
Fig. A-4. Cummins ISB valve-train system. Fig. A-5. Cummins ISB test cycle.
14
15. Caterpillar C-13 Mack T-12 Cummins ISB Cummins ISM
Valve Train Wear,
Oil Consumption Power Cylinder Slider Valve Ring Wear, Filter Life and
and Piston Deposits Wear and Oxidation Train Wear Sludge Control
ACERT High EGR — 100 Hr
No EGR High EGR — 200 Hr Low EGR Low EGR
15 ppm Fuel Sulfur 15 ppm Fuel Sulfur 15 ppm Fuel Sulfur 15 ppm Fuel Sulfur
Oil PC-10D TMC 820-1 TMC 830 TMC 830
PC10B/10E PC-10B/10E PC-10B/10E PC-10B/10E
10A/10F
Fig. A-6. New engine tests in API CJ-4 and reference oils.
14.4
16
14
8.05
12 6.7
6.7
10
5.4
8
NO , g/kW-Hr
3.3*
6 1988
1990
x
4 1991
1.5 CE
2 1994
0.27 CF-4
0 1998
.013 CG-4
2000
0.134
Pa 2002 CH-4
rt 0.33
ic
ul
at CI-4
e,
g/ 2007
kW 0.80
-H
r 2010
CJ-4
PC-11
*(NOx + NMHC)
Fig. A-9. US EPA heavy-duty emission standards and the development of API oil categories.
15
16. Raw Oil Raw Oil Relative Oil Consumption
Consumption, lbs/hr Consumption, lbs/BHP-Hr 2.0
0.40 PE2 Ref Oil A
PE2 Ref Oil A
1.8 CAT Ref Oil A
0.35 CAT Ref Oil A .00081
Sw Ref Oil A Sw Ref Oil A
PE1 Ref Oil D 1.6 PE1 Ref Oil D
0.30 XOM Ref Oil D .00069 XOM Ref Oil D
PE Ref Oil D 1.4 PE Ref Oil D
0.25 .00058
1.2
0.20 .00046
1.0
0.15 .00035
0.8
0.10 .00023
0.6
0.05
0.4
0.00 0 100 200 300 400 500
0 100 200 300 400 500
Oil Hours
Oil Hours
Fig. A-7. Cummins C13 oil consumption in lbs/bhp-hr and lbs/hr. Fig. A-8. Cummins C13 relative oil.
Table A-1. API CJ-4 engine tests and performance criteria.
Cummins Cummins GM Cat Cat Cat Mack Mack Gasoline Navistar
Performance ISM ISB 6.5L C13 1P 1N T-12 T-11 IIIG 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 X
Iron Piston Deposits X X
Aluminum Piston
X
Deposits
Soot Viscosity
X
Increase
Sludge X
Filter Plugging X
Aeration X
Table A-2. API CJ-4 diesel fuel sulfur levels in each test.
Fuel Sulfur 500 ppm 15 ppm
Engine Test
Caterpillar 1N X –
Cat 1P X –
Caterpillar C-13 (CCV) X
Cummins ISM X –
Cummins ISB – X
Mack T-12 – X
Mack T-11 X –
Sequence IIIF – –
Sequence IIIG (Sulfur 1,000 ppm) – –
GM 6.5 Liter Roller-Follower Test X –
Navistar 7.3L Aeration X –
16
17. Table A-3. API oil categories for four-stroke engines.
Fuel API Category & Introduction Dates
Sulfur, CD CF CE CF-4 CG-4 CH-4 CI-4 CJ-4
Performance Criteria Wt % Test 1972 1988 1991 1994 1994 1998 2002 2006
L-38 – Gasoline Engine: Leaded
Bearing Corrosion – X X X X X – –
Fuel
Aluminum Piston Deposits 1956 Model 0.40 Caterpillar 1G2 Indirect Injection X X – – – – –
Caterpillar 1M-PC Indirect
Aluminum Piston Deposits 0.40 – X
Injection
Oil Consumption, Piston Deposits, and
0.40 Cummins NTC 400 DI 1980 Model – X X – – –
Bronze Pin Wear
Oil Consumption, Piston Deposits 0.1-0.4 Mack T-6 DI – X X – – –
Ring Wear, and Viscosity Increase
Viscosity Increase Due to Soot 0.1-0.4 Mack T-7 DI 1980-1987 – X X – – –
Oil Consumption, Aluminum Piston
0.40 Caterpillar 1K 1990 Model DI – – X – X –
Deposits
Aluminum Piston Deposits, Oil
0.05 Caterpillar 1N X – – X
Consumption
Mack T-8 – 1991 Model
Viscosity Increase Due to 3.8% Soot 0.05 X – –
(250 Hours)
Mack T-8E – 1991 Model
Viscosity Increase Due to 4.8% Soot 0.05 – X
(300 Hours)
Viscosity Increase Due to Soot at 6.0% 0.05 Mack T-11 X
Roller-Follower Valve Train Wear 0.05 GM 6.5-Liter PC – Diesel X X X X
Oil Oxidation – GM 3.8-Liter Gasoline IIIE Test X X –
Corrosion – Cummins Corrosion Bench Test X X X X
Aeration 0.05 Navistar HEUI 7.3-Liter EOAT X X X X
Foam – Bench Test Sequence I, II, III X X X X
Oil Consumption, Steel Piston Deposits 0.05 Caterpillar IP 1994 X – X
Ring Liner and Bearing Wear 0.05 Mack T-9 1994 – 12-Liter VMAC X –
Valve Train Slider Wear, Filterability,
0.05 Cummins M11 HST 1994 X –
Sludge
Shear Stability – 30 Cycles – Bosch Injector ASTM D 3945 X X
Volatility – Noack D 5800/Distillation D 2887 X X X
Oil Consumption and Piston Deposits 0.05 Caterpillar 1R X
Ring, Liner Bearing Wear & Oil
0.05 Mack T-10 (EGR) X
Consumption
Valve Train Wear, Filter ∆P and Sludge 0.05 Cummins M11 (ER) X
Used Oil Viscometrics at Low
– J300 Bench Tests MRV TP-1 Soot X –
Temperature
Elastomer Compatibility D-471, Ref. Oil X
Aluminum Piston Deposits & Oil
Caterpillar 1K or Caterpillar 1N X
Consumption
Oil Oxidation GM – Liter Gasoline IIIF X
High Temperature/ High Shear Bosch Injector X X
Valve Train Wear, Filter ∆P and Sludge 0.05 Cummins ISM X
Valve Train Wear 15 ppm Cummins ISB X
Oil Consumption and Piston Deposit 15 ppm Caterpillar C-13 X
Ring, Liner Bearing Wear & Oil
15 ppm Mack T-12 X
Consumption
Oil Oxication 0.10 See III G X
Shear Stability – 90 Cycles – Bosch Injector ASTM D 3945 X
Total Number of Engine and Bench
2 2 5 5 7 12 14 16
Tests
DI = Direct Injection
17
