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In order to meet the U.S. EPA's 2007 on-highway emission standards for particulate and NOx, all diesel engines will require diesel particulate fi lters (DPFs) and cooled exhaust gas recirculation (EGR) and will utilize ultra-low sulfur fuel. As this will be the fi rst 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 pre-2007 engines. This paper reviews the development of this new oil category called API CJ-4, which was introduced in October 2006. This diesel engine oil category is the fi rst 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 9 fired engine tests and 6 bench tests.

In order to meet the U.S. EPA's 2007 on-highway emission standards for particulate and NOx, all diesel engines will require diesel particulate fi lters (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 9 fi red engine tests and 6 bench tests.

The increasingly severe emission legislation for heavy duty diesel engines forces engine builders to modify their engine designs drastically. Together with a desire for longer drain intervals, this results in changes in engine oil specifications. Recently, a new ACEA specification for heavy duty diesel engine oils - E5 - has been added to the existing E1-E4 categories, and E1 has been withdrawn. The previous ACEA specifications - E1 through E4 - are sequential in the sense that each next category means an increase in performance. The new ACEA E5 specification, although it resembles an improved E3 product, breaks with this tradition in that it does not fall between the E3 and E4 specifications, but moves in a new direction regarding the formulation requirements. This is due to the inclusion of various API CH-4 tests that put an emphasis on the engine oils capability to handle soot.

Oil consumption control in internal combustion engines is affected by both engine design and lubricant related factors. In an attempt to study the lubricant related factors, an oil consumption measurement engine test, using the Mercedes-Benz OM 364A engine was developed. The engine test data confirm the effects of viscosity and volatility. In addition, results indicate that the selection of base oil and viscosity index modifier may have an effect on oil consumption, which would not be predicted by the rheological properties of the oil. From various different engine tests, indications were obtained about a possible relationship between oil consumption and viscosity increase. A data search yielded results that confirm this correlation.

A 2.3L engine dynamometer test procedure that measures the effects of engine oils on fuel efficiency has been developed that a) generally agrees with the ASTM Five-Car test, b) has good test repeatability and c) is capable of detecting small differences among test oils with high statistical confidence. Factors in a lubricant affecting fuel efficiency such as SAE viscosity grade, VI improver, detergent-inhibitor (DI) package and friction modifier selection were investigated in the 2.3L engine dynamometer test. A general trend of improved fuel efficiency was found with reduction in single-grade and multigrade oil viscosity. VI improver selection was found to have a significant effect on the fuel efficiency of multigrade oils. In some cases the difference in fuel efficiency among multigrade oils containing different VI improvers was about the same as the gain in fuel efficiency from reducing SAE grade from an SAE 10W-40 to an SAE 5W-30.