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Heavy Duty Fuel Economy
Thakor Kikabhai, Tim Fletcher, April 2010
A Review of Laboratory Based Fuel Economy Studies
BP Confidential
BP Confidential
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Heavy Duty Fuel EconomyThe Effect of Lubricants
BP Confidential
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Heavy Duty Fuel Economy – Drivers for ChangeHeavy Fuel Economy
• Legislation is driving emission standards
• No enforced constraint on CO2 emissions (currently)
• No fuel economy test within HD specifications (currently)
• Fleet operators are motivated to reduce costs
• Industry moving to lower viscosity oils
BP Confidential
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Heavy Duty Fuel Economy – Effect of LubricantsFuel Economy Improvement
• Significant testing undertaken by GLT during recent years
• Fuel economy improvement mainly explained by viscometrics – Viscosity grade
– HTHS (High temperature high shear)
– Base oil viscosity
• Other factors can influence FE such as DI, polymer type and use of friction modifying components
BP Confidential
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Heavy Duty Fuel Economy – Pangbourne Experience (1)
MAN D20 Engine
• MAN D20 (six cylinder HD, 11 litre, Euro IV diesel engine)
• Modified European Transient Cycle (ETC) used to evaluate current and new formulations
• HTHS and BOV explains majority of FE behaviour
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Fuel economy- MAN D20 Studies
MAN D20 Engine• Strong correlation with HTHS and weaker correlation with BOV
Fuel Economy / HTHS Relationship
y = -3.6833x + 14.96
R2 = 0.92620
1
2
3
4
5
6
7
2 2.5 3 3.5 4 4.5
HTHS (cSt)
Me
as
ure
d F
E Im
pro
ve
me
nt
Co
mp
are
d t
o
Te
cti
on
15
W-4
0
Fuel Economy / BOV Relationship
y = -1.4455x + 10.031R2 = 0.306
0
1
2
3
4
5
6
7
3 3.5 4 4.5 5 5.5 6
BOV (cSt)
Mea
sure
d FE
Impr
ovem
ent
Com
pare
d to
Tec
tion
15W
-40
(%)
BP Confidential
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Fuel economy- MAN D20 Studies
MAN D20 Engine• The influence of viscosity grade on fuel economy:
Fuel Economy Performance for HD Oils (cf 15W-40)
0
1
2
3
4
5
6
7
7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15
Kinematic Viscosity at 100C (cSt)
xW-20 xW-30 xW-40
0W-30 and 5W-30 oils
Experimental oils
10W-40 and 15W-40 oils
Elixion ConventionalCo-engineering
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Heavy Duty Fuel Economy – Pangbourne Experience (2)
TATA 697TC Engine
• Tata 697TC (six cylinder HD, 6 litre, Euro II diesel engine)
• In house method based on a nine point speed-load map
• Objective is to show 1.5% FEI compared to RX Viscus 15W-40
BP Confidential
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Fuel economy- Tata Studies
TATA 697TC•The influence of viscosity grade on fuel economy:
BP Confidential
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Heavy Duty Fuel Economy – Pangbourne Experience (3)
OM 501 LA
• OM 501 LA (six cylinder HD, 11.9 litre, Euro V engine)
• Engine used to measure FEI (1% cf 10W-40 reference) – ‘RACE 2012’
• Demonstrate benefits of fuel efficient first fill oils for Daimler
• HTHS fixed at 3.5cP
• Testing at ISP and APL using Daimler protocol
–Evaluate effect of components (base oils, friction modifiers, VMs)
• Test cycle is WHTC with reference before and after candidate (B5 fuel)
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Fuel economy- Daimler RACE 2012
OM 501 LA
•BOV is a key factor (HTHS constrained at 3.5cP)
•Component effects also observed
Formulation 1 2 3 4 5 6 7 8
VM SV151 H5777 SV151 H5777 H5777 H5777 H5777 H5777
BOV Mid Mid Mid High Mid Low Mid Low
Yubase Yubase + PAO 30% 45% 30% FM FEI% vs 10W-40 0.51 0.52 0.41 0.51 0.44 0.71 0.63 0.85
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Heavy Duty Fuel Economy – Pangbourne Experience (4)
HINO S05C-TI
• Hino S05C-TI (four cylinder HD, 5 litre, diesel engine)
• Japanese 10-15 mode transient fuel economy drive cycle used to evaluate current and new formulations
• HTHS fixed at 3.00cP
• Tests run at 60oC and 90oC, both low and high power
• Major influence on FEI is BOV
• Polymer choice and friction modifiers seen to affect FEI
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Fuel economy- Hino Studies
HINO S05C-TI
Fu
el Con
sum
ption
(g)
Low Power High Power 3.0 kW.hr
F.E.I.
REO 10W-30
Formulation C 5W-30
Transient 10-15 Mode Fuel Economy
Average of the results at 60°C and 90°Cgives fuel consumption benefit of 1.76%
• Fuel economy as function of power:
Japanese 10-15 mode test cycle
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Heavy Duty Fuel Economy – Pangbourne Experience (5)
Cummins ISB Engine
• Cummins ISB (six cylinder HD, 6.7 litre, US 07 diesel engine)
• Cummins cycle including motoring, steady state and transient phases
• Quantify lubricant effect on engine friction and fuel economy
• Lubricants based on CJ-4 technology–HTHS range from 4.2cP – 2.6cP–Component testing of VMs, FMs, BOs
• 2.9cP, 4.0cSt BOV (5W-30)
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Fuel economy- Cummins Studies
Cummins ISB•FE highly dependent on load (and temperature)•BOV and HTHS important factors
SFC Benefit vs. Engine Load @ 50C(Steady State & Transient Data)
(vs. 15W-40, 4.0cP Ref. Oil)
-1.0%
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Average Engine Load
Average SFC Benefit
15W-40, 4.2cP
5W-30, 3.5cP
5W-30, 3.5cP
5W-30, 2.9cP
5W-30, 2.9cP, low BOV
5W-30, 2.9cP, low BOV
0W-20, 2.6cP
1600rpm, 90% excluded
BOV =
5.3cSt
BOV =
4.1cSt
BP Confidential
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Fuel economy- Cummins Studies
Cummins ISB•FE highly dependent on load (and temperature)•BOV and HTHS important factors
SFC Benefit vs. Engine Load @ 110C(Steady State & Transient Data)
(vs. 15W-40, 4.0cP Ref. Oil)
-1.0%
-0.5%
0.0%
0.5%
1.0%
1.5%
2.0%
2.5%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Average Engine Load
Average SFC Benefit
15W-40, 4.2cP
5W-30, 3.5cP
5W-30, 2.9cP
5W-30, 2.9cP, low BOV
5W-30, 2.9cP, low BOV
0W-20, 2.6cP
1600rpm, 90% excluded
01T31 excluded
BOV = 5.3cSt
BOV = 4.1cSt
BP Confidential
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Fuel economy- Cummins Studies
Cummins ISB• Results modelled by Cummins (‘Cyber Apps Simulation’)
SFC Benefit vs. Engine Load @ 50C(Steady State & Transient Data)
(vs. 15W-40, 4.0cP Ref. Oil)
-1.0%
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
0% 20% 40% 60% 80% 100% 120%
Average Engine Load
Average SFC Benefit
5W-30, 2.9cP, low BOV, BP Matrix 1, Run 1
5W-30, 2.9cP, low BOV, BP Matrix 1, Run 2
5W-30, 2.9cP, low BOV, BP Matrix 2, Run 1
5W-30, 2.9cP, low BOV, Cummins CyberApps
15W-40, 4.2cP, BP Matrix 1, Run 1
1600rpm, 90% load excluded from BP Data
SFC Benefit vs. Engine Load @ 110C(Steady State & Transient Data)
(vs. 15W-40, 4.0cP Ref. Oil)
-0.5%
0.0%
0.5%
1.0%
1.5%
2.0%
2.5%
3.0%
0% 20% 40% 60% 80% 100% 120%
Average Engine Load
Average SFC Benefit
5W-30, 2.9cP, low BOV, BP Matrix 1, Run 1
5W-30, 2.9cP, low BOV, BP Matrix 1, Run 2
5W-30, 2.9cP, low BOV, BP Matrix 2, Run 1
5W-30, 2.9cP, low BOV, Cummins CyberApps
15W-40, 4.2cP, BP Matrix 1, Run 1
1600rpm, 90% load excluded from BP Data
BP Confidential
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Fuel economy- Cummins Studies
Cummins ISB
•Formulation has significant influence of FE within the same viscosity profile
•SV261 effective at high temp and can be boosted by GMO
FE Benefit - Normalised by Load(vs. 15W-40, 4.0cP Ref. Oil)
50C 110COil Temperature
Normalised FE Benefit
Base M1 Base M2VM1 FM2TC2 VM1 + FM2VM1 + FM2 + TC2
SV261
SV261 +
GMO
BP Confidential
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Heavy Duty Fuel Economy – Pangbourne Experience (6)
Caterpillar C13
• Caterpillar C13 (six cylinder HD, 12.5 litre, US 07 diesel engine)
• Demonstrate benefits of low viscosity oils to Caterpillar
• Caterpillar Tier 3 (off highway specification)
• Testing at AVL (Graz)–HTHS range from 4.2cP – 2.5cP–Evaluate effect of HTHS and BOV
• Test cycle combined 3 transient cycles–World Harmonised Transient Cycle (WHTC) – on highway–Non Road Transient Cycle (NRTC) – off highway–Jwaneng Cycle – in house cycle developed at mine in Botswana
BP Confidential
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Fuel economy- Caterpillar Studies
Caterpillar C13
•Load (again) the critical influencing factor on lubricant FE
•HTHS is dominant compared to BOV (at 90°C)
FE Benefit vs. Load
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
0 10 20 30 40 50 60 70 80 90 100
Average Engine Load over Cycle
FE B
enefi
t vs
. 15W
-40
3.5 cP, 5.3 cSt
2.9 cP, 5.3 cSt
2.9 cP, 4.1 cSt
2.5 cP, 4.0 cSt
BP Confidential
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Heavy Duty Fuel Economy – Pangbourne Experience (7)
Scania DC13
• Scania DC13 engine (six cylinder HD, XPI Euro V diesel engine)
• Test method jointly developed between Castrol and Scania
•Fuel consumption measured at 8 points in engine map, at 80°C and 100°C
•Data is modelled by Scania to produce estimates of FEI in different driving conditions
• Objectives are:– 0.3% FEI in motorway driving– 2% FEI in city driving– vs 15W-40 reference
BP Confidential
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Fuel economy- Scania studiesScania DC13
y = -1.1478x + 4.5776
R2 = 0.8341
-0.50
0.00
0.50
1.00
1.50
2.00
2.50
1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 4.25
HTHS / cP
% S
FC b
enefi
t vs
15W
-40
• Over 40 candidates tested covering:
•Viscosity effects (2.0 – 3.5 cP)•VM effects•Friction modifier effects•Chemistry effects
• HTHS is dominant influence in this engine
• Data at 80°C showed better discrimination and less variability
• Greatest discrimination between oils seen at lower speed and load
BP Confidential
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Fuel economy- Scania studies
Scania DC13• Fuel consumption from each speed-load
point was analysed in Scania in-house model
• Predictions of FE given for differing drive cycles and vehicle configurations
• Excellent correlation seen between Pangbourne fuel consumption measurements and Scania modelled fuel savings
BP Confidential
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Heavy Duty Fuel Economy – Effect of LubricantsFuel Economy Improvement can be Predicted
• Fuel economy improvement mainly explained by viscometrics – HTHS (High temperature high shear)
– Base oil viscosity
• Other factors can influence FE such as polymer type and use of friction modifying components
BP Confidential
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Acknowledgements:Gordon Lamb
Angela KeeneyGareth Bracchi
Tim FletcherAsha BhaskaranAndrew Smith
Simon EdwardsChris O’Mahony
Liz GuptaMay Turner
Thank you for your attention
BP Confidential
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Fuel Economy Measurement– Pangbourne Experience 198
0199
0200
0201
0
Cummins M11 HD• Full transient cycle – ETC (Hill/Bus/Urban)
HD OEM• Japanese 10&15 mode cycles• FE retention
Chassis Dynamometer and Field Trial EvaluationHD, PC and MC
Friction Rig: HD&PCComponent and Full Engine
Friction Rig: HD&PC• Developed with Torque Flange
Volvo D12A HD• Willans Line• Steady State
MB M111 PC• Gasoline• Simple CEC cycles
Honda CBR600RR MC• Telemetry data of Brands Hatch – perfect reproduction of reality
PC OEM Diesel• Willans Line
HD OEM• Full transient duty cycles
64Hz PC controlled test beds
A/C dyno with Invertor control HD OEM
• ETC cycles• Load mapping
Sequence VIB PC• Gasoline• ASTM Phase 2
Telco 697TC HD• Pseudo transient cycle – dynamic measurements on an absorption dyno
Cummins 5.9L HD• Transient cycles• Regional• Load mappingKey:
HD: Heavy DutyPC: Passenger CarMC: Motorcycle