heavy duty fuel economy

1

Heavy Duty Fuel Economy

Thakor Kikabhai, Tim Fletcher, April 2010

A Review of Laboratory Based Fuel Economy Studies

BP Confidential

BP Confidential

2

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

4

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

5

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

BP Confidential

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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

BP Confidential

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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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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)

BP Confidential

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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

BP Confidential

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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

BP Confidential

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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

BP Confidential

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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)

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 @ 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


0W-20, 2.6cP

1600rpm, 90% excluded

BOV =

5.3cSt

BOV =

4.1cSt

BP Confidential

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Cummins ISB•FE highly dependent on load (and temperature)•BOV and HTHS important factors


(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



0W-20, 2.6cP

1600rpm, 90% excluded

01T31 excluded

BOV = 5.3cSt

BOV = 4.1cSt

BP Confidential

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Cummins ISB• Results modelled by Cummins (‘Cyber Apps Simulation’)


(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, Cummins CyberApps

15W-40, 4.2cP, BP Matrix 1, Run 1

1600rpm, 90% load excluded from BP 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, Cummins CyberApps

15W-40, 4.2cP, BP Matrix 1, Run 1

1600rpm, 90% load excluded from BP Data

BP Confidential

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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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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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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

24

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

heavy duty fuel economy

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