Cummins paper on maximising fuel economy
- Thread starter Shannow
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wemay
Site Donor 2023
It looks like their research points squarely at cab/trailer design relationships and drive train lubricity as better targets to eek out mph over engine oils...
Quote:
Test results indicate no significant difference in engine efficiency between synthetic and
mineral base lube oils at normal operating temperatures. Since the synthetics are more
expensive and, in an engine crankcase, are subject to the same contaminants as mineral-
based oils, they may not be cost effective.
Quote:
Test results indicate no significant difference in engine efficiency between synthetic and
mineral base lube oils at normal operating temperatures. Since the synthetics are more
expensive and, in an engine crankcase, are subject to the same contaminants as mineral-
based oils, they may not be cost effective.
wemay,
this one's for you then...
http://www.iowaenergycenter.org/wp-conte...nd-Addendum.pdf
Conclusion on page 15
cheers
this one's for you then...
http://www.iowaenergycenter.org/wp-conte...nd-Addendum.pdf
Conclusion on page 15
cheers
wemay
Site Donor 2023
Shannow, fascinating and a few questions concering the Iowa test...(forgive my layman's approach)
The benefifs of any synthetic would appear to come from their ability to resist braking down due to shear etc from the hydrodynamic phase to boundary. So a lower viscosity synthetic may offer the same progections as a relatively more viscous mineral oil. But they base this approach on PAO base oils.
Are we to assume the M1 in question was a PAO?
Where does this leave us, the US especially, whers synthetics are typically GroupIlI?
This might explain Toyota's insistence on "if 5w20 is used, 0w20 must be the oil in the following oci."
And again, no statistical advantage for the synthetic where FE is concerned.
This study was very easy to read my friend, thank you.
The benefifs of any synthetic would appear to come from their ability to resist braking down due to shear etc from the hydrodynamic phase to boundary. So a lower viscosity synthetic may offer the same progections as a relatively more viscous mineral oil. But they base this approach on PAO base oils.
Are we to assume the M1 in question was a PAO?
Where does this leave us, the US especially, whers synthetics are typically GroupIlI?
This might explain Toyota's insistence on "if 5w20 is used, 0w20 must be the oil in the following oci."
And again, no statistical advantage for the synthetic where FE is concerned.
This study was very easy to read my friend, thank you.
wemay,
that's the general premise, that at some stage the oil's viscosity drops, and the synthetic can start at a lower viscosity and still provide complete protection throughout the OCI.
While I agree with it, it doesn't take into account other things like fuel dilution, which we are seeing in recent UOAs.
Has less capacity for one off events like leaky injectors, or overheats (which is why the Nannies are being installed)...systems are more reliable than ever nowadays, so the reduction in "headroom" may well be justified.
Where the F.E. comes in, in reading some Honda papers is all through the warmup phase, and at light loads...again, these are less applicable to OTR rigs, which aren't started every ten minutes of operation like a car.
Here's some trends
First is related to viscous drag during warmup.
FMEP is proportional to wasted power...the SAE30 at 100F needing 30+% more power to shear the oil than a 5W20.
The 5W20 will provide better economy at warmup temperatures...the SAE30 will warm up quicker...again, the former is advantageous in an engine that doesn't ever get hot.
Another just for giggles, on viscosity versus economy improvement under different loads.
Higher average loads, less the impact of frictional losses due to viscosity.
that's the general premise, that at some stage the oil's viscosity drops, and the synthetic can start at a lower viscosity and still provide complete protection throughout the OCI.
While I agree with it, it doesn't take into account other things like fuel dilution, which we are seeing in recent UOAs.
Has less capacity for one off events like leaky injectors, or overheats (which is why the Nannies are being installed)...systems are more reliable than ever nowadays, so the reduction in "headroom" may well be justified.
Where the F.E. comes in, in reading some Honda papers is all through the warmup phase, and at light loads...again, these are less applicable to OTR rigs, which aren't started every ten minutes of operation like a car.
Here's some trends
First is related to viscous drag during warmup.
FMEP is proportional to wasted power...the SAE30 at 100F needing 30+% more power to shear the oil than a 5W20.
The 5W20 will provide better economy at warmup temperatures...the SAE30 will warm up quicker...again, the former is advantageous in an engine that doesn't ever get hot.
Another just for giggles, on viscosity versus economy improvement under different loads.
Higher average loads, less the impact of frictional losses due to viscosity.
wemay
Site Donor 2023
Great stuff!
In the OTR stuff, too, you might have a slightly lower HTHS with a synthetic option, which will help fuel economy, at least in comparison to the normal 15w-40. Of course, similar gains can be achieved by going to a 10w-30 HDEO, but a 5w-30 or 5w-40 HDEO (or even a 0w-30 or 0w-40 HDEO) will also do the trick.
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