Beyond GF-6 , SP and D1 / Gen 3 Oils ?
- Thread starter ChrisD46
- Start date
"The new performance category will feature improvements to the Sequence IIIH engine test that measures lubricant thickening and piston deposits under high-temperature conditions. A 10% merit increase in average weighted piston deposits (AWPD) from the current 4.2 minimum pass limit to 4.6 was outlined, as well as a reduction in mini-rotary viscometer (MRV) viscosity from 60,000 to less than 40,000 centistokes (cSt).
Deegan defined the need for new Sequence V and VI engine test platforms. The issue of parts availability for Sequence V, which evaluates the performance of a lubricant in controlling low-temperature engine deposits, was raised during the discussion. An updated procedure to better simulate current engine sludge issues is required alongside improvements to sludge test evaluation. Fuel consumption is measured for six-speed/load/temperature test conditions in the Sequence VI engine test. This enables a comparative fuel economy index (FEI) of the fuel-saving capabilities of automotive engine oils. Deegan highlighted the need for additional fuel savings and reduced deviation in the Sequence VI fuel economy test.
Concerns were raised around the age of the Sequence VIII test, which has been used since the introduction of ILSAC GF-3 in 2001. The Sequence VIII evaluates crankcase lubricating oils for their copper and lead corrosion control capabilities, along with shear stability under high temperature operating conditions. Deegan called for a resolution on the Sequence VIII to determine whether to remove it from the next category. The engine test will remain for old categories, but something else may be required going forward.
Analysis of the Sequence IX engine test is also necessary, says Deegan. The Sequence IX evaluates the ability of motor oil to mitigate pre-ignition in the combustion chambers of gasoline, turbocharged, direct injection engines. A review of aged oil LSPI is needed and there was some suggestion an update to the Sequence IX procedure may be involved. There is no change to the Sequence X engine test—which measures a lubricant’s ability to minimise timing chain wear—at this stage although parts availability needs to be evaluated, says Deegan.
He also highlighted several changes to bench tests for the new category, including the addition of the ASTM D129 Sulphated Ash Bench Test with a 0.9% maximum sulphated ash requirement.
Concerns around seal compatibility mean that seal test changes are also likely for the new specification, with upcoming decisions on whether to keep and/or replace ASTM D7216 – Standard Test Method for Determining Automotive Engine Oil Compatibility with Typical Seal Elastomer. Deegan noted the potential use of the SAE J2979 Compression Stress Relaxation (CSR) test which, he says, OEMs have used to reduce warranties. He also underlined a need to add new seal materials from hydrogenating acrylonitrile butadiene rubber (HNBR), fluro-elastomer (FKM-3), and polyacrylate rubber (ACM-2, AEM-2, AEM-3). In high volumes, ACM is an affordable alternative to HNBR and FKM seals.
Modifications to the Noack volatility test, which determines the evaporative loss of engine oils related to evaporative oil consumption, may be required. Recent research has indicated that standard Noack tests do not correlate well with actual engine oil consumption. Deegan detailed a change to the temperature in the volatility test from 250°C to 150°C for an improved engine to bench correlation. SAE Paper 2022-01-05241 has previously demonstrated a good correlation with evaporative oil consumption in actual engine operation with a modified Noack test at 150°C."
www.fuelsandlubes.com
Deegan defined the need for new Sequence V and VI engine test platforms. The issue of parts availability for Sequence V, which evaluates the performance of a lubricant in controlling low-temperature engine deposits, was raised during the discussion. An updated procedure to better simulate current engine sludge issues is required alongside improvements to sludge test evaluation. Fuel consumption is measured for six-speed/load/temperature test conditions in the Sequence VI engine test. This enables a comparative fuel economy index (FEI) of the fuel-saving capabilities of automotive engine oils. Deegan highlighted the need for additional fuel savings and reduced deviation in the Sequence VI fuel economy test.
Concerns were raised around the age of the Sequence VIII test, which has been used since the introduction of ILSAC GF-3 in 2001. The Sequence VIII evaluates crankcase lubricating oils for their copper and lead corrosion control capabilities, along with shear stability under high temperature operating conditions. Deegan called for a resolution on the Sequence VIII to determine whether to remove it from the next category. The engine test will remain for old categories, but something else may be required going forward.
Analysis of the Sequence IX engine test is also necessary, says Deegan. The Sequence IX evaluates the ability of motor oil to mitigate pre-ignition in the combustion chambers of gasoline, turbocharged, direct injection engines. A review of aged oil LSPI is needed and there was some suggestion an update to the Sequence IX procedure may be involved. There is no change to the Sequence X engine test—which measures a lubricant’s ability to minimise timing chain wear—at this stage although parts availability needs to be evaluated, says Deegan.
He also highlighted several changes to bench tests for the new category, including the addition of the ASTM D129 Sulphated Ash Bench Test with a 0.9% maximum sulphated ash requirement.
Concerns around seal compatibility mean that seal test changes are also likely for the new specification, with upcoming decisions on whether to keep and/or replace ASTM D7216 – Standard Test Method for Determining Automotive Engine Oil Compatibility with Typical Seal Elastomer. Deegan noted the potential use of the SAE J2979 Compression Stress Relaxation (CSR) test which, he says, OEMs have used to reduce warranties. He also underlined a need to add new seal materials from hydrogenating acrylonitrile butadiene rubber (HNBR), fluro-elastomer (FKM-3), and polyacrylate rubber (ACM-2, AEM-2, AEM-3). In high volumes, ACM is an affordable alternative to HNBR and FKM seals.
Modifications to the Noack volatility test, which determines the evaporative loss of engine oils related to evaporative oil consumption, may be required. Recent research has indicated that standard Noack tests do not correlate well with actual engine oil consumption. Deegan detailed a change to the temperature in the volatility test from 250°C to 150°C for an improved engine to bench correlation. SAE Paper 2022-01-05241 has previously demonstrated a good correlation with evaporative oil consumption in actual engine operation with a modified Noack test at 150°C."
ILSAC GF-7: Implementation “tentatively” planned for Q2 2028 - F&L Asia
The next generation of engine oils is already in the works, with a tentative launch planned for Q2 2028. Find out what to expect from ILSAC GF-7 and how it will improve fuel economy and emissions control.
www.fuelsandlubes.com
Triple_Se7en
$50 Site Donor 2024
Did you get the Memo that forecasts 100% battery-operated / hydrogen operated vehicles, coming out of auto factories in the near future? Even the drones we see on TV will get bigger & bigger and contain a seat or two for the husband and wife.
But many here will say T7/Joe is full of Baloney and the new gasoline vehicle era will never end in the USA.
Chris
Do you believe GF6 will evolve into GF7 then GF8?
Will Dexos1 eventually skip over Dexos2 since it's already taken elsewhere and one day become Dexos 3?
Will Gen 3 evolve into 4,.5.6.7....etc.
2030 is coming and this earth of ours is about to go topsy-turvy with even faster advancing technology.
Pretty soon we see genome therapies that produce half-man and half eagle, flying in the air with weaponry.
It's coming my friend.