Heavy Duty Engine Oil Technology Comparison of European and US Developments

1. Heavy Duty Engine Oil TechnologyComparison of European and US Developments

2. Contents • Operating Conditions and drivers for lubricant requirements • Comparison of Heavy Duty Engine Oil make-up in Europe and America today • Approach to low emission engines in Europe • Aftertreatment sensitivity to Heavy Duty Engine Oils • Some technical proof

3. drive towards lower viscosity levels, synthetic basestocks Operating Conditions • In Europe, engine manufacturers recommend highly extended oil drain • Oil performance level, engine type, operating cycle, load • Oils must pass specific field test or fired engine test requirement for use in extended drain • In Europe, fuel costs typically equate to 30% total fleet cost • fuel efficient lubricant can result in high cost savings

4. Can the lubricant protect the engine at extended drains? • Synthetic, high ash heavy duty engine oil • Inspection at end of trial : 3 x 100,000 km Connecting rod bearings Typical piston

5. piston cleanliness, oil drain interval, fuel savings soot loading, piston temps, peak combustion pressure Composition of Heavy Duty Engine Oil ACEA E4 piston deposits High ash (up to 2.0%) Europe ACEA E5 deposits, VTW soot handling oxidation stability API CI-4 VTW, soot/ acid control oxidation stability API CH-4 VTW soot handling oxidation stability API CG-4 soot handling oxidation stability Low ash High dispersancy Low dispersancy America

6. Improved wear protection for CI-4 oil versus CH-4 oil Evolution of FormulationsOil Performance in Field • Evolution of engine oil make-up to meet new emissions • Is there a benefit to the operator?

7. Tax Incentives For Euro 4/5 (Germany) Euro 3 Euro 4 Euro 5 Euro 6 US 2007 Implementation 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2011 2010 2012 Drive towards low S basestocks The Future : Low Emission Timeline Low sulphur fuel required

8. European After-treatment choices • For Euro IV • SCR only will be the preferred choice • Fuel economy (+), no oil sensitivity (+), infastructure (-), NH3 slip (-) • EGR + DPF is also a likely option • Fuel economy (-), TBN maintenance (?), reduced drain (?) • DPF will be used where necessary ; urban fleets, city buses • For Euro V • If limits allow, approach will be the same as Euro IV • If limits change then SCR and DPF will be required • Proposed European HDEO specifications for 2005 :

9. Oil drain intervals can be maintained Effect of low sulphur diesel on lubricant TBN mgKOH/g High sulphur = 6000 ppm S Low sulphur = 50 ppm S Mileage accumulation (miles) • Less stress on lubricant with low sulphur fuel

10. Can we improve exhaust after treatment compatibility and emissions with the lubricant…………..

11. 12 litre bus engine with SCR after-treatment system Calibrated to Euro V NOx emissions level (<2 g/ kWh) No lubricant effect on particulate emissions post SCR SCR Particulate Size vs Number Matrix of oils A to I Varying ash level Varying baseoil Gp

12. Ash accumulation in DPF 12.7 litre HD engine with CRT 200h max power, max speed • Weight of trap deposits corresponds to s-ash of the oil • Trials in progress to evaluate impact on DPF life in field

13. Ash Sensitivity of DPF Electron Dispersive Spectroscopy analysis of deposits on trap face • Ratios of ash speciation correlate to fresh oil components

14. Closing Thoughts • Euro IV will require reduction in ash, P, S. May result in • Reduced Drain intervals • Increase in synthetic oils to improve volatility and oxidation stability and reduce sulphur • Challenge to satisfy conflicting requirements of EGR + DPF • Until 2007, engine technology different in each market • Market dedicated HD engine oil development • Post 2007, harmonisation of emission legislation • Market differences reduce • EO development driven by individual OEM strategies • Opportunity for truly global HDEO specification?