Api cj4

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A Technical Publication Devoted to the Selection and Use of Lubricants

API CJ-4: The Most Robust Diesel Engine Oil Category for All Engines

James A. McGeehan — Contributor March2008

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Lubrication®

A TECHNICAL PUBLICATION DEVOTED TO THE SELECTION AND USE OF LUBRICANTS March 2008

Published by Chevron Products Company 6101 Bollinger Canyon Road San Ramon, CA 94583

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Managing Editor: Micah Berry, Global Lubricants

Design by: CBRES Information Design and Communications (IDC)

ABSTRACT

In order to meet the U.S. Environmental Protection Agency’s (EPA) 2007 on-highway emission standards for particulate and NOx, all diesel engines will require diesel particulate filters (DPFs) and cooled exhaust gas recirculation (EGR) and will utilize ultra-low sulfur fuel. As this will be the first time that all on-highway diesel engines will employ diesel particulate filter (DPFs) combined with ultra-low-sulfur fuel, the Engine Manufacturers Association (EMA) requested that a new oil category be developed to provide compatibility with DPFs in the exhaust system, as well as engine durability for both new and pre-2007 engines.

This paper reviews the American Petroleum Industry (API) CJ-4 diesel oil category, which was introduced in October 2006. This diesel engine oil category is the first in the U.S. that limits the oil’s sulfated ash, phosphorus, and sulfur in order to ensure adequate service life and compatibility with the DPF. The API CJ-4 oil category includes nine fired-engine tests and six bench tests and is the most robust API oil category ever developed.

CONTENTS

Contributor and Acknowledgements ............ 1

Introduction ................................................. 2

DPFs to Meet 2007 Particulate Standards .................................... 4

Incombustible Materials in DPF ................... 4

Chemical Limits in API CJ-4 Oil Category ................................................. 5

Engine Tests in API CJ-4 Oil Category ................................................. 6

Matrix of Reference Oils to Establish Limits ........................................... 14

API CJ-4 Test Limits and Merit System ............................................... 15

API CJ-4 User Language and Its Application ............................................ 18

Conclusions ................................................ 19

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James A. McGeehan | SAE Fellow, Chevron Fellow, CEng MIMechE, Chevron Global Manager of Diesel Oil Technology, Chevron Global Lubricants

Jim McGeehan is the Global Manager of Diesel Engine Oil Technology at Chevron in Richmond, California. Jim was elected a Chevron Fellow in 2002, a Society of Automotive Engineers (SAE) Fellow in 1989, and has been a member of The Institute of Mechanical Engineers in the U.K. since 1972.

As Chairman of the American Society for Testing and Materials (ASTM) Heavy-Duty Engine Oil Classification Panel (HDEOCP) since 1987, he has been responsible for establishing oil categories to improve engine durability and reduce emissions. He has successfully led the introduction of the following categories: API CE, CF-4, CG-4, CH-4, CI-4 and CJ-4. He now leads the panel on PC-11 category.

He has disseminated Chevron’s findings on engine oil development through publication of 30 SAE papers and has received the following commendations:

1988 and 1994 SAE Awards for Research on •Automotive Lubricants

1995 SAE Arch T. Colwell Merit Award•

1996, 2001, and 2006 SAE Lloyd L. Withrow •Distinguished Speaker Awards

1994 and 2002 ASTM Awards of Excellence•

2002 “Person of the Year,” selected by Lubricants •World Publication

Acknowledgements

The timely delivery of API CJ-4 and all the previous diesel oil categories is a tribute to the effectiveness of teamwork among the engine manufacturers, oil companies, and additive suppliers within the framework of the ASTM-Heavy-Duty Oil Classification Panel. It also reflects the support of excellent statisticians and test task forces.

CONTRIBUTOR

1

To Reduce Particulate and forCompatibility With DieselParticulate Filter (DPF)

1993

June 2006

2010

5,000 ppm

500 ppm

Off-Highway 500 ppm

On-Highway 15 ppm

15 ppm On- and Off-Highway

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The U.S. Environmental Protection Agency (EPA) has defined specific emission reductions of particulate and nitrogren oxide (NOx) for both on- and off-highway diesel-powered vehicles. This has enabled engine manufacturers and their suppliers to focus on meeting these targets and delivering new emission-controlled diesel engines to market on time.

These step reductions in emissions include particulate, which is composed of soot from the combustion process, sulfate bound with water from sulfur in diesel fuel, unburned oil, and fuel. These small particles are associated with health issues, and the NOx, which is formed by oxidation of atmospheric nitrogen at high temperatures in the cylinder, can result in smog and acid rain pollution.

The reductions in particulate have been achieved by improvements in combustion; reductions in NOx were achieved by controlling the peak-cylinder temperature. These improvements for on-highway and off-highway vehicles have been achieved by attacking the emission at the source through a series of improvements in in-cylinder combustion. These improvements include advanced fuel and air management systems, which are listed below:

High-pressure direct injection or high- n

pressure common rail electronically controlled fuel systems with rate shaping and multi-pulse capability.

Retarded fuel injection timing to lower n

peak flame combustion temperatures, which reduces the NOx formation by displacing the combustion event until later in the expansion stroke.

Cooled exhaust gas recirculation (EGR), n

which is a dilution of the intake charge with an inert gas that in turn reduces peak flame temperature and NOx formation. This was often combined with more powerful computer systems,

which allowed multiple fuel injections during the combustion event to control peak cylinder temperatures.

Variable geometry turbo-charging, n

providing airflow for high torque and EGR delivery, and maintaining the optimum air-fuel ratio at all conditions. This is always combined with four-valve heads.

Despite these continuous improvements in in-cylinder combustion by attacking the emissions at the source, diesel engines cannot meet the 2007 and 2010 U.S. on-highway particulate standards that mandate a tenfold reduction from 0.10 to 0.01 g/bhp-hr (0.134 to 0.0134 g/kWh). Consequently, for the first time, all 2007 U.S on-highway diesel engines will employ diesel particulate filters (DPFs) in the exhaust system, which removes more than 90% of the carbon particulates.[1-2]

In addition, in order to reduce particulate and to assure compatibility with the DPFs, highway fuel will be ultra-low sulfur diesel (ULSD), which limits sulfur to a maximum of 15 ppm compared to the previous maximum limit of 500 ppm. The actual average numbers are nominally 350 ppm, and refineries will produce the ultra-low sulfur fuel at 6-8 ppm to ensure that the 15 ppm is not exceeded as a result of sulfur picked up in the pipeline distribution system. Off-highway fuel is mandated to change to 15 ppm maximum in 2010. (Figures 1 and 2)

INTRODUCTION

Figure 1. U.S. is reducing diesel fuel sulfur

2

1991

1998199820022002

20072010

1994

CHCH -- 44CG -4

CICI -- 44

CF -4

DieselParticulate Filter ( DPFs )

on All Diesels

Diesel Particulate

Filter (DPFs)on All

Diesels

Particulate (g/BHP-Hr)

1991 CF-4

1994 CG-4

1998 CH-4

2002CI-4

0.20 1.2 2.0 4.0 5.0

0.01

0.10

0.25

2010 2007

NOX (g/BHP-Hr)

External Heat

Exchanger

Cooled Exhaust GasExhaust Manifold

EGR Control Valve

High Pressure (EGR)

Cooled Air

Coolant

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All 2007 on-highway diesels will also employ some form of EGR to control NOx. The level of EGR will be increased over the 2002 high pressure EGR rates, though this will not change the external architecture of engines. High pressure EGR takes exhaust in through a control valve that regulates the amount of exhaust and cools it with an external heat exchanger before it enters the inlet air system. Caterpillar has selected a low pressure EGR for its Advanced Combustion Emission Reduction Technology (ACERT). This requires taking the exhaust at the outlet of the DPF and returning it to the inlet air via an external piping system. Caterpillar

refers to this as “clean gas induction.” (Figures 3 and 4)

For the first time, engine blow-by is part of the total emission and must also be accounted for, so most engine manufacturers have installed either coalescing filters or centrifugal filters that separate the oil in the blow-by and return it to the engine. The remaining blow-by is either returned to the inlet air system or released to the atmosphere. This must be measured as part of the total emissions.

The 2007 standard requires that the engine emission system must remain compliant for the following specified mileages, depending on vehicle type:

700,000 km (435,000 miles) for n

heavy-duty vehicles and transit buses

290,000 km (180,000 miles) for n

mid-range vehicles

240,000 km (150,000 miles) for n

light-duty vehicles

Because of the changes to EGR rates, the application of DPFs to the exhaust system for 2007 engines, the mandatory use of ultra-low sulfur fuel, and the emission compliance requirements, the

Figure 2. Reducing particulate for 2007 and 2010

Figure 3. High pressure exhaust gas recirculation (EGR)

3

0.01

1991

1998199820022002

20072010

1994

CHCH -- 44CG -4

CICI -- 44

CF -4

DieselParticulate Filter ( DPFs )

on All Diesels

• CAT ACERT + Clean Gas Induction (CGI)

• Increased EGR Rates Over 2002

Particulate (g/BHP-Hr)

1994 CG-4

1998 CH-4

2002CI-4

0.20 1.2 2.0 4.0 5.0

0.01

0.10

0.25

2010 2007

NOX (g/BHP-Hr)

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Engine Manufacturers Association (EMA) requested a new engine oil category on September 24, 2002. This paper reviews the development on this new oil category, which is designed to be compatible with DPFs and to provide engine durability for both new and legacy engines.

The paper is organized into the following sections:

DPFs to meet 2007 particulate standards n

Incombustible materials in DPF n

Chemical limits for API CJ-4 oil category n

Engine tests selected in API CJ-4 oil category n

Matrix of reference oils to establish limits n

API CJ-4 test limits and merit system n

API CJ-4 user language and its application n

Conclusions n

DPFs to Meet 2007 Particulate Standards

Passive System — DPF can be a passive, self-regenerating filter that continuously converts diesel soot to carbon dioxide (CO2). The system is composed of diesel oxidation catalysts installed upstream of a wall-flow ceramic honeycomb filter, with alternative channels blocked at opposite ends of the filter so that the exhaust gases have to pass through the porous ceramic walls. The particulate is trapped in this ceramic filter.

The particulate in the filter is combusted by the NO2 in the exhaust at a relatively low temperature range of 250-350°C.[1-3] However, the proportion of NO2 in the raw exhaust is relatively low, so the main role of the oxidation catalyst is to convert engine NO to NO2. NO is the main NOx component in diesel exhaust.

Active Regeneration — In cold temp-erature duty cycles where the exhaust temperature is too low to oxidize carbon, active regeneration is required. This can be achieved by late-cycle post-injection into the cylinder, using a high pressure common rail system to raise the exhaust temperature in diesels, generally up to 7 liters. In large bore engines (11-16 liters), fuel is injected at the turbocharger’s exhaust outlet to increase the temperature, or a fuel burner system takes diesel fuel from the fuel tank and burns it in a carefully designed combustor. In low-temperature oxidation systems, it is possible to heat exhaust systems to temperatures in the range of 400-600°C, which is ideal for rapid particulate matter filter regeneration.[3] (Figure 5)

Incombustible DPF Materials

Since the filter media is designed to trap soot particles of the order of 60 nm in diameter, the media is also capable of trapping ash derived from the engine oil’s metallic components.[3] Previous research studies indicate that the incombustible material is dominated by the combustion products of lubricant additives. It is primarily derived from the lubricant’s calcium or magnesium detergents and from zinc dithiophosphates (ZnDTP), which is both a wear and oxidation inhibitor. In API CI-4 oil with calcium detergents, the ash in the DPF was composed of 60% calcium sulfate (CaSO4) from the detergent and 20% zinc pyrophosphate (Zn2P2O7) from ZnDTP. Other components are wear metals from the engine.[2-4]

Figure 4. All U.S. on-highway diesels will use cooled EGR to reduce NOx in 2007

4

Engine Exhaust

Clean Exhaust

NO + 1/2 O

2 NO

2 over oxicat (1)

NO2 + C NO + CO in DPF (2)

NO2 + C 1/

2 N

2 + CO

2 in DPF (3)

Passive System

©Copyrigh

tJohns

onMattheyPic2005

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The most recent study by McGeehan et al. in 2005 characterized the incombustible particle size. The distribution of these elements is bimodal, with a large number of particles of 0.4-micron diameter and the

remainder at 8 microns. Overwhelmingly, the majority of particles are submicron. Also, the carbon (soot) remaining in two different DPFs ranged from less than 2% to less than 1%, indicating excellent performance of the DPF system.[2] (Figure 6)

These incombustible materials can cause the exhaust backpressure to increase, which would change the air fuel ratio, increase soot, and reduce fuel economy. So the filter requires cleaning after prolonged service, and this is done with cleaning machines that reverse flush the filter with compressed air.

Chemical Limits of Oil for API CJ-4

Due to the collection of incombustible materials in DPFs, the EPA has mandated that DPFs can be cleaned only at 150,000 miles (241,350 km) or 4,500 hours in pick-up and delivery vehicles.

Figure 5. Active diesel particulate filter (DPF) shown with wall-flow filter substrate

Figure 6. DPF collects lubricant-derived materials resulting from oil consumption

VI Improver

Detergent and Inhibitor

Base Oil

Ash

to DPF

© Copyright Johnson Matthey Pic 2005

5

API CJ-4Chemical Limits

1.0% Ash

13% Volatility

0.12% Phosphorus

0.4% Sulfur

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So, a team within the ASTM - Heavy Duty Engine Oil Classification Panel (HDEOCP) agreed with EMA to impose chemical limits on the API CJ-4 fresh oil in order to limit the lubricant-derived components that collect in the DPF. This would guide EMA’s sizing of DPFs and the robustness of the platinum catalysts.

In previous API heavy-duty engine oil categories, there were no chemical limits on the engine oil because there were no after-treatment systems in the exhaust. In the most recent category—API CI-4 introduced in 2002—the oil’s sulfated ash derived from detergents and ZnDTP or other metallics was generally in the range of 1.3-1.5% ash; phosphorus levels were in the range of 0.12-0.14%, with sulfur ranging from 0.45-0.8%.

Unfortunately, there was no field data to support chemical limits. Nevertheless, research data from dynamometer tests indicated a direct relationship between sulfated ash level and incombustible material in the DPF at constant oil consumption.[4] In addition, Heejung et al. suggested that the presence of metallic ash in the filter might modify the oxidation kinetics.[4-5] This type of data, combined with limits imposed on Europe’s ACEA E6 and JASO DH-2 oil categories, influenced the ASTM task force on this topic to agree on the following limits: 1.0% sulfated ash; 0.4% sulfur; 13% volatility and 0.12%

phosphorus. (Table 1 and Figure 7) The phosphorus level was controlled at 0.12% because of concerns about the platinum oxidation catalyst’s life. There was no data to support this limit for diesel engines, that have lower exhaust temperatures than gasoline engines, where limits on phosphorus are imposed to minimize deactivation of the catalysts. In regard to diesel engines, the greater concern was valve train wear, since the phosphorous level is critical to its control.

Engine Tests in API CJ-4 Oil Category

The process of upgrading heavy-duty engine oil categories is designed to keep existing tests separate from previous categories that have successfully eliminated oil-related failures and addressed EMA’s concerns with oil performance. As engines change due to emission requirements, these old tests are juxtaposed with new engine tests that will address the expected performance issues of newer engines. Due to the increased levels of EGR in 2007 engines, coolant temperatures will increase moderately, which increases engine oil temperatures and potential oxidation of the oil. In addition, as phosphorus levels will be reduced to a maximum of 0.12% from the current levels of 0.14%, there were significant concerns about valve train wear performance for both new and pre-2007 engines. To address all of these EMA concerns, there are five new diesel

Table 1. Comparison of API CJ-4 to ACEA E6 and JASO DH-2 chemical limits

Oil CategoryAPI

CJ-4ACEA

E6JASO DH-2

% Sulfated Ash 1.0 1.0 1.0

% Phosphorous 0.12 0.08 0.12

% Sulfur 0.4 0.3 0.5

% Volatility 13 13 18Figure 7. API CJ-4 fresh oil chemical limits

6

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engine tests and one new gasoline test shown below:

Caterpillar ACERT C13 n

Cummins ISM n

Cummins ISB n

Mack T-12 n

Mack T-11 n

GM Sequence IIIG or IIIF n

An overview of these new tests is presented first, followed by a more detailed review of each test.

Caterpillar ACERT C13

Oil Consumption Control — Because oil consumption increases both particulate levels and the rate of buildup of incombustibles in the DPF, there are two tests in the category for piston deposit and oil consumption control. They are Caterpillar ACERT C13 and Caterpillar 1N. These engines do not use EGR.

Top land piston deposits can be related to oil consumption, and these deposits can be related to piston temperatures.[6-7]

The Caterpillar tests listed above cover a wide range of temperatures and applications ranging from light-duty aluminum pistons to mono-steel forged heavy-duty pistons. To ensure backward compatibility, the Caterpillar C13 uses 15 ppm fuel sulfur and the Caterpillar IN test uses 500 ppm fuel sulfur.

Valve Train Wear Control at High Soot Levels — Wear control is critical for engine durability and fuel efficiency because ZnDTP levels are now limited to 0.12% phosphorus for catalyst compatibility. It was agreed to have three valve train wear tests in API CJ-4, ranging in used oil soot levels from 3.5-6% to prevent soot wear.[16] They are Cummins ISB, Cummins ISM, and GM Roller Follower tests, all of which have different configurations. The ISB uses 15 ppm fuel sulfur and the other two use 500 ppm.

Ring, Liner, Bearing Wear, and Oil Oxidation Control — The Mack T-12 uses the 2007 EGR rate, which is approximately double the EGR rate on 2002 engines. Because of the increased heat rejection,

Table 2. API CJ-4 engine tests and performance criteria

Cummins Cummins GM Cat Cat Mack Mack Gasoline NavistarPerformance ISM ISB 6.5L C13 1N T-12 T-11 (A) IIIG/IIIF 7.3L

Valve Train Wear X X X

Liner Wear X

Ring Wear X X

Bearing Corrosion X

Oxidation X X

Oil Consumption X X X

Iron Piston Deposits X

Aluminum Piston Deposits

X

Soot Viscosity Increase X

Sludge X

Filter Plugging X

Aeration X

Low Temp. Pump at 5.2% Soot*

X

*At 180 Hours

7

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the oil gallery temperatures are raised to 116°C (240°F). Also, the combustion pressure is raised to 240 bar (3,500 psi) in order to exacerbate ring and liner wear for purposes of the test. This test is similar to the Mack T-10, where ring and liner wear are controlled and the lead levels result from oxidation of the oil causing lead corrosion of the bearings. To supplement Mack T-12 oxidation control, the gasoline engine oxidation tests Sequence IIIG or IIIF are incorporated into the category as they operate at an oil temperature of 150°C and 155°C respectively.

Soot Dispersancy — API CI-4, which was introduced in 2002, incorporated the Mack T-8E, a non-EGR engine with a high-swirl head, with viscosity limits set at 4.8% soot. However, to meet the 2002 emission standards, Mack launched a different cylinder head design with a low-swirl head that had field viscosity increase issues due to soot. In addition, International’s new 6-liter HEUI engine used in Ford F250 trucks had some oils shearing out of grade with API CI-4 oils. To resolve each of these problems, a

new Mack T-11 test was developed that incorporated low EGR rates and low-swirl heads. In this test, minimum viscosity is first determined after a 90-cycle pass in the Kurt Orbahn bench-injector test. In contrast, 30 cycles are used in API CI-4 to resolve the shear-down issues, and the viscosity increase due to soot is controlled at 6% soot in the Mack T-11 test. This test was incorporated into the API CI-4 category in 2004 as API CI-4 PLUS.[8]

In summary, the tests in the API CJ-4 category include nine fired-engine tests and six bench tests that build on previous category requirements, as shown in Tables 2-4.

Cummins ISM Engine Test for Wear, Filter Pressure and Sludge

Engine — Cummins ISM is a 2002 model year, 11-liter engine with electronic controlled unit-injectors, combined with cooled EGR and variable geometry turbocharger. The engine is rated at 330 bhp (236 kW) at 1,800 rpm. This engine uses 500 ppm fuel sulfur for backward compatibility.

Table 4. API CJ-4 tests. This includes nine fired-engine tests and six bench tests.

Bench Tests

Foam Sequence I, II, IIIASTM D 892 (non opt. A)

1

Volatility Noack D 5800 2

Elastomer Compatibility

ASTM D7216 3

High Temperature/High Shear

Viscosity After Shear D 4683

4

CorrosionHTCBT 135°C

D 65945

Shear Stability – 90 Cycles

Kurt Orbahn ASTM D 7109

6

Total Number of Engine and Bench Tests

15

Table 3. API CJ-4 diesel fuel sulfur levels in each test. Diesel fuel sulfur ranges from 15 to 500 ppm depending on test type.

Fuel Sulfur 500 ppm 15 ppm

Engine Test

Caterpillar 1N X –

Caterpillar C13 X

Cummins ISM X –

Cummins ISB – X

Mack T-12 – X

Mack T-11 X –

Sequence IIIG / IIIF – X

GM 6.5 Liter Roller-Follower Test

X –

Navistar 7.3L Aeration X –

Total 5 4

8

Adjusting Screws Wear Control

Rocker Cover + Oil Pan Sludge Rating

Cross Head Wear Control

6.5% Soot

500 ppm Fuel Sulfur

15 ppm Fuel SulfurSoot: 3.5%

CamshaftRotating Tappet

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Test Cycle — This engine uses the same test cycle as the Cummins M11-EGR test, cycling between 1,800 and 1,600 rpm for 50-hour time periods, with a total test length of 200 hours. The engine target soot is 6.5% at 150 hours, which is achieved by over-fueling and retarded timing at 1800 rpm to produce the soot, followed by 1,600 rpm at standard conditions.

Test Parameters — The test measures crosshead wear, top-ring wear, filter delta P (at 150 hours), and sludge rating on the rocker cover and oil pan combined. In addition, the test measures the average injector adjusting screw weight loss. This is added to the ISM test in API CJ-4 based on previous research and field issues, though it was not in previous categories such as API CH-4 and CI-4. (Figure 8).

Cummins ISB Engine Test for CAM and Tappet Wear

Engine — Cummins ISB is a 2004 model year, 5.9-liter engine with a common rail fuel system, combined with EGR and variable geometry turbocharger. The engine is certified at 2.0 g NOx/bhp-hr and

is rated at 300 bhp (215 kW) at 2600 rpm. This engine uses 15 ppm fuel sulfur.

Test Cycle — It is set up to generate 3.0-3.5% soot in the first 100 hours at 1,600 rpm due to retarded timing. The remaining 250 hours of the test comprises cycling every 27 seconds from low-speed idle, to rated load and speed, to peak-torque. In this second stage, the engine completes 32,000 cycles.

Wear Parameters — The cam has a tapered face profile, and the tappet has a convex face profile which assures tappet rotation. The severity of this test is due to

Figure 8. API CJ-4: Cummins ISM, valve train wear, filter delta P, and sludge control [8]

Figure 10. API CJ-4: Cummins ISB EGR valve train wear control

9

15 ppm Fuel Sulfur246

195

Caterpillar C13

236

Piston Temperature °C

15 ppm Fuel Sulfur

Two-Piece PistonPeak-Firing Pressure 3,500 psi (240 bar)

Typical Wear

Step at Top Ring Reversal

Plasma Sprayed Coating

Chrome Faced

Forged Steel Crown

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the rapid speed changes at relatively high soot levels that minimize the film between the cam and tappet. The cam, tappet, and crosshead wear were measured in the test matrix program; however, only the cam and tappet wear became test parameters. (Figure 10)

Caterpillar C13 Engine Test for Piston Deposit and Oil Consumption

Engine — Caterpillar ACERT C13 has an air management system that incorporates twin turbochargers, twin air coolers (water-air and air-air), and variable inlet valve timing. This 2004 model year, 12.5 liter engine meets the 2004 EPA emissions configuration. It is rated at 430 bhp (307 kW) at 1800 rpm.

Test Cycle — The test runs at constant 1,800 rpm at nominally 430 bhp, and is controlled at a constant fuel rate of 1,200 g/min. (159 lb/hr) with oil gallery temperature controlled at 98°C (208°F). At the end of this 500-hour test, the soot levels are in the extremely low range of 2%.

Control Parameters — In the Caterpillar test, the oil consumption is calculated by averaging the oil consumption at the 100- and 150-hour points, and comparing this to the average oil consumption for 450-500 hours to determine the delta increase. This process was defined due to the variation in initial oil consumption, which is dependent on the engine build. The pistons are rated for top-land carbon, top-groove carbon, and carbon on the

top face of the second rectangular ring. It was the judgment of the surveillance panel for this test that the deposits on the second ring top face were an indication of potential ring sticking. (Figure 11)

Mack T-12 Engine Test for Ring/Liner and Bearing Wear

Engine — Mack E-Tech V Mac III, 12-liter engine has electronically controlled unit injectors and cooled EGR with two turbochargers, one of which is variable geometry. This is the only engine in the API CJ-4 category that operates at a high EGR level of 35% in Phase 1, followed by 15% in Phase 2. The engine uses a 2002 cylinder head with low swirl and 15 ppm fuel sulfur.

Figure 11. API CJ-4: Oil consumption and piston deposit control

Figure 12. Mac T-12 test piston and ring configuration at top ring reversal

Test Cycle — The total test cycle is 300 hours, with the first 100 hours at 35% cooled EGR with retarded timing at 1,800 rpm to produce a target soot level of 4.3%. This is followed by 15% EGR rate for 200 hours at peak-torque, at which the peak-cylinder pressure is 240 bar (3,500 psi). This is designed to produce ring and liner wear at 1,200 rpm. In addition, the oil gallery temperature is controlled at 116°C (240°F) to produce oil oxidation, which can result in lead corrosion from the bearings. The end of test soot is 6%.

10

15 ppm Fuel Sulfur

Oxidative Corrosion Control at 260°F (127°C) Sump Temperature

Minimum Viscosity After 90-Cycle Shear Test

20

15

10

5

00

Pass Limit

4

12

15

3.5 6.0 6.7

Viscosity 100°C, cSt

TGA Soot %

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Test Cycle — The engine operates at 1,800 rpm at 350 bhp (250 kW) for 252 hours, with soot control targets identified at three points: 96-hour soot window 2.5-3%, 192-hour soot window 5.1-5.85%, and 228-hour soot window 6.09-6.97%. These limits were imposed to ensure that the rate of soot buildup was controlled, as previous data indicated that a rapid soot increase delayed viscosity increase.

Control Parameters — There were concerns both from Cummins and Mack about viscosity increase due to soot in both pre-2007 and 2007 engines. Consequently, it was agreed to define three limits for viscosity increase after the 90-cycle shear down in the Kurt Orbahn injector test. (Figure 14). They are:

3.5% soot viscosity increase at or n

below 4 cSt at 100°C

6.0% soot viscosity increase at or n

below 12 cSt at 100°C

6.7% soot viscosity increase at or n

below 15 cSt at 100°C

Mack T-11A Test for Low Temperature Pumpability With Soot

In the above T-11 test, an oil sample is taken for low temperature pumpability as defined by MRV TP-1 at minus 20ºC. It was decided by HDEOCP that if an oil passed the T-11 viscosity limits but failed the MRV test, the sponsor could run a T-11A, which has the same operating conditions as T-11. An oil sample is taken at 180 hours where the soot level is nominally 5.2%, with a soot window of 4.82-5.49%.

GM Sequence IIIG for Oil Oxidation

Engine — 1996/1997 231 CID (3.8 liters) Series II General Motors V-6 fuel injected.

Test Cycle — Using unleaded gasoline, the engine runs a 10-minute oil-leveling procedure followed by a 15-minute slow

Wear Parameters — Ring and liner wear is measured only at the end of the test. (Figure 12) In contrast, used oil lead is monitored throughout the test, with limits on the lead increasing after 300 hours and between 250-300 hours. The lead increase is due to oil oxidation that causes corrosive wear of the copper-lead bearings. This test is designed to prevent field failure as illustrated in Figure 13.

Mack T-11 Engine Test for Viscosity Increase Due to Soot

Engine — The Mack E-Tech, 12-liter engine has electronically controlled unit-injectors and cooled EGR with normal twin turbochargers using low-swirl cylinder heads.

Figure 14. Mack T-11: Minimizing viscosity increase due to soot

Figure 13. API CJ-4: Mack T-12 EGR Test — Ring, liner and bearing wear control (example of field wear)

11

0%

50%

100%

150%

200%

Timing 20 40 60 80 100

% Viscosity Increase at 40°C

Engine Hours

Limit API CJ-4

High Pressure Oil Manifold

FuelTank

Fuel Return Line

FuelFilter

FuelTransferPump

ECM

OilSump

OilCooler

OilFilter

RPCV

High PressureOil Pump

HEUI

LubricationMagazine

ramp-up to speed and load conditions. The engine operates at 125 bhp, 3,600 rpm, and 150°C oil temperature for 100 hours.

Test Parameters — In the API CJ-4, the only test parameter is viscosity increase (percent increase) due to oxidation, which is measured at 40ºC and is compared to a new oil baseline every 20 hours. However, the full IIIG rating includes piston deposits and vanish rating, cam lobe and lifter wear measurements, and oil consumption. Oils approved for API SM must meet all the requirements listed. (Figure 15)

Engine Tests From API CG-4 Category Used in API CJ-4

The above six engine tests are all new for this category; however, the API CG-4 oil category also incorporated three very significant CG-4 tests that eliminated engine oil-related failures with their introduction. Consequently these tests have been carried forward into the API CJ-4 category as these engine configurations are still used today. These tests are:

Navistar HUEI 7.3 Liter n

GM 6.5 Liter n

Caterpillar IN n

Navistar HUEI 7.3-Liter Diesel Engine Test for Aeration

During the development of the API CG-4, Navistar reported an oil aeration

problem with the new fuel system being developed for their 1994 engines. This system, called the “hydraulically actuated electronically controlled unit injector” (HEUI), uses oil from the main gallery and pressurizes it up to 20.7 mPa (3,000 psi) in a plunger pump. This oil is used to operate unit injectors that, when used in combination with intensifiers, increase the fuel injection pressure up to 138 mPa (20,000 psi) independent of engine speed. The electronic controls permit varied injection timing and duration to provide the optimum fuel economy and emissions. This system, however, can circulate all the oil in the sump every 8.8 seconds at 3,300 rpm, and this can cause oil aeration. Because there is a trend toward extended service intervals, Navistar needs to ensure that rough engine running and misfiring due to aeration does not occur at these longer drains. So the limit for oil aeration was defined. This limit eliminated rough engine running on return to idle after high speed run. (Figure 17 and Table 5)

Figure 15. Viscosity increase in Sequence IIIG gasoline test for oxidation

Figure 17. Navistar HEUI (hydraulically actuated electronically controlled unit injector) system

Table 5. Total high oil circulation rates require foaming control - Navistar T444E (HEUI) engine for Ford trucks

Engine, rpm

Oil Capacity, Liters,

(Quarts)

Oil Flow, L/Min. (gpm)

Time for One Pass Through,

Sec.

Circulation of Oil in Sump, Times/Min.

3300 13.25 (14) 90 (23.8) 8.8 7

12

Engine Hours1 5 10 15 20

2

% Aeration in Navistar 7.3 L HEUI

0

10

4

6

8

12

Limit API CJ-4 / CI-4 / CH-4

Limit API CG-4

Shaft

Cam Lobe

500 ppm Fuel Sulfur

GM 6.5 Roller-Follower Test at 5% Soot

Shaft

500 ppm Fuel Sulfur

Caterpillar 1NPiston Temperature °C

310 360

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Engine — 1994 Navistar 7.3 liter, V-8, direct injection, four stock, turbocharged, engines using the HEUI.

Test Cycle — The engine runs at rated speed of 3,000 rpm at 215 bhp (155 kW) for 20 hours with an oil temperature of 120ºC.

Control Parameter — At one, five and twenty hours, the oils are evaluated to determine the amount of air in the oil. (Figure 18)

GM 6.5-Liter Diesel Engine Test for Roller-Follower Wear

The roller-follower wear test for soot polishing and surface fatigue wear was the first standardized engine test to evaluate valve train wear protection by diesel engine

lubricants. (Figure 19) Since this test was incorporated into API CG-4, the engine manufacturer reports that camshaft field failures were eliminated. Nevertheless, due to the combination of increased use of retarded timing for 1998 and extended service intervals, the axle wear limit on this test was reduced to 7.62 µm (0.3 mils) from 11.3 µm (0.45 mils).

Engine — General Motors, 6.5 liter, indirect-injection diesel, rated at 160 bhp at 3,400 rpm.

Test Cycle — This cycle generates 5% soot at 1,000 rpm at maximum load for 50 hours with an oil temperature of 120ºC.

Control Parameters — At the end of the test, all 16 axles are removed and their wear measured using a linear profilometer.

Caterpillar 1N Diesel Engine Test for Deposits and Oil Consumption

The Caterpillar 1N uses an aluminum piston that is used to evaluate the performance of crankcase lubricants with respect to piston deposits, oil consumption, ring sticking and liner scuffing with ULSD.

Engine — A Caterpillar 1Y540 single-cylinder, direct-injection engine with four valve heads, with a displacement of 149 cubic inches. The aluminum piston has a keystone top ring and a rectangular second ring.

Figure 18. Navistar 7.3 Liter HEUI aeration test limits after 20 hours — Example of two oils passing the test within the API CJ-4 limit

Figure 19. API CJ-4 Roller-follower wear control (Example of field wear)

Figure 20. API CJ-4: Oil consumption and piston deposit control

13

Wear Step

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Test Cycle — 2,100 rpm, at 70 bhp with oil temperature of 107ºC (225ºF) for 252 hours.

Control Parameters — Top land heavy-carbon, top groove fill, overall piston demerits, and oil consumption. (Figure 20)

Bench Tests

In contrast to the nine engine tests reviewed above, there are an additional six bench tests that must be passed in the API CJ-4 category. They are: Shear Stability (ASTM D 6278); High Temperature/ High Shear (ASTM D 4683); Volatility (ASTM 5800); Foaming (ASTM D 892); Seal Compatibility; and Corrosion (ASTM D 6594). The Corrosion bench test was originally developed for API CG-4 category to prevent bearing and bronze pin corrosion. This was prior to the Mack T-9/T-10/T-12 tests for diesel engine bearing corrosion protection.

Cummins Bench Test for Lead and Copper Corrosion

The Cummins bench test is the same as that used in API CG-4, except the oil temperature has been increased from 121°C to 135°C (250°F to 275°F) for API CJ-4/CI-4/CH-4. During the development of API CG-4, Cummins Engine Company was concerned that oils that passed the L-38 bearing corrosion test could still cause corrosion failures in their engines. Cummins had concerns about the

loss of lead in the bearings and about bronze pin corrosion that resulted in camshaft failures at extended warranties. (Figures 21-22)

Therefore, Cummins surveyed a number of corrosion bench tests to relate to their field problems. Cummins selected the Federal Test Method Standard 791, Method 5308, which had been used previously for gas turbine lubricants corrosion and oxidation tests.[10] The test was modified to use four metal squares of material: pure lead, copper, tin, and phosphor-bronze. These 25.4 mm squares are immersed in 100 mL of oil with air bubbling through. Finally, the used oil is analyzed for metals and the copper sample is examined for discoloration.

The limits for this test are:

Copper, 20 ppm n

Lead, 120 ppm n

Copper Strip Rating, max., 3 n

above the baseline and specimen discoloration of 3 per ASTM D 130. All the bench tests are shown in Figure 23-24.

Matrix of Reference Oils to Establish Limits

In the API CJ-4 category, there are four new tests in which test limits need to be defined and consequently, a matrix of test oils was defined by the ASTM-HDEOCP

Figure 21. Camshaft and roller follower assembly with bronze pin and steel roller

Figure 22. Corrosion of roller follower bronze pin from the field

14

Cam Cam

LubricationMagazine

this program defined the number of tests required in each of these engines for statistical difference. The total number of tests completed were: 16 in Mack T-12; 15 in Cummins ISB and 26 in Caterpillar C13 at a total cost of $5,532,000. The full statistical analysis of the matrix for each test is shown in reference 9 (James A. McGeehan et al., “API CJ-4: Diesel Oil Category for Pre-2007 Engines and New Low Emission Engines Using Cooled Exhaust Gas Recirculation and Diesel Particulate Filters”).

The above tests were run in four different laboratories, which enabled test repeatability and reproducibility to be established and also provided for Lubricant Test Monitoring System (LTMS) charting to be established for reference testing during the life of the category.

API CJ-4 Test Limits and Merit System

The Cummins ISM, Mack T-12, and Caterpillar C13 have four to five different parameters to be controlled, and consequently a merit system is used in each of these tests. This allows a specific number of parameters to be higher or lower than the “anchor” point which is multiplied by a weighting factor.

The original engine manufacturer (OEM) proposed the anchors represent a test result that would give them confidence of adequate performance. Maxima were proposed by the OEM as the limiting

to establish limits for the new tests. Because of the chemical limits described above, two additive technologies that meet these chemical requirements were selected by EMA to be part of the matrix testing for this category. They are called Technologies A and B.

Technology A blended with API Group II stocks was designated PC10B, and Technology B blended with API Group II base stocks was called PC10E. Both were blended as SAE 15W-40 oils. These were called “featured” reference oils as they were used in the Cummins ISB, Mack T-12, and Caterpillar C13.

The previous oil categories had established base-oil interchange (BOI) guidelines for Cummins and Mack tests, and consequently, only the Caterpillar C13 needed a completed base oil interchange (BOI) matrix. The base oils selected for the Caterpillar C13 study were API Groups I, II, and III base oils blended with Technologies A and B as SAE 15W-40 oils.

To ensure that this category equaled the performance of API CI-4 oils which had no chemical limits, the Cummins reference oil for API CI-4 was TMC 830-2, used in the ISB and ISM tests. The Mack reference oil for API CI-4 used in the T-12 and T-11 tests was TMC 820-2. In the case of the Caterpillar C13, Oil D (included in the matrix as PC10G) was a high-reference API CI-4 product. The statisticians supporting

Corrosion: Lead and Copper

Figure 24. Six bench tests in API CJ-4

Foaming Seal Compatibility

Figure 23. Six bench tests in API CJ-4

Low Temperature Sooted Oil Pumpabililty

Shear Stability

15

LubricationMagazine

performance for individual criteria. Weightings were proposed by the OEM to indicate their perception of importance of relative performance. Minima were proposed as either the best response possible or the response beyond which better numbers give no meaningful improvement in performance. After initial proposals were presented, test development task forces and, later, the Heavy Duty Engine Oil Classification

Table 6. API CJ-4 chemical limits

Chemical Limits (-Critical)

Sulfated Ash, Percent Max. 1.0

Phosphorus, Weight Percent, Max. 0.12

Sulfur, Weight Percent, Max. 0.4

Engine Tests 1 Test 2 Test 3 Test

Mack T-11 Engine Test

Minimum TGA % Soot at 4.0 cSt increase at 100° C 3.5 3.4 3.3

Minimum TGA % Soot at 12.0 cSt increase at 100° C 6.0 5.9 5.9

Minimum TGA % Soot at 15.0 cSt increase at 100° C 6.7 6.6 6.5

Mack T-11A Used MRV TP-1

180 hour T-11 Drain MRV (-20°C for 0W, 5W, 10W, 15W), mPa-s, max. 25,000

MRV Yield Stress, Pa, max. 35

Cummins ISB EGR Engine Test

Average Slider Tappet Weight Loss, mg, max. 100 108 112

Average Cam Lobe Wear, µm, max. 55 59 61

Average Crosshead Weight Loss, max. Rate and Report

Caterpillar 1N, D 6750

Weighted Demerits, max. 286.2 311.7 323.0

Top Groove Fill, max. 20 23 25

Top Land Heavy Carbon, max. 3 4 5

Oil Consumption (0-252 hours) g/kwh, max. 0.5

Piston/ring/liner scuffing NONE

Piston ring stick NONE

Sequence IIIFHD Engine Test, D 6984

EOT Kinematic Viscosity / percent increase at 40°C, max. 275% 275% 275%

Sequence IIIGHD Engine Test (alternative to IIIF)

EOT Kinematic Viscosity / percent increase at 40°C, max. 150% 150% 150%

Roller Follower Wear Test, D 5966

Average pin wear, mils, max. 0.30 0.33 0.36

Navistar HEUI 7.3-Liter EOAT

Aeration, volume, percent max. 8.0 8.0 8.0

Table 7. API CJ-4 test limits for engine and bench tests

16

LubricationMagazine

Table. 8. API CJ-4 test limits for engine and bench tests continued

Mack T-12 EGR Engine Test: 1000 merit minimum

CJ-4

Cyl-inder Liner Wear (m)

Top Ring Wt.

Loss (mg)

Delta Pb Final (ppm)

Delta Pb

250-300 hr. (ppm)

Oil Con-sump-tion

(gr/h)

Weight 250 200 200 200 150

Max. 24 105 35 15 85

Anchor 20 70 25 10 65

Min. 12 35 10 0 50

Caterpillar C-13 Test: 1000 merit minimum

CJ-4 1000

Delta Oil Consump-

tion

Avg. Top Land

Carbon

Avg. Top Groove Carbon

2nd Ring Top Carbon

Weight 300 300 300 100

Max. 31 35 53 33

Anchor 25 30 46 22

Min. 10 15 30 5

Cummins ISM EGR Engine Test: 1000 merit minimum

CJ-4 1000

Cross-head Avg. Wt.

Loss (mg)

Top Ring

Weight Loss (mg)

Oil Filter Pressure

Delta (kPa)

Avg. Engine Sludge

Avg. Valve Adj.

Screw Wt. Loss

(mg)

Weight 350 0 150 150 350

Max. 7.1 100 19 8.7 49

Anchor 5.7 13 9 27

Min. 4.3 7 9.3 16

Seal Compatibility Tests

Nitrile

Volume Change (ASTM D 471) +5 / -3

Hardness (ASTM D 2240) +7 / -5

Tensile Strength (ASTM D 412) +10 / -TMC 1006

Elongation (ASTM D 412) +10 / -TMC 1006

Silicone

Volume Change (ASTM D 471) +TMC 1006 / -3

Hardness (ASTM D 2240) +5 / -TMC 1006

Tensile Strength (ASTM D 412) +10 / -45

Elongation (ASTM D 412) +20 / -30

Polyacrylate

Volume Change (ASTM D 471) +5 / -3

Hardness (ASTM D 2240) +8 / -5

Tensile Strength (ASTM D 412) +18 / -15

Elongation (ASTM D 412) +10 / -35

FKM (Flucroelastomer)

Volume Change (ASTM D 471) +5 / -2

Hardness (ASTM D 2240) +7 / -5

Tensile Strength (ASTM D 412) +10 / -TMC 1006

Elongation (ASTM D 412) +10 / -TMC 1006

Vamac G

Volume Change (ASTM D 471) +TMC 1006 / -3

Hardness (ASTM D 2240) +5 / -TMC 1006

Tensile Strength (ASTM D 412) +10 / -TMC 1006

Elongation (ASTM D 412) +10 / -TMC 1006

Bench Tests

High Temperature/High Shear D 4683

Viscosity After Shear, mPa-s, min. 3.5

Corrosion ASTM D 6594 (135°C, HTCBT)

Cu, ppm Increase, max. 20

Pb, ppm Increase, max. 120

Copper Strip Rating, max. 3

Shear Stability ASTM D 6278

Kinematic Viscosity after 90 pass Shearing cSt at 100°C, min. XW-30 / XW-40

9.3/12.5

Bench Tests

Volatility ASTM D 5800 (NOACK)

Evaporative Loss at 250°C, max. [Viscosities other than 10W-30]

13%

Evaporative Loss at 250°C, max. [10W-30]

15%

Foaming ASTM D 892 (NO Option A)

Foaming / Settling Sequence I 10/0 ml max.

Sequence II 20/0 ml max.

Sequence III 10/0 ml max.

17

LubricationMagazine

used. Optimum protection is provided for control of catalyst poisoning, particulate filter blocking, engine wear, piston deposits, low- and high-temperature stability, soot handling properties, oxidative thickening, foaming, and viscosity loss due to shear.

Engine oils that meet the API Service Category CJ-4 designation have been tested in accordance with the American Chemistry Council (ACC) Code and may use the API Base Oil Interchangeability Guidelines and the API Guidelines for SAE Viscosity-Grade Engine Testing.

API CJ-4 oils exceed the performance criteria of CI-4 PLUS, CI-4, CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories. (See Table A-5.) When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval.

The first license date for API CJ-4 was October 15, 2006. Effective May 1, 2006, marketers were able to license products meeting API CJ-4 requirements as CI-4 PLUS, CI-4, CH-4, CG-4, and CF-4.

Original Engine Manufacturers Specifi-cations for Engines Meeting 2007 EPA Emissions Regulations

After the completion of the API CJ-4 category, U.S. manufacturers issued their requirements, which included all the API CJ-4 tests and limits with some minor modifications. For example, the Mack EO-O Premium Plus, Volvo VDS-4, and Cummins 20081 change the API CJ-4 limit for Mack T-12 from 1,000 to 1,300 merits and the Cummins ISB cam wear limit from 55 to 50 µm.

In addition, Cummins, Volvo-Mack and Detroit Diesel lowered the MRV limits in Mack T-11 and T-11A specification from 25,000 to 18,000 mPa-s. These changes only apply to the OEM specifications.

Panel reached consensus on some changes. In addition to the OEM beliefs about performance, other stakeholders were concerned that the slopes above and below anchors were appropriate.

If a test achieves results that are all at the “anchor” point, the merit would be 1,000, which was selected to be the passing limit for Cummins ISM, Mack T-12 and Caterpillar C13. A merit of 2,000 could be achieved if the results were at the minimum or better for all the criteria. In contrast, any result worse than the maximum for any criterion would result in a failure. The Cummins ISB test has only two control parameters, and therefore, a merit system is not used in this test.

API CJ-4 Engine, Bench Tests and Chemical Limits — The ASTM-HDEOCP agreed on all the test limits for this category on January 26, 2006. These limits were balloted within ASTM committees successfully on June 2006, and all the test limits can be found in ASTM-D4485-2007. (See Tables 6-8.)[22] The API Lubricants committee endorsed the category as API CJ-4 with an API license as of October 15, 2006.

API CJ-4 User Language and Its Application

API Service Category CJ-4 describes oils for use in high-speed four-stroke cycle diesel engines designed to meet 2007 model year on-highway exhaust emission standards as well as for previous model years. These oils are compounded for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or oil drain interval.

These oils are especially effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are

18

CI-4PLUS

10.710.7

6.06.05.05.0

5.05.0

4.04.0

2.02.0

.2.2

1.21.2

CJ-4

CG-4CF-4

CE

CH-4

CI-4CI-4PLUS

CJ-4

CG-4CF-4

CE

CH-4

CI-4

12

10

8

6

4

2

0

.010.1

0.25

0.62010

2007

2002

1998

2003

2000

1994

19911990

1988

CJ-4

CI-4PLUS

CI-4

CH-4

CG-4

CF-4

CE

500-5,000 ppm

500 ppm max

15 ppm max

Particulate, g/BHP-Hr

NO

x, g/B

HP

-Hr

.2

1.2

2.0

4.0

5.0

6.0

10.7

5.0

Diesel Fuel Sulfur

LubricationMagazine

The Detroit Diesel specification DDC 93K218 and Cummins 20081 specify that only ULSD at 15 ppm maximum can be used with these specifications.

Also, DDC 93K218 added the OM441LA engine tests, at page 228.3 quality level to its specification and Volvo VDS-4 adds the Volvo D12D engine test to its specification.

Conclusions

In previous oil category developments, the primary need was to focus on providing engine durability. This has been successfully achieved since 1988 when diesel emission controls for both particulate and NOx were first imposed. These were implemented by frequent improvements in oil quality through the oil categories CE, CF-4, CG-4, CH-4, and CI-4 and CI-4 PLUS.[9-12]

In order to meet the U.S. EPA’s 2007 particulate standards, these on-highway diesel vehicles will employ exhaust DPFs for the first time, and consequently, both

engine durability and DPF service life became design targets for the new oil category — API CJ-4. In order to limit the lubricant incombustible material collected in the DPF and provide compatibility with the oxidation catalysts, API CJ-4 limits the fresh oil’s sulfated ash to 1.0%, the phosphorus to 0.12%, sulfur to 0.4%, and volatility to 13%.

API CJ-4 was developed to provide engine durability for both new 2007 and pre-2007 engines within the chemical limits below. (Figure 25) This oil category includes nine fired engine tests and six bench tests. The new multi-cylinder tests in the category include Caterpillar ACERT C13, Cummins ISB, Cummins ISM, Mack T-12, and Mack T-11, which cover oil consumption, piston deposits, ring-liner-bearing wear, valve train wear, soot dispersancy, oil oxidation, and viscosity shear. These tests are juxtaposed on existing tests selected from API CI-4 category. It is the most robust API oil category ever developed in the U.S.

Figure 25. An average of three years between oil category upgrades, EPA’s on-highway diesel emissions standards, and fuel sulfur reductions

19

API

Service CJ-4

GM 6.5LCummins

ISM*500 ppm

*500 ppm

*500 ppm

*500 ppm

*500 ppm *15 ppm

*15 ppm

*15 ppm

*15 ppmMack T-12

Cat C13

Cummins ISB

Gasoline IIIF/G

Mack T-11

Navistar 7.3L

Cat 1N

* Fuel Sulfur for Backward Compatibility

SAE15W-40

LubricationMagazine

API CJ-4 is the latest in a series of seven API categories developed since 1988, each of which significantly improved the quality and performance of diesel engine oil. API CJ-4 became a licensed product in October 2006. Categories have been adopted on an average of every three years. (Figures 25-26)

References

J. A. Mc Geehan, “Diesel Engines 1. Have a Future and That Future is Clean,” SAE Paper 2004-01-1956 (2004).

J. A. Mc Geehan, S. W. Yeh, M. Couch, 2. A. Hinz, B. Ottherholm, A. Walker, and P. Blakeman, “On The Road to 2010 Emissions: Field Test Results and Analysis With DPF-SCR System and Ultra-Low Sulfur Diesel Fuel,” SAE Paper 2005-01-3716 (2005).

S. J. Charlton, “Developing Diesel 3. Engines to Meet Ultra-Low Emission Standards,” SAE Paper 2005-01-3628 (2005).

A. Hertzberg, W. Moehrmann, 4. S. Mueller-Lunz, N. Pelz, G. Wenninger, W. H. Buck, W. A. Givens, A. Jackson,

Figure 26. Nine engine tests in API CJ-4

and A. Kaldor, “Evaluation of Lubricants Compatibility With Diesel After-treatment Devices,” Tribology and Lubrication Engineering, 14th International Colloquium Tribology, (January 13-15, 2005).

M. Barris, S. Reinhart, and 5. F. Washliquist, “The Influence of Lubricating Oil and Diesel Fuel on Ash Accumulation in an Exhaust Particulate Trap,” SAE Paper 910131 (1991).

J. A. Mc Geehan, B. J. Fontana, and 6. J. D. Kramer, “The Effect of Piston Temperatures and Fuel Sulfur on Diesel Engine Piston Deposits,” SAE Paper SAE 821216 (1982).

J. A. Mc Geehan, “Effect of Piston 7. Deposits, Fuel Sulfur, and Lubricants. Viscosity on Diesel Engine Oil Consumption and Cylinder Bore Polishing,” SAE Paper 831721 (1983).

J. A. Mc Geehan, W. Alexander, 8. J. N. Ziemer, S. H. Roby and J. P. Graham, “The Pivotal Role of Crankcase Oil in Preventing Soot Wear and Extending Filter Life in Low Emission Diesel Engine,” SAE Paper 1999-01-1525 (1999).

J A Mc Geehan et al., “API CJ-4: Diesel 9. Oil Category for Pre-2007 Engines and New Low Emission Engines Using Cooled Exhaust Gas Recirculation and Diesel Particulate Filters”. SAE paper 2007-01-1966, (2007).

J. A. Mc Geehan et al., “The First Oil 10. Category for Diesel Engines Using Cooled Exhaust Gas Recirculation,” SAE Paper 2002-01-1673 (2002).

J. A. Mc Geehan et al., “New Diesel 11. Engine Oil Category for 1998,” SAE Paper 981371 (1998).

J. A. Mc Geehan et al., “The World’s 12. First Diesel Engine Oil Category for Use With Low-Sulfur Fuel: API CG-4,” SAE Paper 941939, (1994).

20

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