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Engine testing and rating

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Agenda

• Why do we run engine tests?

• How are engine tests developed and run?
• How are engines rated?
• Some examples

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Why run engine tests?

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Why run engine tests?

• To ensure an oil reaches a particular performance level
• To ensure the oil will perform well in the field and prevent field failures
– Engine tests are typically designed to run at more severe conditions to
ensure robustness in the field
• A more realistic/practical alternative to field testing

Bench tests Rig simulations Engine tests Fields trials Application

Diminishing ability to demonstrate REAL performance

Increasing cost and time to develop/acquire data

Industry or OEM specification

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Why run engine tests?

• To verify engine durability while developing new additives and formulations
in response to industry drivers:
– Primarily environmental legislation
• Fuel economy
• Low sulphated ash, phosphorus and sulphur (SAPS) for
compatibility with exhaust after treatment
– ACEA E6
• Exhaust gas recirculation leading to high soot loadings
– API CJ-4
• In response to a problem experienced in the field
• Introduction of new engine technology

Industry or OEM specification

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What is tested?
• Wear
– Camshafts and tappets
– Journal bearings
– Piston rings and cylinder liners

Camshafts and tappets Journal Bearings Bore polish

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What is tested?
• Cleanliness
– Piston deposits
– Turbocharger deposits
– Sludge deposits

Piston Lands

Piston Grooves
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What is tested?
• Corrosion control
– Bearings
– Piston rings
– Oil coolers
Bearings

Oil coolers

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What is tested?
• Oil chemistry and viscometrics
– KV100 viscosity
• Control of oil thickening
• Control viscosity loss due to shearing or fuel dilution
– TBN
• To control acids
– Metal analysis
• Lead, iron, tin, aluminium, chromium
– Indicates wear and corrosion
• Calcium, magnesium, zinc, phosphorous, boron
– To check additive chemistry
– Soot
• To check control of soot induced oil thickening

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What is tested?
• Fuel economy
- Detect effects of
lubricants on the fuel
economy
- Typical FE improvements
can range from 0.2 % to
3.0%

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Developing an Engine Test

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Developing an Engine Test

• Two requirements for an engine test

– Test method
• Definition of test engine
• Definition of test procedure
• Definition of critical engine components
• Definition of fuel
– Test limits
• Test limits will come from an industry and/or OEM oil
specification

• Two targets for developing an Engine Test

– Discrimination
– Consistency

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Developing an Engine Test – Test Method

• Industry body such as ACEA or an individual OEM decides that a particular
aspect of oil performance needs to be tested
• Engine test method is developed
– by the industry
• CEC, ASTM
– by the OEM
• Test development is done by collaboration of OEM, oil marketers, additive
companies and test labs
• Same engine test can be used for both industry and OEM specifications

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Developing an Engine Test – Test Method

• Test Engine
– Known to severely test a particular aspect of oil performance
– New engine model/technology (older model test engines may be
carried over into new specifications)
– Has shown a problem in the field due to oil performance

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Developing an Engine Test – Test Method

• Test conditions
– Chosen to stress the engine and oil
– Examples

Running condition change Parameter affected

High power and high torque for long Oil oxidation, ability to provide long drain
periods interval
Stop/start Wear

High EGR Oil degradation, nitration, soot formation

Overfuelling, timing changes Soot formation

Sludge formation, acid attack etc.
Special fuel
depending on fuel type
Large ring and liner clearances to
Oil degradation, piston deposits
increase blow by

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Developing an Engine Test – Test Method

• Running conditions for Fuel Economy
– Chosen to mimic real world duty
– World Harmonised Transient Cycle

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Developing an Engine Test – Test Method

• Tests are run in special engine test facilities
– Independent test labs
• E.g. ISP, APL, Intertek, Southwest Research Institute
– Oil marketers
– Additive companies

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Developing an Engine Test – Test Method

• Engines usually connected to dynamometers so they can be loaded
• Controlled reference fuels used
• Various inputs can be controlled if necessary
– E.g. OM501LA Fuel Economy test requires intake air temperature and
humidity and fuel temperature to be controlled

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Developing an Engine Test – Test Method

OM646LA

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Developing an Engine Test – Test Method

Mack T-8

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Developing an Engine Test – Test Method

• Tests are monitored to check they are operating correctly
– CEC Test Monitoring Group (TMG)
– ASTM surveillance panel
– Individual OEM
• Tests monitored by running reference oils regularly
– Results must be within defined control limits
– If outside the limits the test stand must be brought back to standard
before further testing (CEC approach)
– Alternative ASTM approach when test trend is away from target result
is to apply correction factors

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Developing an Engine Test – Test Method

• Determined by the organisation responsible for a particular specification
– same engine test is often used with different limits for more than one
oil specification
• VW TDi ACEA A3/B3 and A3/B4
• Daimler engine tests within the Daimler specifications
• Limits can be absolute or related to reference oil performance
– High reference
• Oil known to give good performance
– Low reference
• Oil known to show problems in the test

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How are engines rated?

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How are engines rated? – Test Measurements

• Quantitative
– Wear
• Size change (in microns)
• Weight loss (in mg)
• Increase in oil metal levels (ppm)
• Oil consumption
– Secondary indicators
– Oil viscosity change
• Kv100 (cSt)
– TBN
• Electrochemical titration
– Fuel economy
• Weight of fuel used

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How are engines rated? – Test Measurements

• Qualitative
– Engine deposits and engine sludge
• Severity of rating can depend on amount, type and position
– Can’t be measured quantitatively and requires visual rating based on a
set methodology, training and judgement
– Rating usually expressed as a merit or de-merit figure

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How are engines rated? - Rating

• Rating technicians use a rating system approved by the testing
organisation
• Rating technicians regularly attend ratings workshops to make sure ratings
are done consistently across the industry
• Different rating systems
– DIN 51361
• Method of visual rating of piston cleanliness

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How are engines rated? - Rating

Rating Aids

CRC Manual 14 – CRC Rust / Varnish / Lacquer CRC Manual 12 – Sludge Deposit Scale
Rating Scale for Non-Rubbing Parts

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How are engines rated? – Rating

• Sometimes quantitative measurements are combined with qualitative merit
figures
– Mack T-12
• Wear, metal level and oil consumption measurements are
converted into merit figures which are then summed to give a final
merit rating

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Examples
• Daimler OM501LA
• Mack T-12
• Sequence IIIG
• Daimler M271
• Daimler OM646LA

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Daimler OM501LA
• 11.9 liters V6 Euro V Diesel 350kW
• 300 hours alternating load
• Engine cleanliness
• Piston deposits
• Sludge
• Wear
• Bore polish
• Oil consumption
– For XW-30 oils bearing wear is measured and rated

• Used for MB HDD specs and ACEA E4 to E9

• This engine is also used for the OM501LA fuel economy test

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Daimler OM501LA
Pass- overall 36.81 merits Fail- overall 15.28 merits

Land 1

Groove 1

Land 2
Groove 2

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Mack T-12
• Mack E7 E-Tech 460 with EGR rated • Used oil analysis includes:
at 460 bhp 300-hrs • Oxidation
– The first 100 hours are at rated • Viscosity at 100°C
speed and power to generate soot • Soot
– Last 200 hours, the engine is • Total base number
over-fuelled at peak torque to (TBN)
maximize the wear rates on the
rings and liners. • Total acid number (TAN)
• Evaluates • Lead content
– Piston ring and liner wear • Fourier Transform
• Top ring weight loss Infrared spectroscopy
(FTIR) oxidation
• Cylinder liner wear • Used for API CJ-4, ACEA E9
• Oil consumption and Mack EO-O+ specs
– Lead bearing corrosion
• Oil lead level

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Mack T-12

Mack T-12 Lead Non Corrected Mack T-12 TBN and TAN

40 12.00

10.00
30
8.00

mg KOH/g
p pm

20 6.00

4.00
10
2.00

0 0.00
0 50 100 150 200 250 300 0 50 100 150 200 250 300
Hours Hours

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Sequence IIIG
• 3.8 litre GM V6 fuel injected gasoline engine
• 100 hours high power and speed
• Evaluates
– Oil thickening
• KV100 viscosity increase
– Cleanliness
• Piston deposits
– Wear
• Cam lifter wear
• Oil consumption
• Used for API SM / ILSAC GF-4 and API SN / ILSAC GF-5

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Sequence IIIG

Sequence IIIG Viscosity Increase

160

140

120

100
mg KOH/g

80

60

40
& Viscosity Increase
20 Limit

0
0 20 40 60 80 100

Hours

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Daimler M271 sludge

• M271 E-18ML gasoline engine
– Straight-4 cylinder 1.8 litre 16 valve supercharged / intercooled engine
with DOHC and variable valve timing.
– 250 hrs test duration
• The M271SL test uses special fuel to aid in sludge generation

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Daimler M271 sludge

Rocker cover

9.38 merits 5.08 merits

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Daimler M271 sludge

Oil pan

9.18 merits 4.01 merits

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Daimler OM646LA
• Inline 4-cylinder diesel
– 2148cc capacity
– 4 valves per cylinder, double overhead cams
– 300 hour test duration
– Evaluates
• Cam wear
• Piston cleanliness
• Also bore polish, tappet wear, liner wear and sludge are reported
• Used for ACEA (A/B, C and E) and Daimler PCMO and HD OEM
specifications

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Daimler OM646LA

Bore polish

0.42% 0.08%

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Summary
Well designed Engine tests are realistic and practical Oil performance demonstrator

Performance
OEMs
Environmental
Legislation
Specification
Additive Suppliers
Performance Bench Field
problem in field Tests Tests
Discriminating

Engine Oil Marketers

New Engine Tests
Consistent
technology
Test Labs
Durability

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