0W20 In Heavy Duty Diesels?
Could be interesting. http://www.lngpublishing.com/LNGmagE...G_july2008.pdf
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I wouldn't do it.
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The 0w-20 oil increased FE by about 1% over 15w-40 weight oil and did cause increased engine wear but increased wear was within spec.
5w-xx is as low as im going to go, I barely get 10psi with the engine warmed up. From the article...... Fuel economy has become a priority for the auto industry, and viscosity a popular tool as engine oil formulators try to do their part. Most passenger cars ran on SAE 10W-30 or 10W-40 oils in the past, but 5W-30 and 5W-20 products were introduced in recent years and are gaining popularity. Today a few carmakers even recommend 0W multigrade oils for their newest cars. The trucking industry also wants to get more kilometers per liter of fuel, but viscosity of heavy-duty diesel engine oils has changed relatively little over the years. Traditionally 15W-40 oils were most popular, and they continue to be the dominant grade. Truck manufacturers have shown less interest in thinner oils for fear that they would compromise engine protection. To many in the industry, the idea of a 0W heavy-duty diesel oil seemed far-fetched. But lubricant additive supplier Infineum announced earlier this year that it has created just that, cooperating with automaker Iveco and lube manufacturer Petronas Lubricants International (formerly FL Selenia) to develop a 0W-20 diesel oil for Iveco trucks. The new fluid reportedly raises fuel economy by nearly 1 percent compared to conventional diesel oils, an improvement that could save fleet operators ¤ 600 per truck in annual fuel expenditures at today’s prices. As the companies emphasized, the oil in question has only been demonstrated to perform in certain Iveco diesel engines. Lowering viscosity usually raises the possibility of setbacks in antiwear protection. Nevertheless, with so much focus on cutting fuel consumption, it seems likely that this development will spur investigation into the possibility of using 0W oils in other heavyduty trucks. Thin is In There is much desire in the trucking industry for lower-viscosity engine oils. Thinner oils cause less resistance in engines and therefore oΔer the possibility of improved fuel economy. Better fuel economy helps meet two pressing needs. First, it low lowers fuel expenditures, which have become a bigger burden to fleet operators the past few years. In addition, because generation of air pollutants is directly tied to fuel consumption, using less fuel helps truck manufacturers meet emissions regulations, which have become increasingly stringent the past two decades. But lower-viscosity oils also have a drawback. Thicker oils generally create a thicker film between metal surfaces, providing greater protection against wear. Conversely, thinner oils potentially extend less of this protection, all other factors being the same. This drawback is especially pertinent in view of another trend in the trucking industry. Manufacturers have steadily increased engine power in recent years, mainly to make them more adept for increasingly congested roads. Tra√c volume is growing continuously in cities and on highways around large cities and industrial areas. Motorists nowadays must stop and accelerate much more than in the past, and truck drivers need better acceleration to keep up with the flow. Heavy-duty engines typically have 430 hp now, and engines with 480 hp are becoming more common. Some engines sport as much as 600 hp. More powerful engines generate greater torques, more pressure and higher temperatures, in turn raising demands for engine oil performance. Antiwear protection is one parameter that needs improving – others include antioxidancy and high-temperature performance – and this presents more of a challenge when oil viscosity decreases. Using Less Fuel Iveco, the truck-building arm of Italian automaker Fiat, has a history of being in the forefront of eΔorts to improve fuel economy, both by engine design and by moving to lower viscosity engine oils As Infineum’s Ian Field noted during a January presentation at the 16th Tribology Colloquium, held at the Technische Akademie Esslingen in Ostfildern, Germany, Iveco was the first to introduce a 5W-30 heavy-duty diesel oil as factory fill in 2002. That product was developed in cooperation with Infineum and Italian lubricant marketer FL Selenia, now Petronas Lubricants. Initially developed for trucks equipped with Iveco’s Cursor engine, the 5W-30 oil is now marketed under the Petronas brand name Urania FE. It was successful, according to Field and Rudolf Ellensohn, general manager of FTP Iveco Motorenforschung research and development center in Arbon, Switzerland, who was interviewed by Lubes’n’Greases. Compared to vehicles run on conventional Urania 15W-40 diesel oil, Urania FE improved fuel economy by 0.5 percent, they said. The alarming increase in fuel costs, along with stricter European requirements for the reduction of greenhouse gas emissions, pushed the trio of companies back into the laboratory in search of an oil that would enable even lower fuel consumption This time the result was the 0W-20 oil. Field, Infineum’s European liaison to the trucking industry, declined to disclose formulation details except to tell the TAE symposium that the 0W-20 version uses API Group IV and Group V base oils. He did speak at length about physical characteristics of the oil and results of tests conducted on it. The 0W-20 oil is substantially thinner, having a kinematic viscosity of 8.6 centiStokes at 100 degrees C, compared to 11 cSt for Urania FE 5W-30 and 13.5 cSt for Selenia’s 15W-40 oil, Urania LD5. The 0W-20 oil maintained the same viscosity after 30 shear stability test cycles, Field said, while the FE and LD5 oils thinned to 10.4 cSt and 12.5 cSt, respectively. Put to the Test(s) As expected, rig tests showed that friction decreased with viscosity; a sample 5W-30 oil achieved lower ratings than a 15W-40 oil both in the fluid film lubrication regime and the boundary lubrication regime, and the 0W-20 oil achieved still lower ratings. Field noted, however, that formulators were able to significantly reduce the 5W-30 oil’s coe√cients of friction in the boundary regime – where the lubricant film no longer prevents metal surfaces from coming into contact – by optimizing the lubricant additive system. Presumably, similar improvements could be achieved in the 0W-20 oil. Technicians performed parallel sets of three tests – for long-term durability, thermal shock and rated power – using Cursor engines running on the 0W-20 and 5W-30 oils. Afterward, the engines run on 0W-20 showed comparable wear to the 5W-30 oil on key components such as crankshaft bearings, conrod bearings, pistons, piston rings and cylinder liners, Field said. The engine tests did reveal slightly increased wear on some components in the valvetrain – exhaust rocker arm bearings, injector rocker arm bearings, camshaft bearings in the cylinder head – but still well within the normal acceptable limits. All the testing was carried out in standard unmodified engines, showing that good engine design enables the use of very low viscosity lubricants. Finally, Iveco and Petronas Lubricants conducted three sets of field trials. The first was on three trucks equipped with Iveco’s Cursor 10 engine driven in cities and on highways in Switzerland and Germany. The second involved five trucks with Cursor 13 engines driven in mixed regimes in Germany. Comparable tests were run at the same time on vehicles filled with Urania FE. The third set of tests was conducted on four trucks with Euro IV Cursor 13 engines operated on Italian motorways. At the time of Field’s presentation, trials had passed 150,000 kilometers and were continuing. To date, the oils stood up well. “The viscosity performance at both 40 degrees C and 100 degrees C remains stable,” Field said. “There was no indication of fuel dilution, no increase in viscosity through oxidation and no issues concerning soot-handling performance.” Oil analysis indicated that the engines were standing up, too. Analyses for all wear metals were within acceptable ranges and comparable to those obtained using the 5W-30 oil. Maintaining 150,000-kilometer drain intervals is nearly Continued on pg 22..... Yeah I read the entire article and what was on pg 22. |
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That's how I understand it.
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15w or 10w or 5w or 0w....is flexible depending on climate...the ending part not so much for me. I absolutely wouldn't suggest any lighter than an HD 5w30 or 0w30 oil made for diesels like Rotella. With the huge compression diesels low lubricity diesel fuels produced today, the lowest I would go is 40wt. (ie 0w40, 5w40, 15w40). There is little to no fuel gain to be had running any lighter and lots of engine wear at risk.
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For 2013 Cummins is saying that 5W30 is ok in heavy duty truck engines. I think they are coming factory filled with 10W40 instead of the usual 15W40. However, talk to anyone at a Cummins dealer and they will tell you that 5W30 is wonderful until you find your engine worn out in 2/3 the time as normal. |
Volkwagen diesels eat camshafts with 30 weight oil, absolutely NO WAY would I put a 20 weight oil in my diesel, that is asking for trouble. I use nothing but 0W-40 or 5W-40.
Aren't diesels efficient enough? |
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