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F+L Week 2015 | 10-13 March 2015
andControl from theUniversity of Pune, India
in 2002 andM.S./PhD inMetallurgy /Materials
Science andEngineering from theUniversity of
Nevada Reno, U.S.A. in 2005 and 2008. In 2012
he earned a professional education certificate in
leadership fromMIT.
WorldwideTrends in
AutomotiveLubricants
Friday 13March 10:00 | 10:30
TINAP. DASBACH(PRESENTER)
InstituteofMaterials
JONATHANC. EVANSANDTHEODORE
W. SELBY
SavantGroup
In today’s societies around the globe, the ex-
pectations for the performance of automobiles
and the associatedmachinery continue to rise.
For example, crankcase engine oils are expect-
ed to demonstrate improved compatibility with
emission systems while offering better wear
protection in real world operating conditions.
The viscosity of engine oils is an important
attribute because it impacts engine lubricant
properties such as oil film thickness (critical for
protecting engine parts in high-temperature en-
vironments) and low-temperature pumpability
(required to protect engines during start-up and
operation in cold climates). The ability to tailor
lubricant viscosity is also imperative inmeeting
government-mandated fuel economy targets
as well as in reducing emission levels.
Over the last several years, there has been
an increase in the number of automobiles that
require lower viscosity, 0W-20weight synthetic
oils. While such low-viscosity oil had been
limited tomainly luxury and European cars just
a few years ago, Japanese automakers have
lead the initiative by requiring lower viscosity
oils in their moremainstreamand popular
cars. For example, the Subaru Impreza, Honda
CR-V and Toyota Camry all now specify 0W-20
viscosity grades. Lower viscosity oils, like 0W-
20, have less internal engine frictional losses, or
less drag on the crankshaft, pistons and valve
train, which in turn promotes increased fuel
economy. According to one report, one auto-
motive company claimed it had gained two
miles per gallon (mpg) in U.S. EPA fuel econo-
my ratings mainly by reducing the friction in the
engine and other components. Engineers have
worked hard to design these lower viscosity
oils to provide improvedwear protection and
fuel economy by utilising various performance
additives such as viscosity index improvers.
It is very difficult and costly to distinguish
the difference in engine oil quality except by
its positive or adverse effects on the engine.
The only other approach—and limited to
those who are technically experienced— is
through carefully run engine-simulating bench
tests. The Institute of Materials (IOM) has for
the last 30 years generated a yearly database
on hundreds of oils collected directly from the
worldmarket. This presentationwill focus on
recent studies of the variations found in some
of the important engine oil properties including
in the latest 0Woils.
After completing a bachelor’s
degree in chemistry, Tina
Dasbach, of the Institute of
Materials, attendedWayne State
Universitywhere she
completedher MS and PhD in chemical
engineering. Her research interests focusedon
polymer rheology andmolecular modeling.
While attendinggraduate school, she spent two
summers inGM’s Fuels and Lubricants
Researchgroup. After working at theDow
Chemical Company for more than 22 years in
various technical andmarketing roles, Tina
joined the Savant Group as the operations
manager for the Institute of Materials (IOM).
There she is responsible for managing the
activities to support the global oil collection and
publishingof the annual database.
TheInfluenceofOilViscosity,
Viscosity Index Improver
andTestingCycleType
ontheFuelEconomyofa
RepresentativeEuropean
PassengerVehicleEngine
Friday 13 March 11:00 | 11:30
PHIL HUTCHINSON
EvonikOil Additives
There is currently considerable attention
within the industry on the formulation and
definition of engine lubricating oil. This is
