Page 16 - FLI 2013 - 4th Quarter

FUELS & LUBES INTERNATIONAL Quarter Four 2013 16
“I think this is the most extensive
test development effort ever at one
time since the inception of standard-
ized lubricant engine testing,” said
WilliamA. Buscher III, R&Dman-
ager at Southwest Research Institute
(SWRI) in San Antonio, Texas. The
independent testing lab’s fuels and
lubricants division is involved in
test development for both GF-6 and
PC-11.
A nearly 20-year veteran of pas-
senger car lube testing, Buscher is
overseeing test development for GF-6
at SWRI. In all, there are eight new
tests his section is working on. All
could impact GF-6.
The list includes a Chrysler-
sponsored oxidation and deposit test
designed to replace the IIIG test in
the current GF-5 specification. When
complete, the new test will be known
as IIIH. Automaker GM is sponsor-
ing the development of the VIE fuel
economy test. The OEM is also work-
ing on an oxidation test that may or
may not be in GF-6. It will definitely
be in the next generation of GM’s
dexos™ specification, Buscher said.
Ford is sponsoring the VH sludge
and varnish test, a timing chain wear
test, and the low speed pre-ignition
(LSPI) test. The last of the three is
designed to discriminate between
oils that help suppress low speed
pre-ignition and those that do not.
Although random and infrequent,
LSPI tends to happen at low speed
and high torque. It can lead to very
heavy knocking, which can cause
catastrophic damage in only a few
engine cycles. Low speed pre-ignition
is one of the biggest barriers to engine
downsizing and further fuel economy
improvements.
Of all of the tests under develop-
ment, LSPI represents the biggest risk
because it is an unknown, Buscher
said. “That’s something brand new
to us. That just got started earlier this
year, so it’s a good solid year behind
the other tests.”
Steve Haffner is the North Amer-
ican business manager for Infineum
USA, which is based in Linden, N.J.
The development of a successful LSPI
test is critical, he said. “We need this
test or you’ve got to wonder if we
need GF-6 at all.”
He added that it is difficult to
come up with tests in the best of
circumstances. In the case of LSPI,
the lack of known passing and failing
reference oils makes the task harder.
Taking into account the entire situa-
tion, the probability of a further delay
in GF-6 beyond the current release
date is high, he said.
Another test, the Sequence
IVB, which is sponsored by Toyota,
illustrates some of the problems test
developers face. The test is intended
to reveal valve train wear, which
carmakers strongly feel should be
evaluated. Maximizing wear protec-
tion is one of the reasons why lubes
have a specified minimum limit on
phosphorous and zinc, Buscher said.
The challenge is that OEMs have
done too good a job in eliminating
sources of wear. For instance, years
ago, valve trains featured a sliding
block technology, which relied heavily
on lubricants to decrease friction and
wear. The technology of choice then
shifted to one with parts that rolled
but did not slide across one another,
which reduced wear.
Eventually, another sliding valve
train approach became popular and
is in use today. However, the engines
that feature it, such as those from
Toyota, are very robust and show
little to no wear. Thus, the advance in
technology makes it difficult to detect
if the lubricant is suppressing this
独立实验室的燃料和润滑油部
参与了GF-6和PC-11的测试开发
工作。
Buscher有着近20年的乘
用车润滑油测试开发经验，他在
SWRI负责GF-6的开发工作。他
所领导的部门一共要开发八项新
的测试，都与GF-6有关。
这些测试包括由克来斯勒赞
助的，用于替代当前GF-5规格中
IIIG的氧化和沉积测试。这项测试
将被称作IIIH。通用汽车赞助的
VIE燃油经济性测试。它自己还在
开发一项氧化测试，可能不一定用
于GF-6，但一定会被包含在下一
代的通用汽车dexos™规格中。
福特赞助的VH油泥和漆膜
测试，定时链磨损测试，低速提前
点火（LSPI）测试。最后一项测试
旨在区分是否具备抑制低速下提
前点火的性能。LSPI的发生虽然
是随机的，且频率也不高，但通常
会在低速高扭矩的条件下发生。
这会导致严重的爆震，有可能会
在几个发动机周期内就导致灾难
性的破坏。LSPI是发动机缩小尺
寸、进一步提高燃油经济性的最
大障碍。
所有这些在开发的测试
中，LSPI的风险最大，因为它是一
种未知的情况，Buscher说。“这
对我们来说是一种全新的开发工
作。今年初才刚刚开始研究，因此
这方面的进展整整落后其他测试
一年的时间。”
Steve Haffner是常驻新泽
西Linden的润英联美国的北美业
务经理。他说，成功开发LSPI测试
非常关键。“我们需要这项测试，
否则是否需要GF-6就值得怀疑。”
他说，开发出最佳的测试非
常困难。对LSPI而言，缺乏用于
判断通过与否的参考油使这项
工作变得更加困难。考虑总体情
况，GF-6推迟的可能性非常高。
另一项测试，由丰田赞助的
程序IVB，，则反映了开发者所面
临的一些其他问题。该测试旨在
反映阀组的磨损，这是整车厂强
烈认为需要评估的一个方面。润
滑油之所以要对磷和锌的最低含
量进行规定，是为了在最大程度
上实现磨损保护，Buscher说。
但挑战是，整车在消除磨损
源方面已经做得非常出色。例
如，多年前，阀组就采用滑块技
术，需要极大地依靠润滑油来降
低摩擦和磨损。后来，技术选择转
向滚动的部件而不是滑动的部件
来降低磨损。
最终，另一种滑动阀组方式
成为主流，使用至今。但是采用这
种技术的发动机，如丰田，非常牢
固，几乎没有磨损。因此，技术发
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16
The survey revealed
variabilityamongdiesel
fuel comingdirectly from
plants in the country’s
northwest, east, north
andnortheast.
汽车专栏 A U T O M O T I V E C O L U M N
ቔᆀ : Hank Hogan
Chinesediesel fuel survey
showsvariances inquality
fromregiontoregion
ᇏݓ ҸႲטҰіૼ
۲ֹႲ௖ᇉਈ۲҂ཌྷ๝
For those interested in what’s going on in China,
Infineum has the answer—at least when it comes
to the state of diesel fuel. Late last year, the global
additive company collected 37 samples from
C ines refineries in four of the c u ry’s regions.
FUELS & LUBES INTERNATIONAL Quarter Two 2012
PHOTO:WWW.ARABIANBUSINESS.COM
ؓႿପུؓᇏݓ෮ؿള֥౦ঃႵྖ౿֥ದđ
೎ႇ৳ၘࣜሙС ݺਔճσiiᇀഒ൞Ⴕܱᇏݓ
ҸႲ֥౦ঃbಀ୍ພུൈީđᆃ ࡅಆ౯เ ࠴ࡆ
܄ඳᄝᇏݓඹ۱ֹ౵֥৿ӌ൬ࠢਔ 37ٺဢ௖b
Chrysler IIIH test stand
Ford LSPI
test stand