{"id":10968,"date":"2021-05-03T17:25:55","date_gmt":"2021-05-03T15:25:55","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=10968"},"modified":"2021-05-03T17:26:29","modified_gmt":"2021-05-03T15:26:29","slug":"engine-oil-3","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2021\/05\/03\/engine-oil-3\/","title":{"rendered":"Keys to successful engine oil management"},"content":{"rendered":"
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For the past several years, commercial truck engines have been engineered for optimum efficiency, resulting in tighter tolerances and higher operating temperatures. New, lower-viscosity engine oils are a perfect match to help optimize this efficiency. The challenge for fleets, particularly mixed fleets with older vehicles, is determining when these next-generation oils can be used.<\/span><\/p>\n

American Petroleum Institute (API) CK-4 engine oils first became available in 2017. Compared to their predecessor (CJ-4), CK-4 oils provide improved shear stability, oxidation resistance, and aeration control. Also introduced in 2017, FA-4 oils provide the same benefits, in addition to significant improvements in fuel economy. While a low-viscosity, fuel-saving FA-4 oil may sound ideal, it is not recommended for all engines.<\/span><\/p>\n

\u201cFA-4 was rolled out in 2017,\u201d says Barry Mandelbaum, lubricants engineer for Phillips 66 Lubricants. \u201cMost OEMs are going to at least provide for the use of an FA-4 oil on their newer vehicles. If a fleet is looking to transition to an FA-4, a good starting point is to look at how many of its vehicles are 2017 and newer. The more FA-4 oil the fleet can consume, the more it makes sense to move in that direction.\u201d<\/span><\/p>\n

At the same time, a fleet comprising a comparable mix of newer and older vehicles could face some challenges. \u201cIf the fleet wanted to use FA-4 in its newer vehicles, but its older vehicles couldn\u2019t accept it, the fleet would face the prospect of having to inventory two different oils,\u201d Mandelbaum points out. \u201cMost fleets prefer to inventory a single engine oil because it\u2019s a lot easier to manage.\u201d<\/span><\/p>\n

Even if the transition to an FA-4 is a bit of a stretch for the time being, a fleet could still consider the use of a lower-viscosity CK-4. Fleets should consult their oil suppliers to help identify products that align with their specific needs and business objectives.<\/span><\/p>\n

The trend toward lower viscosity<\/span><\/h3>\n

FA-4 is a lower-viscosity oil, generally a 10W-30. According to Dan Arcy, OEM technology manager at Shell Lubricants, new heavy duty trucks are now filled with 10W-30 at the factory, and 10W-30 is gaining popularity as the preferred viscosity for fleets. \u201cWe\u2019ve essentially gone from a heavier, more viscous product to a thinner product,\u201d Arcy says. \u201cThe great thing is that there has been no compromise in durability.\u201d<\/span><\/p>\n

James Booth, commercial sector manager at Chevron, agrees. \u201c10W-30 has represented 100 percent of the U.S. HD OEM factory fill viscosity of choice since 2012, and we see it representing approximately 60 percent for large fleets. However, 15W-40 remains the dominant viscosity grade in the market,\u201d Booth says.<\/span><\/p>\n

Paul Cigala, CVL applications engineer for ExxonMobil Fuels and Lubricants, offers an explanation as to why.<\/span><\/p>\n

\u201cIt\u2019s kind of scary to say in the year 2020, but 15W-40 still dominates the market for heavy duty truck engines,\u201d Cigala says. \u201cThat\u2019s really around the mindset of, \u2018My great-grandfather used 15W-40 and never had any problems, so don\u2019t fix it if it isn\u2019t broken.\u2019\u201d<\/span><\/p>\n

The problem with that line of thinking is that innovation and continuous improvement cannot be embraced. There are some impactful benefits of switching to a low-viscosity oil when practical.<\/span><\/p>\n

\u201cToday\u2019s new engines are really built around low viscosity, and low viscosity equates to [improved] fuel economy,\u201d Cigala says. \u201cThat\u2019s why we are starting to see a shift, especially among the larger fleets.\u201d<\/span><\/p>\n

According to Cigala, it has become clear that switching from a 15W-40 to a 10W-30 will result in a 1 to 1.5 percent improvement in fuel economy. Then, going from a CK-4 10W-30 to an FA-4 10W-30 will result in another 0.5 to 1 percent improvement.<\/span><\/p>\n

The question for a mixed fleet is: When am I able to leverage these newer, lower-viscosity engine oil formulations?<\/span><\/p>\n

CK-4 oils are designed to be backwards-compatible, meaning they can safely be used in older engines. FA-4 oils, on the other hand, have limited backwards compatibility. That is why FA-4 oils haven\u2019t gained the kind of traction the oil suppliers and truck OEMs had anticipated.<\/span><\/p>\n

\u201cDetroit Diesel has been one of the early adopters of FA-4 oils,\u201d Cigala points out. \u201cThey actually factory fill with FA-4. If you happen to be a fleet with a lot of DD Series engines, you\u2019re in that sweet spot that can take advantage of an FA-4 oil right now.\u201d<\/span><\/p>\n

On the other hand, if you happen to be a mixed fleet with several older vehicles, the concept of backwards compatibility can be a major obstacle. Additionally, auxiliary power unit (APU) and reefer manufacturers have yet to offer approval or guidance around the use of FA-4 oils.<\/span><\/p>\n

Tips on transitioning to newer oils<\/span><\/h3>\n

There is a new Technology & Maintenance Council (TMC) Recommended Practice (RP) in development to help fleets transition to new, lower-viscosity oils. Cigala is helping lead that effort. If all goes according to schedule, it should be published in fall 2021.<\/span><\/p>\n

A primary objective of this new RP is to help fleets understand which types of engine oils can be used in which makes and models. It\u2019s also important for mixed fleets to understand which oils can be used in certain types of engines.<\/span><\/p>\n

\u201cLegislation, incentives, and fuel prices have driven the industry to seek alternative fuels, resulting in an upturn in mixed fleet operations that include diesel, gasoline, and natural gas engines,\u201d says Darryl Purificati, OEM technical liaison at Petro-Canada Lubricants. \u201cThe variation in fuel types makes maintenance more complex for technicians, and generally means that the workshop must stock a variety of lubricants to cater to each type of engine.\u201d<\/span><\/p>\n

Fortunately, some lubricant manufacturers have been developing products that address this challenge.<\/span><\/p>\n

Petro-Canada\u2019s Duron Geo LD is specially formulated for the high combustion temperatures in natural gas engines. Offered as either a 15W-40 or 10W-30, this oil is also ideal for heavy duty diesel and gas engines.<\/span><\/p>\n

Shell\u2019s Rotella T4 NG Plus 15W-40 is specially formulated for diesel, gasoline, and natural gas engines. Although it isn\u2019t a low-viscosity oil, Arcy says this product still helps a fleet consolidate the number of oils it needs in its shop to service a wide range of engine types.<\/span><\/p>\n

Fleets need to be particularly vigilant with any oil they are choosing for natural gas engines. As Chevron\u2019s Booth points out, API has not set an engine oil specification for LPG\/CNG oils to the extent it has for diesel and gas engines. \u201cThat is why Cummins\u2019 specifications are largely followed, due to Cummins\u2019 significant market share,\u201d Booth says.<\/span><\/p>\n

\u201cCummins is the dominant natural gas engine manufacturer for on-highway trucks,\u201d Arcy adds. \u201cCummins specifies CES 20092 for its natural gas engines. It is imperative to use an oil that meets that specification in order to achieve proper protection and maximum oil drain interval.\u201d<\/span><\/p>\n

While some fleets service a wide mix of makes, models, and engine types, other fleets see less diversity in the bay. When that is the case, and the majority of trucks are no more than a few years old, Arcy is inclined to steer a fleet toward an FA-4 10W-30 for the fuel economy gains.<\/span><\/p>\n

Petro-Canada\u2019s Purificati says fleets should also consider lubricant type. \u201cOffering better stability than non-synthetic oils, full synthetic and synthetic blend engine oils benefit from improved performance in varied weather conditions,\u201d Purificati says. \u201cFully synthetic engine oils take advantage of specialized base oils to provide enhanced properties and longer life.\u201d<\/span><\/p>\n

The bottom line is that choosing the right oil depends on the complexion of the fleet, as well as the maintenance operation\u2019s willingness to manage multiple engine oils in its shop.<\/span><\/p>\n

\u201cThe most important thing is to understand the vehicles in the fleet, as well as their applications,\u201d says Karin Haumann, product applications specialist for heavy duty engine oils at Shell Lubricants. \u201cThen a fleet can work with its oil supplier to identify products that meet the least common denominator to reduce the number of oils that need to be inventoried.\u201d<\/span><\/p>\n

As appealing as simplicity is, the financial benefits of improved fuel economy may incentivize some fleets to begin transitioning to FA-4 sooner than later. Furthermore, the natural lifecycle of a commercial vehicle will cause the complexion of the typical mixed fleet to change over the next several years.<\/span><\/p>\n

\u201cAs older engines transition out of fleets and are replaced by new engines, FA-4 oils will naturally become adopted,\u201d Phillips 66\u2019s Mandelbaum says. \u201cBut I think it\u2019s going to happen slowly. As long as there is a high proportion of engines in operation that require the backwards compatibility of a CK-4 product, the logistical complications of having to manage two different oils will persist.<\/span><\/p>\n

\u201cThe reality is that some OEMs have concerns about engine durability, which is why FA-4 has not been fully embraced yet,\u201d Mandelbaum continues. \u201cPhillips 66 has tried to split the difference by offering extended warranty support in some OEM engines that do not specify an FA-4 oil.\u201d<\/span><\/p>\n

Guardol FE 10W-30 with Liquid Titanium is an FA-4 oil. Phillips 66 has decided to extend its product quality guarantee to late-model vehicles: 2010 and newer Detroit Diesel engines, as well as 2014 and newer Cummins, PACCAR, Navistar, and Volvo\/Mack engines.<\/span><\/p>\n

Mandelbaum says Phillips 66 asks its fleet customers to provide a list of the makes and models its shop is servicing. \u201cFrom there we can map out which vehicles can accept FA-4, and which can accept our Guardol FE with extended warranty,\u201d Mandelbaum relates. \u201cIn some instances, we\u2019ve been able to cover the majority of a fleet with FA-4.<\/span><\/p>\n

\u201cIt also depends on the size of the fleet,\u201d Mandelbaum continues. \u201cIf the fleet has numerous bays with tanks and hose reels and meters, investing in a second oil can be significant. There is also the challenge of making sure the correct oil is getting in a given engine. That is why shop organization is also key. You could have a very small shop where limited investment would be necessary to bring in a second oil. But if the shop isn\u2019t very disciplined in how it handles its maintenance with documentation and labeling, that\u2019s a major obstacle.\u201d<\/span><\/p>\n

Oil management best practices for the shop<\/span><\/h3>\n

The TMC RP under development aims to help fleets go through the thought process of how to effectively transition to FA-4 oil. If a fleet walks through the decision tree and concludes that it is time to begin transitioning to FA-4, the TMC RP provides guidance on implementation. \u201cHere we talk about labeling, training, and working with oil suppliers to make sure everybody is on the same page,\u201d ExxonMobil\u2019s Cigala says.<\/span><\/p>\n

Everything starts with training. Cigala says a typical \u201ctoolbox meeting\u201d is an ideal venue. The fleet manager can make it clear to every technician that the transition is underway, along with the steps being taken to ensure a successful implementation. It may be possible to designate a single bay or two for vehicles capable of accepting an FA-4 engine oil. If FA-4 will be utilized throughout the shop, it\u2019s important to label all tanks, dispensers, and hose reels.<\/span><\/p>\n

Fleets should spend time thinking about oil storage. As Petro-Canada\u2019s Purificati points out, adding a couple new engine oils to the shop could simply be a matter of adding them onto the existing lubricant shelving unit. \u201cBut doing that increases the risk of using the wrong product. The storage layout should be optimized, and a clear color-coded labeling system should be implemented,\u201d Purificati recommends.<\/span><\/p>\n

Cigala also recommends that color-coding can be a helpful approach. \u201cA fleet may even want to add color-coded labels on truck dashboards or door jams, or maybe even tags on a dipstick or oil fill so it\u2019s easy for a technician to know what a given truck and engine need,\u201d he says.<\/span><\/p>\n

Don\u2019t forget about training drivers. As Cigala points out, drivers need to know which oil they are supposed to be using for top-offs. \u201cA fleet may even want to put a container of oil in the truck to take the thinking out of it and avoid potential cross-contamination,\u201d Cigala adds.<\/span><\/p>\n

If a fleet decides that it would like to transition oils, the steps taken in preparation are very important.<\/span><\/p>\n

\u201cIt is ideal for a fleet to draw down the tank and clean ahead of the product transition,\u201d Chevron\u2019s Booth says. \u201cAt the very least, a fleet should draw down to 10 percent or below heel before transitioning to a new product. Another best practice is to have the lubricant supplier conduct a compatibility check.\u201d<\/span><\/p>\n

Since FA-4 is still relatively new with limited applicability, availability is still a bit spotty. However, as fleets continue to age and cycle out older trucks, FA-4 supply and demand will naturally grow. \u201cAs more of the larger fleets begin to adopt FA-4 oils, we\u2019ll start to see more availability,\u201d Cigala says. \u201cThe other big key is when APU and reefer manufacturers decide to allow the use of FA-4 oils. Fleets want as few oils in the shop as possible.\u201d<\/span><\/p>\n

\u201cThe trend in the industry is toward higher-performance, more fuel-efficient engines \u2013 and that is not going away,\u201d Phillips 66\u2019s Mandelbaum reminds. \u201cThe appetite for FA-4 oils is only going to grow. To whatever extent a fleet can benefit from that, which from a fuel economy standpoint could be as much as 3 percent, I believe it is worthwhile to do so.\u201d<\/span><\/p>\n<\/div>\n

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Four questions to ask when choosing an oil for your shop<\/span><\/h3>\n
The first step is identifying the specifications of engine oil required for the fleet.<\/span><\/h6>\n

When choosing the best engine oil for a fleet maintenance shop, the first step is identifying the specifications required by the OEMs within the fleet. Then a fleet should identify the dominant performance characteristic that is aligned with its business goal. For instance:<\/span><\/p>\n