ILMA Compoundings - October 2020 - 30

Figure 3. Relative PCMO Performance Comparison
Sources: Infineum, K & E Petroleum Consulting

LSPI
FE

Oxidation

Wear

Deposits

Aeration

Sludge
Volatility

SN PLUS-RC
GF-6
dexos1™

dexos1™ Gen 2
dexos1™ Gen 3

with dexos1 Generation 3. Other limits, including Noack
volatility and sulfated ash, will also be tightened.
Figure 3 provides an overview of the performance
differences between the former API SN PLUS RC (Resource
Conserving) and new ILSAC GF-6 specifications. Also
included are the original GM dexos1, the dexos1 Generation
2 and new dexos1 Generation 3 specifications, the latter representing the projection from Infineum and K&E Petroleum
Consulting, based on available industry information.
It is clear that the current GM dexos1 Generation 2
specification provides an optimized level of performance
in all key engine-related areas, including oxidation, wear,
sludge, deposits, aeration, LSPI, fuel economy and volatility.
The new dexos1 Generation 3 will further push the envelope
with improvements in most performance areas.
With the introduction of ILSAC GF-6 to the market and
the announcement of GM dexos1 Generation 3, speculation
has begun regarding ILSAC GF-7. Passenger car engine oil
performance specifications usually have a life span of three
to five years, so industry should expect another upgrade
before 2025. That said, the question will be the anticipated
areas of performance improvement. Figure 3 already shows
a performance gap between ILSAC GF-6 and GM dexos1
Generation 2, which will increase with the introduction of
dexos1 Generation 3. It would therefore not be surprising
if a future ILSAC GF-7 specification addresses such issues
as engine wear, deposits, sludge and LSPI to remain more
consistent with GM dexos1 Generation 2 or 3 performance.
Fuel economy will continue to see improvements with SAE

30

OCTOBER 2020

| COMPOUNDINGS | ILMA.ORG

"With the introduction of ILSAC
GF-6 to the market and the
announcement of GM dexos1
Generation 3, speculation has
begun regarding ILSAC GF-7."
0W-16 fluids becoming more prevalent in the market, with
perhaps the introduction of SAE 0W-12, as observed in Japan.
Aeration could become an improvement necessity, given
the large performance gap with GM dexos1 Generation 2
or 3, while the industry might finally see an improvement
in Noack volatility from its current level of 15 wt% toward
both European Automobile Manufacturers Association
standards (i.e., 13 wt% maximum) and dexos1 Generation 3
(i.e., 12.5 wt% maximum). All told, considerable improvement could be realized with the next industry performance
category, ILSAC GF-7.
Besides the current and anticipated changes to engine oil
performance, the e-mobility movement will create changes to
future driveline design and its lubrication. Presently, power
split transmissions are used with hybrids in which two electric
motors are enclosed within the transmission framework. One
of the electric motors performs as a starter generator, and the
second motor acts as a traction device to power the wheels.
This is very different from the traditional automatic or manual
transmission designs used for decades with the ICE.
The required fluid for a power split transmission is under
development and is expected to change from traditional
transmission fluids to a specialty fluid that operates both
as a lubricant and a coolant for the electric motor. For
battery-powered vehicles, the driveline lubricant will also
require rapid heat-removal capabilities, while providing a
high degree of thermal conductivity and specific heat.
In conclusion, 2020 will be remembered as the year of
change. Market fundamentals have changed due to the global
COVID-19 pandemic, including the work environment,
consumer driving patterns and, ultimately, lubricant demand.
New engine oil specifications have been introduced with ILSAC
GF-6 and API SP, with GM dexos1 Generation 3 announced
with development underway. E-mobility is becoming an industry presence that will impact both the design and lubrication of
the powertrain, including power sourcing and the driveline.
The future remains challenging for the lubricants industry.
That said, challenge will always provide opportunity, and it
will be interesting to follow the evolution of the automotive
lubricants industry over the next five-year period.
Henderson is president of K & E Petroleum Consulting LLC.


http://www.ILMA.ORG

ILMA Compoundings - October 2020

Table of Contents for the Digital Edition of ILMA Compoundings - October 2020

ILMA Compoundings - October 2020 - Cover1
ILMA Compoundings - October 2020 - Cover2
ILMA Compoundings - October 2020 - 1
ILMA Compoundings - October 2020 - 2
ILMA Compoundings - October 2020 - 3
ILMA Compoundings - October 2020 - 4
ILMA Compoundings - October 2020 - 5
ILMA Compoundings - October 2020 - 6
ILMA Compoundings - October 2020 - 7
ILMA Compoundings - October 2020 - 8
ILMA Compoundings - October 2020 - 9
ILMA Compoundings - October 2020 - 10
ILMA Compoundings - October 2020 - 11
ILMA Compoundings - October 2020 - 12
ILMA Compoundings - October 2020 - 13
ILMA Compoundings - October 2020 - 14
ILMA Compoundings - October 2020 - 15
ILMA Compoundings - October 2020 - 16
ILMA Compoundings - October 2020 - 17
ILMA Compoundings - October 2020 - 18
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