Dr. R.K.MalhotraDirector (R&D)

Transport51%

Industry14%

Commercial13%

Domestic18%

Agriculture4%

Utilization Share

Source : PetroFed

Most Important Sector

Fuel Quality and Vehicular Emission

Standards

Continuous Process

Vehicular Emissions include CO2 also – Direct relationship with Fuel Economy

Global Greenhouse Gas Emissions by Gas

Global Greenhouse Gas Emissions by Source

Reduction of CO2 emissions and improvement in Fuel Economy imperative in Transport Sector

Source: US EPA

50.4 MPG by 2025

US

Source: ICCT * Normalized to New European Driving cycle

Energy Conservation Act, 2001o Formation of BEE

Auto Fuel Policy, 2003o “ Declaration of Fuel Economy Standards by automobile manufacturers would be made

mandatory…” (pg. 7)o “Quality of liquid fuels would be progressively upgraded inline with vehicular emission

norms….” (pg.5)

Integrated Energy Policy , 2006o “… enforce truthful labelling on equipments… Enforce minimum fuel efficiency standards

for all vehicles…” (overview pg. xxi)

National Action Plan on Climate Change, 2008o “ the Energy Conservation Act of 2001 provides a legal mandate for the implementation of

the energy efficiency measures through the institutional mechanism of the Bureau of Energy Efficiency (BEE)…” (pg.3)

o “… tightening of regulatory standards such as enforcing fuel-economy standards for automobile manufacturers…” (pg.29)

SIAM and BEE are working to finalize the Fuel Economy standards for different vehicles

Source: BEE

Improving Refinery Processes – High CostUse of Fuel / Oil additives – Low Cost

Sulfur levels have fallen dramatically- Gasoline: 2000 ppm to 150 ppm (50 ppm in 20 cities)- Diesel: 10,000 ppm to 350 ppm (50 ppm in 20 cities)

Octane number increased in gasoline- Regular: 88 to 91- Premium: 93 to 95

Benzene levels reduced in gasoline- 3% to 1%

Aromatic content reduced- No regulation to 35% maximum

Use of sulfur-free CNG and LPG has increased, especially in city buses and autorikshaws

These additives provide more than one benefitsProvides Following Benefits

� Fuel Economy � Dispersancy� Combustion Improvement � Increase Fuel Injector Life� Exhaust Smoke Control� Anti-Wear

• Alkaline MFA Neutralize Acidic Diesel combustion products there by reducing their attack on metal surface

Higher Excise Duty on Branded Fuels decreased consumption of MFA Treated Fuels

Clean Inlet Valve with additive treated Fuel

Heavily Scored Inlet Valve with Untreated Fuel

Vehicle 1 Vehicle 2

Vehicle 3 Vehicle 4

Both Driving cycle and Constant fuel economy improved by gasoline multi-functional additive

The effect of MFAs is sustainable Source: IOC R&D

Heavily Scored Injector Pintle with Untreated Fuel

Clean Injector Pintle with additive treated Fuel

Bottom viewInjector tip

NormalSpray

Injection Injection HoleHoleCloggingClogging

DepositInjection hole

Foreign material

00.5

11.5

22.5

33.5

44.5

CarbonMonoxide

HydroCarbons

Oxides ofNitrogen

Particulates

Em

issi

on,

g/te

stTest Fuel Test Fuel+Additive

Source: Lubrizol

Par

ticu

late

s

NOx

EURO IIFuel changes

EURO III

Retarded injection, piston design changes

EURO I

Turbochargers and intercoolers

ENGINE DESIGN

EURO IV

EGR

DPF

SCR

AFTERTREATMENT

EURO V

16

PARAMETER CONSEQUENCES LUBRICANT STRESS

Ring / Liner wear More eff. antiwear additives

Performance DurabilityOil Cons. ReductionLow Oil renewal

Volatility reduction

Ring/Liner thermal Loading High Temp detergencyRaised top ring

Liner polishing tendency Crown land deposit control

Soot Loading Suitable anti wearRetarded Inj. Timing

Thickening Increased dispersancy

Liner corrosive wear Alkalinity reserve increaseE G R

Soot loading Increased dispersancy

After treatment Catalyst P & Zn limitationAlternative antiwear additive

Alternate Fuel Specific needs New Technology

New AT Devices Low S, Ash, Ph New Low SAPS technology

19881990

19911994

19982000

2002

20100.80

0.330.134

0

2

4

6

8

10

12

NO

x,g/

kW-H

r

Particulate, g/kW-Hr

8.058.056.76.76.76.7

5.45.4

3.33.3

1.51.5

.013.013

14

1614.414.4

2007

0.270.27

CJ-4CI-4

CH-4

CG-4CF-4

CE

~3,000 pm Sulfur fuel

500 pm Sulfur fuel

15 pm Sulfur fuel

CI-4PLUS

PC-11?2016?Source: Oronite

Source: Lubrizol

Source: API

Typical ranges for M111E fuel economy improvement

Source : Lubrizol

0.0

1.0

2.0

3.0

4.0

Fuel

Eco

nom

y Im

prov

emen

t (%

)

10W-403.7cP

5W-303.0cP

5W-403.5cP

5W-303.5cP

0W-202.6cP

Baseline:15W-40 RL191Reference Oil

1.8%

1.3%

2.0%

1.5%1.0%

0.6%

3.0%

2.2%

4.0%

2.8%

– Viscometrics can affect the level of fuel economy improvement– Viscometrics are affected by many factors, including high temperature-high shear

viscosity (HTHS), kinematic viscosity, shear stability, cold crank viscosity, base oil viscosity index

Driven by Japanese Passenger Car Makers- Honda & Toyota’s demand for better fuel economy for new generation cars; SAE Engine Oil viscosity Classification Task force working on new low viscosity gradesBallot was successfully conducted on inclusion of SAE 16 (?) grade in the recently held ASTM D-02 committee half yearly meeting in June 2012

Hardware durability concerns with low HTHS value?Ref.: SAE EOVC TC Publication, 2011

Source: ILSAC, USA

Proposed first licensing date for GF-6 by ILSAC is January 2015

Source: Oronite

malhotrark@indianoil.in