SMALL ENGINE LUBRICANTS - Infineum Insight · SMALL ENGINE LUBRICANTS ... •Fewer Parts than a 4T Engine •Small, Compact Engines •Low Cost •Low Nitrogen Oxides (NOx) Emissions

© INFINEUM INTERNATIONAL LIMITED 2015. All rights reserved.

INFINEUM CONFIDENTIAL INFORMATION

SMALL ENGINE LUBRICANTS



OVERVIEW

• 2T & 4T Engine Operations & Lubrication Needs • Specifications

- Land Applications • 4T Motorcycle Oils - JASO T903

• 2T Low Ash Oils - API TC, JASO M345

- Leisure Marine • 4T Outboard Oils - NMMA FC-W®, FC-W Catalyst Compatible®

• 2T Outboard Oils - NMMA TC-W3®



THE SMALL ENGINE MARKET

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TRADITIONAL FOUR-STROKE ENGINE Four-stroke Cycle = Four-stroke = Four Cycle = 4T

• Oil sump and oil recirculation

• Inherently low emissions



TRADITIONAL TWO-STROKE ENGINE Two-stroke Cycle = Two-stroke = Two Cycle = 2T

Less Weight! More Power!

Power/Exhaust Stroke Intake/Compression Stroke

Fuel/Oil mixed at 50:1 and Air

25 - 35% Unburnt Fuel & Oil



ADVANTAGES OF 2T & 4T ENGINES

• Two-stroke - Advantages

• Excellent Power to Weight Ratio • Fewer Parts than a 4T Engine • Small, Compact Engines • Low Cost • Low Nitrogen Oxides (NOx) Emissions • Less Engine Weight

• Four-stroke - Advantages

• 20-40 % Fuel Economy Improvement • Smooth and Quiet Operation • Low Hydrocarbon (HC) and Carbon Monoxide (CO) Emissions



2T DIRECT FUEL INJECTION (DFI) TO ADDRESS EMISSIONS

• Fuel is injected when piston is top dead center

Fuel / Oil/Air from

Crankcase

Exhaust w/Unburned Fuel/Oil

Fuel

Exhaust

Oil + Air from

Crankcase

Conventional DFI



DFI MAKES 2T OUTBOARD ENGINE SERVICE MORE SEVERE

• Higher temperatures • Traditional 2T engines - fuel vaporizes in crankcase, cooling engine. • DFI - fuel bypasses crankcase, raises engine temperature by 50°C

• Less oil delivered to critical surfaces • DFI - air alone carries the oil, less efficient. • Oil flow reduced (though touted as an advantage for consumer).

• Combination of less oil and higher temperatures make DFI engines more prone to scuffing and failure • Deposits build up in ring grooves • Rings are pushed out by deposits and they apply pressure to cylinder liners,

reducing film thickness, eventually causing metal-to-metal contact (scuffing). • Called ring jacking, or proudness.



WHAT GOES INTO 4T LUBRICANT?

Additive Antioxidancy

Foam / Aeration Antiwear / EP

Friction Dispersancy Detergency Additive

Viscosity Modifier

Base Stock

Viscosity Modifier Multigrade

viscosity Low temperature

flow

Provides:

Base Stock Viscometrics

Oxidation Volatility



WHAT GOES INTO 2T LUBRICANT?

Additive Improves Cleanliness

Does not Burn Cleanly Hurts Smoke

Hurts Blocking Additive

PIB

Solvent

Base Stock

PIB Burns Cleanly

Reduces Smoke Improves Blocking Improves Lubricity

Solvent Improves Miscibility

Improves Fluidity Burns Cleanly

Reduces Smoke Improves Blocking

Hurts Lubricity

Base Stock Improves Lubricity

Hurts Smoke Hurts Blocking

Hurts Cleanliness

Desirable oil characteristics are cleanliness, low smoke, high lubricity and low exhaust deposits (blocking)



TWO WAYS TO FORMULATE 2T OILS

2T Oils

Water-Cooled Air-Cooled

Ashless Low-Ash

Established in 60’s to eliminate preignition problems in cooler-running water-cooled

outboards.

Air-cooled engines run hotter, so can accommodate some ash.



2T Ashless vs Low Ash Formulations



FOUR MAJOR GROUPS GOVERN SMALL ENGINE OIL QUALITY



FOUR-STROKE MOTORCYCLE OILS



HOW ARE MOTORCYCLES USED? It depends on where you are in the world.

Transportation

• Generally Asia Pacific

• For transportation and commerce

• Smaller motorcycles

• Large rider population

Recreation

• Generally North America and Europe

• For recreation and entertainment

• Larger road bikes and smaller racing bikes

• Smaller rider population



4T MOTORCYCLES VS AUTOMOBILES - DIFFERENT LUBRICATION NEEDS

Motorcycles Passenger Cars

Oil Volume 1.0 to 2.5 litres 3.5 to 4.0 litres

Engine Speed 8000 rpm 4000 rpm

Power Output 200hp per litre 100hp per litre

Friction Require high friction for clutch

performance Low friction for fuel economy

Phosphorus Phosphorus containing

AW gear protection

Lower Phosphorus for catalytic converter compatibility

Shear

Resistance

Higher requirement

for gearbox protection Stay in Grade only



MOTORCYCLE OIL PROPERTIES DEFINED BY LUBRICATION FUNCTIONS

Engine

• High revving; air-cooled

• Small oil volume with short oil drain interval (ODI)

• SJ / SL / SM quality typical

Clutch

• High oil friction for fast clutch engagement

• Minimize Friction Modifiers used in PCMO

Gears

• High oil viscosity reduces wear

• Shear stable viscosity modifier maintains viscosity

• Gear pitting is a concern with low viscosity oils



JASO T903 4T MOTORCYCLE STANDARD

• JASO has been registering 4T Motorcycle Oils since 1999

– Introduction driven by OEM concern about inadequacies of conventional PCMO lubricants

• A registration logo is available for registered oils

• One-time registration fee of 40,000 Yen ($400) per oil must be paid to JASO by the oil marketer.

• Last revision released in May 2011

• Next revision is expected in April 2016



JASO T903 SPECIFICATION HAS EVOLVED

1999 Original 2006 Revision 2011 Revision

API SE to SJ SG to SM SG to SN

ILSAC GF-1, GF-2 GF-1, GF-2, GF-3 GF-1, GF-2, GF-3

ACEA A1 to A3 A/B, C2, C3 A/B, C2 to C4

CCMC G-4/G-5 Eliminated --

• Updated Engine Requirements

1999

Original 2006 Revision 2011 Revision

Phosphorus No Limits 0.08 – 0.12 0.08 – 0.12

• Phosphorus Limits

JASO specified phosphorus range conflicts with latest ILSAC limits



JASO FRICTION CATEGORIES

MB

Fric

tio

n In

dex

MA2

MA1

MA

max

min

MA MA



AUTOMATIC TRANSMISSIONS MOTORCYCLES GROWING IN ASIA PACIFIC

• Japanese OEMs introduced motorcycles with automatic transmission (AT) technology • Yamaha (Mio, Nouvo)

• Honda (Vario, Air Blade)

• Suzuki (Spin)

• Various designs • Continuously variable (CVT)

• Most common

• ‘Dry’ design

• Dual clutch transmission (DCT)

• OEMs recommend JASO MB class oils for these models



HONDA MOVING THE MARKET TO SAE 10W-30

• Honda changed its internal recommendation to SAE 10W-30 • 10W-30 provides reduced emissions through fuel economy

• Consistent with Honda ‘green’ image

• HMEOC program • High quality Motorcycle Engine Oil Conception for fuel economy

• Some industry resistance to lower viscosity grades due to • Potential for increased gear pitting

• Higher oil consumption

• Increased operation noise

22



JASO WEBSITE

• http://www.jalos.or.jp/onfile/jaso.htm

• JASO T903:2011 Application Manual

• List of filed oils

http://www.jalos.or.jp/onfile/jaso.htm



TWO-STROKE LOW ASH OILS (AIR COOLED OR LAND EQUIPMENT OILS)



API TC – THE ONLY API SPECIFICATION FOR 2T OIL

American Petroleum Institute Two-stroke Standards

All other API categories are obsolete.

API TC evaluates a 2T oil’s performance

in ring sticking, lubricity &

preignition in small air-cooled 2T engine

tests.



API TC DOES NOT HAVE A CERTIFYING BODY

• No process exists for certifying / registering oils that have passed the API TC requirements.

• Marketers may claim API TC performance without having actually tested their oil.

• But there must be sufficient data and/or logic for making an API TC claim.

• TC-W3 oils formulated with Infineum technologies meet API TC quality.

• API TC program cost: >$35k



JAPANESE OEMS CREATED A JASO M345 2T STANDARD

Detergency JASO M 341-92

Lubricity JASO M 340-92

Smoke JASO M 342-92

Exhaust Blocking JASO M 343-92

JASO

FA JASO

FB JASO

FC JASO

FD

Increasing quality

Smokeless



ISO CREATED AN INTERNATIONAL 2T STANDARD FROM THE JASO STANDARD

Obsolete

Detergency (3 hr.)

Piston Varnish (3 hr.)

Detergency (1 hr.) JASO M 341-92

Piston Varnish (1 hr.)

Lubricity JASO M 340-92

Initial Torque JASO M 340-92

Exhaust Smoke JASO M 342-92

Exhaust System Blocking

JASO M 343-92

95

125

JASO FA JASO FB JASO FC JASO FD

JASO Classifications

N/A ISO-L-EGB ISO-L-EGC ISO-L-EGD

ISO Classifications

80 85 95

85 90

90 95 95

98 98 98

40 45 85

30 45 90

95

98

85

90

Parameter and Test

Minimum indices shown are based on the performance of the Japanese reference oil, which equals 100 JASO only

ISO only

JASO & ISO



JASO 2T SPECIFICATION HAVE PHYSICAL & CHEMICAL REQUIREMENTS

JASO

Kinematic Viscosity @100°C (Minimum), cSt 6.5 ASTM D445 Flashpoint (Minimum), °C 70 ASTM D93 or D92 Sulfated Ash (Maximum), wt% 0.25 (FB, FC) ASTM D-874 0.18 (FD)



JASO HAS BEEN REGISTERING 2T OILS SINCE 1994

• Marketer must register the oil with JASO in order to use the JASO logo.

• Logo and registration number must appear on the bottle for registered oils.

• One-time registration fee of 40,000 Yen ($400) per oil must be paid to JASO by the oil marketer.

• JASO 2T testing cost: >$18k

• JASO quality claims can be made without JASO registration

F C

JASO plans to revise the M345 2T spec to include the current engines designs in April 2016



OUTBOARD OR WATER COOLED OILS



NMMA OVERSEES LEISURE MARINE OIL QUALITY STANDARDS

NMMA OCC Members

OEMs

Additive companies Testing Labs

Oil Marketers

Boat & Yacht

Certification Committee

Boat Show Committee

Boating Industry

Risk Management

Council

Conference Committee

Education Committee

Environmental

Committee

Facilities Development

Committee

Government Relations

Committee

International Marketing Committee

Market Research &

Communications Committee

Market Statistics

Committee

Oil Certification Committee

Political Action

Committee

Trailer Certification Committee

National Marine Manufacturers

Association



OIL STANDARDS EXIST FOR LEISURE MARINE OILS

National Marine Manufacturers Association

Four-Cycle - Water Two-Cycle - Water

®



MOST OUTBOARD OEMS FAVOR 4T TECHNOLOGY

• BRP (Evinrude brand name) is focusing on 2T DFI

• Mercury carries both 2T DFI and 4T engine designs

• Yamaha favors 4T Technology

• Yamaha developed High Pressure Direct Injection 2T DFI- no longer in production

• Honda markets only 4T engines (2 hp to 250 hp)

• Suzuki dropped 2T and is focused on 4T (portables up to V6 models)

Most OEMs are using 4T outboard engine models to meet emission regulations



FOUR-STROKE LEISURE MARINE OILS



THREE TYPES OF 4T LEISURE MARINE ENGINES

Outboard

Sterndrive = Inboard/Outboards (I/O)

Inboard

M

M

M



MARINE ENGINES OPERATE DIFFERENTLY FROM CAR ENGINES

RPMs

Cars

Outboards Idle

Outboards WOT



4T OUTBOARDS’ LUBRICATION CHALLENGES

• Rust • Engines operate in corrosive environments, causing

internal rust

• Wear

• Engines operate at high engine speeds

• Also run at idle speed for long periods of time, causing high fuel dilution increasing potential for wear

• Bearing durability

• Engines have a vertical crankshaft orientation, requiring exceptional bearing lubrication

• Shear stability

• To maintain wear protection and bearing durability

• Extended use

• Many 4T outboards are operated longer than recommended between oil changes, requiring improved anti-oxidancy

Photo Source: Yamaha



NMMA FC-W® Standard

• NMMA FC-W® standard introduced in 2004

• Similar NMMA certification process and costs to the long established TC-W3®

– Marketer obtains a trademark license from the NMMA

– Annual fee $1600 per oil

• Intended for all gasoline-powered 4T marine applications



NMMA FC-W® REQUIREMENTS

Heritage

Minimum SG quality Performance Bench Testing

Foam, Seq. I - III (Industry limits)

Foam, Seq. IV (200/50 max)

Shear Stability (Report)

HTHS (3.3 cP min after shear)

Mercury Rust Test (< than Ref. Oil)

Noack Volatility (Report)

EOFT (50% max)

Identification

KV40°C

VI

Specific gravity

TBN

TAN

Elementals (Report all)

Sulfur

Nitrogen

IR Spectrum

Viscosity Grade Testing

KV100°C (Vis grade limits)

CCS (Vis grade limits)

MRV-TP1 (Vis grade limits)

Engine Testing

Yamaha 115 hp Gen. Perf.

Required Testing for Basic Readacross Oil Program. Expected Test Cost is $2K – 7K.

Required Additional Testing for Complete FC-W® Approval. Expected Test Cost is $45K – $55K.



FC-W® REQUIRES HIGHER HTHS (AFTER KO30 SHEAR)



ANTI-WEAR & ANTI-RUST ADDITIVES COMPETE FOR THE SURFACE



COMPONENT BALANCE FOR EXCELLENT PERFORMANCE IN FC-W® RUST TEST

Typical SJ PCMO 100% Rust

NMMA Reference Oil 5973 Range of Rust Ratings

NMMA FC-W® Oil 21% Rust

40% 30% 20%



CATALYST SYSTEMS ON STERNDRIVES AND INBOARDS

• U.S. emissions limits went into effect in 2010.

• Sterndrives and inboards require catalyst systems to meet the limits.

• Catalytic converters are integral to many outboard engines meeting mandates of the California Air Resource Board (CARB)

• Engine oils require careful formulation to avoid poisoning the catalyst in these engines

• The NMMA has issued a second standard for 4T outboard oils used with catalyst system to ensure availability of appropriate oils.



FC-W CATALYST COMPATIBLE® STANDARD (LAUNCHED IN SEP 2009)

Intended for:

• All gasoline-powered marine applications, especially those with catalytic converters

• FC-W Catalyst Compatible® does not replace the original FC-W®

– The two standards co-exist separately

• Backwards compatible with engines calling for NMMA FC-W®

– Oils meeting FC-W Catalyst Compatible® can be used where the original FC-W® is recommended



FC-W® VS FC-W® CATALYST COMPATIBLE STANDARDS

FC-W®

• Performance package: SG quality minimum

• No limit on P

• No limit on Si

• No “stay in grade” limits

• No volatility limits

FC-W Catalyst Compatible®

• Performance package: SM quality minimum

• P range: 0.06 - 0.08%

• Si limit: < 0.002%

• Stay in grade limits

• Noack volatility: < 22%

All other current NMMA FC-W® requirements and readacross rules remain the same for the catalyst-friendly oil standard.



TWO-STROKE LEISURE MARINE OILS



OUTBOARD OEMS HAVE DRIVEN NMMA TO DEVELOP HIGHER 2T OIL STANDARDS

TC-W®

1960s

TC-WII®

1988 S-12345

TC-W3®

1991 (3-xxxxx)

1996 (R-xxxxx)

2004 (RL-xxxxx)

NMMA TC-W3® is the most modern 2T outboard engine oil

standard available



TC-W3® DEMONSTRATION TEST PROGRAM

Analytical Testing KV @ 40°C

TAN Cloud Point

Nitrogen FTIR Scan Bench Testing

Fluidity @ -25°C Miscibility @ -25°C

Rust Filterability

Compatibility Engine Testing CE-50 Lubricity (Yamaha 50 cc)

AF-27 Lubricity (Honda Dio) Preignition (Yamaha 50cc)

General Performance (OMC 40 HP) Detergency/Scuffing (Mercury 15 HP) x 2 Ring Sticking/Detergency (OMC 70 HP)

> $270K for a full program



NMMA TC-W3® Certification

Formulation changes

• Allowed:

• Additive increases (+20% relative)

• Solvent concentration changes (±20% relative) and substitutions

• PPD concentration changes (±1%) and substitutions (0.5%)

• PIB concentration changes (±25% relative)

• Brightstock concentration changes (±10%)

• Base oil concentration changes (±25%) and supply changes

• Not Allowed:

• Additive reductions and addition of new components

• Marketers must obtain a trademark license from NMMA

• License number must appear on the oil bottle

• Annual license fee per oil paid to NMMA by the oil marketer



TC-W3® READ ACROSS REQUIREMENTS

Analytical Testing

KV40°C TAN

Cloud Point Nitrogen FTIR Scan

Bench Testing

Fluidity @ -25°C Miscibility @ -25°C

Engine Testing

CE-50 Lubricity (Yamaha 50 cc) AF-27 Lubricity (Honda Dio)

Detergency/Scuffing (Mercury 15 HP)

Costs Range from 2K USD to 50K USD



NMMA WEBSITE

• www.NMMA.org/certification/programs/oils/

• TC-W3® Certification Procedure Manual

• TC-W3® Product Approval System (PAS)

• List of marketer-certified TC-W3 oils

• www.NMMA.org/certification/programs/oils/fc-w.asp

• FC-W® Certification Procedure Manual

• FC-W® Product Approval System (PAS)

• List of marketer-certified FC-W® oils

http://www.nmma.org/certification/programs/oils/






SMALL ENGINE SUMMARY

• Small engine 2T (low ash / ashless) & 4T oils require dedicated and balanced formulations

• Emissions have driven many Small Engines applications to 4T

• JASO standard for motorcycles

• Marine quality set by NMMA FC-W® and FC-W Catalyst Compatible® standards

• Ashless 2T for outboards (water-cooled)

• Quality set by NMMA TC-W3® standard

• Low-ash 2T for land equipment (air-cooled)

• Quality set by JASO and API TC



Permission is given for storage of one copy in electronic means for reference purposes. Further reproduction of any material is prohibited without prior written consent of Infineum International Limited. The information contained in this document is based upon data believed to be reliable at the time of going to press and relates only to the matters specifically mentioned in this document. Although Infineum has used reasonable skill and care in the preparation of this information, in the absence of any overriding obligations arising under a specific contract, no representation, warranty (express or implied), or guarantee is made as to the suitability, accuracy, reliability or completeness of the information; nothing in this document shall reduce the user’s responsibility to satisfy itself as to the suitability, accuracy, reliability, and completeness of such information for its particular use; there is no warranty against intellectual property infringement; and Infineum shall not be liable for any loss, damage or injury that may occur from the use of this information other than death or personal injury caused by its negligence. No statement shall be construed as an endorsement of any product or process. For greater certainty, before use of information contained in this document, particularly if the product is used for a purpose or under conditions which are abnormal or not reasonably foreseeable, this information must be reviewed with the supplier of such information. INFINEUM, PARATAC, SYNACTO, VISTONE and the interlocking ripple device are Trade Marks of Infineum International Limited. © Infineum International Limited 2015. All rights reserved

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SMALL ENGINE LUBRICANTS - Infineum Insight · SMALL ENGINE LUBRICANTS ... •Fewer Parts than a 4T Engine •Small, Compact Engines •Low Cost •Low Nitrogen Oxides (NOx) Emissions