Diesel engine lubricants
The presentation “Evolution of Diesel Engine Lubricant Specifications,” presented by Marcus Vercelino, Technical Product and Development Manager for OEMs at Lubrizol, was presented at the XVIII International Symposium on Lubricants, Additives, and Fluids of the Brazilian Automotive Engineering Association (AEA), held on October 22nd in São Paulo. The presentation provided an in-depth analysis of how global environmental legislation is forcing a transformation in diesel engine lubricant specifications.
The main focus of the presentation was the technological update of diesel engine lubricant specifications, a movement driven by two main drivers: emission reduction and increased fuel efficiency. Vercelino bridged the gap between international regulatory demands (US and Europe) and the reality of the Brazilian heavy-duty vehicle fleet, which is marked by a significant gap in the use of appropriate products.
The pressure for decarbonization is accelerating the adoption of new technologies, such as the future US PC-12 category for heavy-duty engine oils. This new specification, which succeeds the current API CK-4 and FA-4, comes with more restrictive chemical requirements, such as lower sulfate ash, phosphorus, and sulfur content, aimed at protecting emission aftertreatment systems. Changes in specifications and legislation are interrelated factors that, together with changes in OEM hardware, drive the evolution of lubricant formulations.
- Impact of legislation and new specifications – Around the world, institutions and automakers are seeking to evolve hardware and, consequently, the need for lubricants that meet more severe operating conditions, operating at higher pressure and temperature, providing greater efficiency and reduced emissions:
- North America (API PC-12): Scheduled for release in 2027, the new specification platform is driven by new, stricter emission requirements and more complex aftertreatment systems. The new PC-12 specification will be an advancement of the API CK-4 and API FA-4 categories, maintaining essential performance tests such as oxidation control (Volvo T-13) and adding new tests such as the anti-scuffing performance of Detroit Diesel/Daimler North America DD13.
- Europe (Euro VII): New legislation for heavy-duty vehicles, formally adopted in April 2024, will come into force in 2028 for new type approvals. It extends the vehicle durability and emissions compliance requirement from 7 years/700,000 km (Euro VI) to 12 years/700,000 km, or up to 15 years/875,000 km (depending on the truck category). Euro VII requires significant reductions in emissions such as NOx (-56% to -62%, depending on the test cycle), particulate matter (-20%), and PN10 (-25%).
- Other regions: The regulatory agenda is also accelerating in China (China VI b and future China VII) and India (BS VI ODB-II), reinforcing that the adoption of new technologies is becoming a global imperative for decarbonization.
The challenge of the Brazilian fleet
Lubrizol also warns of the discrepancy between what is required by modern equipment and what is actually consumed in the Brazilian market. With a circulating fleet of approximately 2.5 million trucks and buses, according to the National Association of Motor Vehicle Manufacturers (ANFAVEA), there is a mismatch between the “ideal market” (based on the average age of the fleet, 12 years) and the “real market” (based on sales volume):
Ideal (recommended): Based on the age and technology of the vehicles, more than 62% of consumption should be high-performance lubricants (API CK-4 + CJ-4).
Real (consumed): In practice, only about 23% of consumption adheres to the latest specifications (API CK-4 + CJ-4). Most consumption is still concentrated on older specifications, such as CI-4 and CH-4.
This gap is even more critical in the independent transporter segment (owners of up to five pieces of equipment), which accounts for almost half of the consumer market. The use of inappropriate lubricants with high sulfate ash and sulfur compromises emission systems and engine performance.
Lubrizol emphasizes that non-compliance with the correct specifications is not only an environmental problem, but also an economic and operational challenge for consumers, whether they are large fleet owners or independent transporters, such as those in agribusiness.
Outdated lubricants can cause increased oxidation and viscosity, higher oil consumption, and deposit formation in the engine. The direct consequences for the operator include the likelihood of severe engine damage, increased vehicle downtime, and potential loss of business.
Lubrizol reiterates its commitment to combining science and innovation to enable the lubricants industry to meet these ever-increasing demands, ensuring the performance and sustainability of the global diesel engine fleet.
About Lubrizol
Lubrizol, a Berkshire Hathaway company, is a science-based company whose specialized chemistry delivers sustainable solutions to advance mobility, enhance wellbeing and improve modern life. Every day, Lubrizol innovators are dedicated to creating extraordinary value for customers at the intersection of science, market needs and business success, driving discoveries and creating innovative solutions that enhance life and make the world work better. Founded in 1928, Lubrizol has global reach and local presence, with more than 100 manufacturing facilities, sales and technical offices, and more than 7,000 employees around the world. In Brazil, the company has two factories, one in Belford Roxo, in the Baixada Fluminense region (RJ), and another in Paulínia (SP). Lubrizol also has an office in Rio de Janeiro (RJ), as well as Research & Development laboratories in the state capital and in Paulínia. For more information, visit www.lubrizol.com.
