Two significant changes coming in 2016:
1. Federally mandated requirements in diesel engines requiring additional emission and fuel economy improvements. Engines will run at higher temperatures, run more on biodiesel, and have more air circulating within the engine.
2. New oil specifications are being designed to meet these new engine standards. The new specifications include:
a) Lower viscosity oil with same engine protection -- to increases fuel economy
b) Higher engine temperature protection
c) Backwards compatibility for older engines
d) Oxidation and aeration protection
e) Compatibility and protection with Biodiesel
The oil industry has already decided that in order to meet all these requirements, the specifications will be based on two different oil types: Type I for new engines and lower viscosity to increase fuel economy and Type II to be compatible with older engines (higher viscosity), performing to the new standards.
Cerma Motor Oil already exists and meets all the proposed standards in engine protection, oxidation, temperature and biodiesel. In addition, Cerma tackles the important issue with older engines - restoring performance so that the lower viscosity oil with increased fuel economy properties will protect and function.
It is a two step process for Cerma for older engines. First treat the engine with Cerma Engine Treatment. Second, change oil to Cerma Motor Oil.
In addition, Cerma Motor Oil confronts the monkey on everyones back -- oil change intervals. With Cerma, oil change intervals can be extended by 3,4 or even 5 times the standard.
Below is some research on the new PC-11 standards, the lower viscosity and improved fuel economy. A lot of interesting information... One item of note is the 2011 guide from the EPA promoting the use of lower viscosity oils and gives some standard saving numbers.
One last comment on the fuel economy of using lower viscosity oils. Most of the research below seems to point to testing done when moving from 40 weight to 30 weight, or 30 weight to 20 weight oil. These tests conclude that a real savings does exist:
• • Moving from 40 to 30 - 2% to 5%
• • Moving from 30 to 20 - 4% to 8%
This would suggest that the fuel economy savings increases exponentially as you move down the viscosity scale. This is confirmed by our internal testing where we have seen a 15% to 20% savings moving from a 30 to a 10, and a 25% to 35% savings moving from a 30 to a 5.
Jan 1st, 2013 from stle.org
PC-11 and GF-6: New engines drive change in oil specs
by Jean Van Rensselar
The challenge now is developing tests to deal with the radical transformation in motors and components.
• Two new regulations necessitated groundbreaking specifications.
• Of particular interest is the contribution of lubricants to fuel economy.
• Subcategories for each regulation address backward compatibility issues
BIG CHANGES TO ENVIRONMENTAL REGULATIONS and engines mean big changes to lubricants. This is why it is no coincidence that there are two new oil specifications on the horizon at the same time: PC-11 for heavy-duty diesel engines and GF-6 for passenger automobiles. For each specification (and for the first time), there are likely to be two versions: one for current and future engines and another compatible with older engines. Consumers and maintenance workers will have to be on their toes.
Given that the purpose of oil specifications is to prevent in-use performance issues, the historical absence of any major issues with oil when it’s used as specified is a strong indicator of the strength of the current specification development system.
Joan Evans, Infineum industry liaison advisor, explains, “For both PC-11 and ILSAC GF-6, there are urgent needs to develop new tests to replace those for which the current hardware will shortly no longer be available. In addition, there is a need to develop new tests to evaluate lubricant performance in emerging hardware platforms. Engine hardware design changes are being dictated by the need to improve fuel efficiency and reduce emissions to meet stringent new environmental regulations.”
In 2011 the National Highway Traffic Safety Administration (NHTSA) issued a regulation, which phases in from 2013 to 2018, that limits greenhouse gases and for the first time requires fuel economy improvements for medium and heavy-duty trucks. This was a primary driver for PC-11. In June 2011 the Engine Manufacturers Association (EMA) asked the American Petroleum Institute (API) to develop a new lubricant category for heavy-duty diesel engines that were being developed. PC-11 (PC stands for proposed category) will offer performance beyond the time-tested API CJ-4 engine oils.
The CJ-4 oil specification, introduced in October 2006, has been the standard longer than nearly all diesel engine oil categories. But since October 2006, engine designs have changed significantly. For example, many engine parts are made of different metals, and cylinder pressures have increased. The need for PC-11 was driven by:
• Proposed U.S. government regulations on fuel economy and CO2 emissions.
• Increasing biodiesel use.
• The need for improved protection from higher engine temperatures.
• The need for improved shear stability.
• The need for adhesive wear protection.
• The need to reduce or eliminate engine oil aeration.
EMA requested that the new category for lubricants be split into separate and distinct subcategories, one that preserves historical heavy-duty criteria (higher HTHS) and one that provides fuel efficiency benefits while maintaining durability (lower HTHS). The proposal presented by the EMA includes performance specifications to address:
• Compatibility with and protection from biodiesel.
• Better engine protection from aeration.
• Better protection against scuffing wear.
• Improved shear stability and oxidation stability.
After receiving the request and conducting preliminary research, API determined that a need did indeed exist and eventually established the PC- 11 designation. In addition, the institute recognized the need to establish new category tests.
PC-11 will introduce two new oils: One will be increased engine protection at traditional viscosities, and the other will be new oils at lower viscosity which meet the same performance requirements. Two separate designations are sought for the two distinct specifications. PC-11 is scheduled for API licensing by Jan. 1, 2016.