Contribution of Viscosity Modifiers on Fuel Economy Engine

Contribution of Viscosity Modifiers on Fuel Economy Engine Oils KSTLE Lubricants Symposium 2007 Cheju, 13 - 14 September Dr. Hitoshi Hamaguchi Degussa Japan Co. , Ltd.

Agenda 1. Fuel Economy Regulations 2. Vehicle Fuel Economy 3. Engine Oil and Fuel Economy 4. Ultra Low Viscosity Engine Oil 5. Influences of Viscosity Modifiers on Fuel Economy 6. Summary

Fuel Economy Regulations ] USA • CAFE (Corporate Average Fuel Economy) Model Year (mpg) 2008 2009 2010 2011 Passenger Car 27. 5 Light Truck 22. 7 23. 4 23. 7 24. 0 ] Europe • Agreement between EU and ACEA – 25% reduction in CO 2 emission (Year 1995 vs. 2008) • Proposed target by EU Comission – 35% reduction in CO 2 emission (Year 1995 vs. 2012)

Fuel Economy Regulations (continued) ] Japan • Fuel economy target by Energy Conservation Law (1998) [10. 15 mode] Type of Vehicle 1995 actual FE 2010 target FE Improvement Passenger Cars 12. 3 Km/L 15. 1 Km/L 22. 8 % Trucks with GVW < 2. 5 tons 14. 4 Km/L 16. 3 Km/L 13. 2 % • Draft fuel economy target by Energy Conservation Law (2007) [JC 08 mode] Type of Vehicle 2004 actual FE 2015 target FE Improvement Passenger Cars 13. 6 Km/L 16. 8 Km/L 23. 5 % Light Buses 8. 3 Km/L 8. 9 Km/L 7. 2 % Light Trucks 13. 5 Km/L 15. 2 Km/L 12. 6 % • Fuel economy target for heavy duty trucks (2006) – 12. 2% improvement in average fuel economy (Year 2002 vs. 2015)

CO 2 Emissions by Sector in Japan (Fiscal 2004) Total CO 2 Emissions 1, 279 million tons

Leading Fuel Economy Vehicle Technologies Engine Technologies Improvement in thermal efficiency Lean-burn Direct injection Variable mechanism (variable cylinder, VVT, etc. ) Reduction of friction loss Piston & ring friction reduction Low friction engine oil Improved Aerodynamics (reduced resistance to airflow) Improved body configuration Reduction of Vehicle Weight Expanded use of lightweight materials Improved body structure Variable auxiliary drive Other Electrical power steering Idling prevention Hybridization Improved Drive System Reduction of Roll Resistance Expansion of lockup area Expanded number of transmission gears CVT Low roll-resistance tires Source: JAMA

Concept of Low Friction Engine Oil ] Lower Friction • Reduce friction loss under boundary lubrication regime ] Lower Viscosity • Reduce churning loss under hydrodynamic lubrication regime ] Higher Viscosity Index • Reduce churning loss under low temperature condition • Reduce boundary friction under high temperature condition

Concept of Low Friction Engine Oil on the Streibeck Curve Friction Boundary Lubrication EHL Hydrodynamic Lubrication y c u ed cosit R ion r Vis t c i Fr Lowe by Friction Reduction by FM Speed x Viscosity Load n tio c u ed Low ity R on tter Fluid i t c e Fri by B ture era p m Te

5 4 3 2 1 5 W-30 & 0 W-30 10 W-30 SG 1990 GF-1 1995 3 5 W-20 & 0 W-20 GF-2 2000 2 1 GF-3 GF-４ 2005 GF-5 0 Seq. VIB F/E improvement , % (vs. 5 W-30) Seq. VI F/E improvement , % (vs. 20 W-30) Trend in Fuel Economy Requirement (ILSAC Specifications) 2010 Source: K. Nakamura, Nissan Motors

PCMO Viscosity Grade in Japan (2006) Source: SAE Asia Market Survey

HTHS Viscosity vs. Fuel Economy Source: SAE 2002 -01 -1636

HTHS Viscosity, m. Pa・s Necessity of High VI Oil for Fuel Economy and Engine Protection Viscosity Reduction of Current Oil (0 W-10 ? ) Current Oil (0 W-20) ● ● 2. 6 Fuel Economy ● High VI Oil ● Engine Protection ↓Low 80℃ 150℃ Temperature → High

Ultra Low Viscosity Engine Oil (Example: Draft ILSAC GF-5 0 W-20) 1. Fresh Oil Viscosity Requirements 1. a SAE J 300 • KV 100 5. 6 – 9. 3 • HTHS 150 ≥ 2. 6 • CCS -35 ≤ 6200 • MRV -40 ≤ 60000 1. b Gelation Index 2. Engine Test Requirements 2. a Wear and Oil Thickening (Seq IIIG) 2. b Wear, Sludge and Varnish (Seq VG) 2. c Valvetrain Wear (Seq IVA) 2. d Bearing Corrosion (Seq VIII) 2. e Fuel Efficiency (Seq VID) • Fresh Oil Fuel Economy • Aged Oil Fuel Economy 2. f Used Engine Oil Aeration Test 3. Bench Test Requirements 3. a Catalyst Compatibility • P ≤ 0. 07 mass% 3. b Wear • P ≥ 0. 06 mass% 3. c Volatility 3. d High Temp. Deposit (TEOST MHT) 3. e High Temp. Deposit (TEOST 33 C) 3. f Filterability 3. g Fresh Oil Foaming Characteristics 3. h Fresh Oil High Temp. Foaming 3. i Aged Oil Low Temp. Viscosity (ROBO) 3. j Shear Stability (Seq VIII) 3. k Homogeneity and Miscibility 3. l Engine Rusting (Ball Rust Test) 3. m Emulsion Retention 3. n Rust Protection Test

Influences of Engine Oil Composition on Performances Component Direct Effects Indirect Effects Base Oil Kinamatic Viscosity Low Temperature Viscosity Volatility Thermal Stability Oxidation Stability Fuel Economy Foaming / Aeration Detergent Engine Cleanliness High Temperature Deposit Homogeneity and Miscibility Emulsion Retention Dispersant Engine Cleanliness Low Temperature Viscosity (Negative) Oxidation Inhibitor Oxidation Stability Wear Protection Catalyst Compatibility (Negative)

Influences of Engine Oil Composition on Performances (continued) Component Direct Effects Indirect Effects Friction Modifier Fuel Economy High Temp. Deposit (Negative) Viscosity Modifier Viscosity Thickening Viscosity Index HTHS Viscosity Low Temperature Viscosity Shear Stability Volatility Fuel Economy Dispersancy Wear Protection Corrosion Inhibitor Rust Protection Bearing Corrosion Wax Modifier Low Temperature Viscosity Antifoam Agent Foaming / Aeration High Temp. Deposit (Negative)

Formulation Example (GF-4 0 W-20) Items Unit Test Method Result Formulation Yubase 4 DI Package Viscoplex 6 -850 mass% 85. 93 10. 72 3. 35 Kinematic Viscosity (@40 C) mm 2/s 43. 16 Kinematic Viscosity (@100 C) mm 2/s Viscosity Index CCS Viscosity (@-35 C) m. Pa-s MRV TP-1 Viscosity (@-40 C) m. Pa-s Yield Stress (@-40 C) Pa Pour Point C HTHS Viscosity (@150 C) m. Pa-s HTHS Viscosity (@100 C) m. Pa-s Noack Volatility % ASTM D 445 9. 178 ASTM D 2270 202 ASTM D 5293 5, 555 ASTM D 4684 ASTM D 97 ASTM D 4683 ASTM D 5800 18, 600 < 35 - 42 2. 65 5. 49 14. 08

Viscosity Modifiers for Ultra Low Viscosity Engine Oil ] OCPs • Higher thickening efficiency Lower base oil viscosity Higher volatility • Limitation in Viscosity Index improvement • Poor low temperature performances ] PAMAs • Lower thickening Higher base oil viscosity Lower volatility • Provides higher flexibility in base oil selection • Higher Viscosity Index Better Fuel Economy • Excellent low temperature performance • Flexibility in molecular design – Dispersancy Reduction of ashless dispersants Better low temperature performance + cost effectiveness – Additional functions Film thickness / Low friction

Summary ] Requirement for vehicle fuel economy is becoming more and more stringent in next few years to reduce CO 2 emission ] Low friction engine oil is one of the countermeasures for improving fuel economy ] Ultra low viscosity engine oils such as SAE 0 W-20 have been used in Japan ] PAMA provides various advantages and flexibilities formulating ultra low viscosity engine oils, thus contributes fuel saving of automobile