Engine Oil Lubricants

Engine Oil Lubricants Israel January 2008

Engine Oils Specifications Current and Obsolete

Consider the Following Product API CF/SF, MB227.0, CAT T02, Allison C3 3

Look at the two photographs 1947 4 2007

Let s Consider the Lubricant 1947 5 2007

Evolution of Specifications Bearing Engine High Temp Low Temperature Category Date Wear Rust Oxidation Sludge / Wear SM 2004 SEQ VIII BRT SEQ IIIG SEQ IVA & VG SL 2001 SEQ VIII BRT SEQ IIIF SEQ IVA & VG SJ 1997 L-38 IID SEQ IIIE SEQ VE SH 1994 L-38 IID SEQ IIIE SEQ VE SG 1989 L-38 IID SEQ IIIE SEQ VE SF 1980 L-38 IID SEQ IIID SEQ VD SE 1972 L38 IIB SEQ IIIC SEQ VC SD 1968 L38 IIB SEQ IIIB SEQ IV & VB SC 1964 L-38 IIA SEQ IIIA SEQ IV & V SB 1956 L-4 None None SEQ IV 6 SA 1947 None None None None

Category SJ 1997 Evolution of Specifications Date Licensable Bearing Wear SEQ VIII L38 Non licensable SEQ VIII SG 1989 SF 1980 SE 1972 L38 SEQ VIII L38 SEQ VIII L38 Engine Rust BRT IID BRT IID BRT IID BRT IID High Temp Oxidation SEQ IIIF (60hr) SEQ IIIE SEQ IIIE SEQ IIIE SEQ IIID SEQ IIIE SEQ IIIC Low Temperature Sludge / Wear SEQ VG SEQ VE SEQ VE SEQ VE SEQ VD SEQ VE SEQ VC 7

Comparison of API Service Categories API SE API SF API SG API SJ API SL API SM Oxidative Thickening Shear Stability Low Temperature Sludge Control Piston Deposits Control Rust Valve Train Wear Corrosion 8

Evolution of Specifications Bearing High Temp Caterpillar Mack Category Date Wear Oxidation Test Test CJ-4 2006 SEQ VIII SEQ IIIF CAT 1N T12 CI-4 2002 SEQ VIII SEQ IIIF CAT 1R T10 + T8E CH-4 1998 SEQ VIII SEQ IIIE CAT 1P T8E + T9 CG-4 1994 SEQ VIII SEQ IIIE CAT 1N T8 CF-4 1990 L-38 None CAT 1K T6 +T7 CF 1994 SEQ VIII None CAT 1M-PC None CE 1983 L-38 None CAT 1G-2 T6 + T7 CD 1955 L-38 None CAT 1G2 None CC 1961 L-38 None CAT 1H2 None CB 1949 L-38 None CAT L-1 None 9 CA 1947 L-38 None CAT L-1 None

API Specifications Measured Performance Bore polish 10 AT compatibility 8 6 4 Wear 2 Corrosion 0 Soot Oxidative thickening Piston deposits CI-4 CH-4 CG-4 CF-4 CF-2 CF CD 10

Engine Oils Chemistry Without Compromise

Estimated cost of running a HD vehicle/year 18000 Vehicle based in UK. 300,000Km/yr All costs in USD 8000 6000 800 Fuel Depreciation 45000 Tyres Service Lubes 12

What is the job of an engine lubricant? 13

What is in a Modern Lubricant? Consider three aspects of the lubricant: Performance Package Antifoam Agent Seal Swell Agent Friction Modifier ZDDP Type Antioxidants Detergents PPD Viscosity Modifier Base Oil 3 Base Oil 2 Base Oil 1 Dispersant 14

Base Oils.. A Closer Look Today s base oils are highly refined materials. The main role of a base fluid is to lubricate and cool all moving parts in the engine. Base oils fall into 4 main groups Group 1..higher sulfur / lower VI Group 2..lower sulfur / higher VI Group 3..hydrocracked ( better quality ) Group 4..Polyalkylolefins Groups 1 & 2 are generally considered mineral oils whilst groups 3 and 4 are considered synthetic. 15

Base Oils The Advantage of Synthetics What are the current trends? Higher Engine Temperatures Higher Injection Pressures Extended Drain Lighter Viscometrics HIGHER PERFORMANCE Part and Full Synthetics Mineral Oil Synthetic Oil 16

Dispersant Purpose Keep insoluble contaminants dispersed in the lubricants Typical Compounds Alkylsuccinimides, alkylsuccinic esters, and mannich reaction products Functions Contaminants are bonded by polar attraction to dispersant molecules, prevented from agglomerating and kept in suspension due to solubility of dispersant 17

The Importance of Good Dispersants Cummins N14 Field Test Rocker Cover Sludge Results Traditional Dispersant 48,000 Km/30,000 mile Oil Drains 1990 s Dispersant 81,000 Km/50,000 mile Oil Drains New Type Dispersant 81,000 Km/50,000 mile Oil Drains 18

Detergent Purpose Keep surfaces free of deposits Typical Compounds Metallo organic compounds of sodium, calcium and magnesium phenolates, phosphonates and sulphonates. Functions Chemical reaction with sludge and varnish precursors to neutralise them and keep them soluble 19

Chemistry Without Compromise TBN Total Base Number 1 0.8 0.6 0.4 0.2 0 Sulphur in Fuel 20

Chemistry Without Compromise TBN Total Base Number 1 0.8 0.6 0.4 0.2 0 Sulphur in Fuel 21

Chemistry Without Compromise TBN Total Base Number 1 0.8 0.6 0.4 0.2 0 Sulphur in Fuel 22

Do We Need High TBN? There is a debate ongoing within emerging market areas over the continued use of higher TBN levels now that the fuel sulphur levels are reducing. It is important to remember the following : Not all areas have reduced levels of sulphur within the fuels. Even within countries where sulphur levels have reported to decrease, there are still large volumes of imported fuels containing traditional or high levels of sulphur. Whilst we may be seeing the level of sulphur decreasing, at the same time we are experiencing consumers wishing to promote and practice extended drain intervals between oil change. This practice dictates the need for maintaining a suitably high level of TBN. We also need to look further than TBN or even TBN retention. Lubrizol 16010 utilizes Calcium as the detergent substrate. Calcium can provide better acidic neutralisation than magnesium substrates, thus providing lower End of Test TAN values, and hence offering better engine protection. 23

Anti-wear and EP Agent Purpose Reduce Friction and wear and prevent scoring and seizure Typical Compounds Zinc dithiophosphates, organic phosphates, acid phosphates, organic sulfur and chlorine compounds, sulfurized fats, sulfides and disulphides. Functions Chemical reaction with metal surface to form a film with lower shear strength than the metal, thereby preventing metal to metal contact 24

Comparison at API SF level 500 PPM Phosphorus 800 PPM Phosphorus 15 Comparison of Actual Wear in SEQ VE Cam Lobe Wear, mils 25 12.5 10 7.5 5 2.5 0 500 ppm phosphorus Break point = 40 hours δ = 80 hours 200% increase 800 ppm phosphorus Break point = 120 hours Competitive Competitor chemistry Chemistry gives 500 only ppm 500 phos ppm at phosphorus API SF level 50 100 150 200 250 300 Hours 3.9% LZ16010 gives >800 ppm phosphorus (830 ppm)

Cam Wear Average & Maximum (μ) The Effect of Phosphorus on Cam Wear in VE Utilizing Q LIFE (SAE 5W-30) 300μ 250μ 200μ 150μ 100μ 50μ Average Cam Wear Maximum Cam Wear 26 o 500 ppm 600 ppm 700 ppm 800 ppm

High Frequency Reciprocating Rig 400 375 Wear Scar Diameter, microns 27 350 325 300 275 250 Competitor chemistry gives 500 ppm phos at API SF level 3.9% LZ16010 gives >800 ppm phosphorus (830 ppm) δ = 112 microns 43% increase 225 200 500 600 700 800 900 1000 Phosphorus Content / ppm

Antioxidant Purpose Retard Oxidative Decomposition. Typical Compounds Zinc Dithiophosphates, hindered phenols, aromatic amines and sulphurized phenols. Functions Decompose peroxides and terminate free radical reactions 28

PDSC Peak Time/ minutes 20 18 16 14 12 10 8 The Effect of Phosphorus on Oil Oxidation Utilizing PDSC Techniques Lubrizol 16010 Competitor Chemistry Lubrizol 16010J 29 6 500 ppm 600 ppm 700 ppm 800 ppm 900 ppm 1000 ppm 1100 ppm ppm phosphorus

Corrosion and Rust Inhibitor Purpose Prevent corrosion and rusting of metal parts in contact with the lubricant Typical Compounds Zinc Dithiophosphates, metal phenolates, basic metal sulphonates, fatty acids and amines. Functions Preferential adsorption of polar constituents on metal surface to provide protective film, or neutralise corrosive acids 30

Friction Modifier Purpose Alter coefficient of friction. Typical Compounds Organic fatty acids and amides, lard oil, high molecular weight organic phosphorus and acid esters. Functions Preferential adsorption of surface-active materials 31

SUPER GT API SL/CF 32 The Importance of Quality CHEAPO API SE/CD API SE/CD

Engine Oils A Look at the Future

How New Engine Oils Evolve NEW LUBRICANT TECHNOLOGY NEW ENGINE DESIGNS AND EXHAUST AFTERTREATMENT DEMAND FOR HIGHER QUALITY LUBRICANTS DEFINED BY NEW LUBRICANT SPECIFICATIONS 34 ENVIRONMENTAL DRIVERS

Impact of Euro 4 on engine oils The use of advanced aftertreatment systems has resulted in a fundamental change in the formulation of engine oils Durability under severe operating conditions Increased fuel economy requirements Aftertreatment compatibility is driving down the levels of SAPS to maintain emissions compliance 35 Lower SAPS engine oils are essential components in maintaining vehicle emissions compliance

Durability DPF Regeneration, Fuel Dilution and Lubricants B5 from tank Biodiesel ULSD HTHS (cp) Fuel Dilution on 5W-30 Engine Oil 3.8 3.6 3.4 3.2 3 2.8 2.6 2.4 2.2 2 0 5 10 15 20 25 Fuel Dilution (%) Fuel Dilution Biodiesel concentration from lower volatility in cylinder and in sump (equivalent B30 or higher) T A N In c *1 0 / K V In c. 100 80 60 40 20 0 ULSD / BIODIESEL LUBRICANT OXIDATION 10% dilution, ULSD 10% dilution, biodiesel TAN KV 100 36

Market Drivers Fuel Economy Fuel Economy Increasing demand for lower fuel consumption and lower CO 2 emissions Kyoto agreement 25% reduction in CO 2 by 2008 Heavy Duty Increase in 5W-30 and 10W-30 grades 37

Fuel Economy Fuel Economy Impact on Lubricant Quality Viscosity grades moving to 5W and 10W-XX Volatility and oil consumption concerns due to the light base stocks used Durability concerns at lower viscosity Better anti-wear technology required 38

Impact of Euro 4 on viscosity grades Fuel Economy OEMs have moved to use lower viscosity grades Euro 2 Euro 3 Euro 4 SAE HTHS 1996 2000 2005 0W-30 5W-30 5W-40 10W-30 Low HTHS High HTHS Low HTHS High HTHS 39 10W-40

Emissions Emissions Impact on Lubricant Quality To understand the impact on lubricant quality we need to review the engine design changes taking place to meet the emissions standards 40

Euro IV and Impact On Engine Technology Impact on Engine Design ENGINE DESIGN Turbochargers & Intercoolers Particulates De-NOx CAT Fuel changes EURO 2 EURO I Retarded injection, piston design changes SCR OXICAT EGR EURO 3 CRT EURO 4 AFTERTREATMENT NOx SCR = Selective Catalytic Reduction, CRT = Continuously Regenerating Trap

EU Heavy Duty Emissions Standards (Stationary Cycle) 0.36 Euro 1 1993 Emissions 42 Particulates ( (g/kw g/kw-hr) 0.25 0.15 0.10 0.05 0.02 1999 Euro 5 2008 Euro 4 2005 Euro 1 Euro 3 2000 Euro 2 1996 1 2 3 4 5 6 7 8 NO x (g/kw-hr)

USA Heavy Duty EPA Emission Standards 0.60 1990 Emissions Particulates ( (g/hp g/hp-hr) 0.25 0.10 0.05 2002 (NO x + HC) 1991 1998 1994 43 EPA Plan for 2007: NOx : 0.2 g/hphr Part.: 0.01 g/hphr 1 2 2.5 3 4 5 6 NO x (g/hp-hr)

Piston Design Changes Crevice Volume High top ring location Traditional design Low emission design 44

Retarded Timing - High Soot Levels Retarded fuel injection timing and high top rings result in increased soot levels in the oil 45

Exhaust Gas Recirculation - EGR Technique directs exhaust gas back into the air intake Gases have already been used by the engine and are low in oxygen (therefore reducing the oxygen content of the air intake) Exhaust gas absorbs more energy during combustion Fewer Nitrogen Oxides are formed as Less oxygen to react with Lower cylinder temperature (high temperature needed to form Nitrogen Oxides) Exhaust gas recirculated from exhaust pipe. 46

Market Drivers Emissions Emissions Euro 4 & 5 emissions legislation is focused on reductions in Particulates, NOx, CO & NMVOC Leading to the introduction of New engine designs Exhaust gas recirculation (EGR) Improved fuel injection systems New aftertreatment technologies Diesel particulate filters (DPF) Selective catalytic reduction (SCR) 47

Post Combustion Emission Control Technology Options Emissions Control NOx Control PM Control SOF Solids DeNOx Lean NOx Trap SCR Oxidation Catalyst Particulate Trap Active Passive Source: SwRI Combination 48

Emissions and Impact on Lubricant Quality Increased Soot Loading (EGR, Retarded timing,new piston designs) Improved dispersancy Better quality basestocks Increased TBN depletion (EGR and condensed combustion gases) Higher TBN and improved TBN retention Reduced levels of sulphated ash, phosphorus and sulphur 49

Emissions - Impact on formulating strategy Sulphated ash 0.8-1.0% Sulphated Ash Lower ash but no reduction in performance Lower ash but extended drains New approaches needed to achieving piston cleanliness 50

Emissions - Impact on formulating strategy Phosphorus 0.08% Phosphorus Lower levels of ZDP but same wear protection Lower levels of ZDP along with lower viscosity grades for fuel economy New approach to antiwear (and antioxidant) systems 51

Emissions - Impact on formulating strategy Sulphur 0.2 to 0.3% Sulphur Lower Group I base oils in engine oil formulations Reduced sulphur containing chemistry Need for new and novel chemistries 52

Bio-diesel Update

What is Biodiesel? Biofuel Biodiesel Synthetic Diesel (next generation) FAME Fatty Acid Methyl Ester BTL Biomass to Liquid Use of plant oils, animal fats and their derivatives. Use of wood, straw, etc Commercially available from many feedstocks. Not commercially available. (small scale production only today) 54

Biodiesel Feedstock Sources Biodiesel Biodiesel (methyl ester) feedstock sources in use today: Rapeseed (RME) used across Europe Soybean (SME) used across Americas Palm oil (PME) used across Asia Jatropha used across Asia Canola (CAME) Animal fat Used cooking oil 55

Biodiesel Feedstock Sources Biodiesel 56 Prediction is that there will be mixed sources of biodiesel across Europe by 2010 due to lack of rapeseed feedstock. This may result in no fixed biodiesel component in the fuel in any given market (i.e., it is likely that biodiesel fuel will be traded). 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 x1000 MT Rapeseed (RME) Soybean (SME) Palm Oil (PME) Jatropha Oil Other Veg Oils 2006 2010 Production 70 60 50 40 30 20 10 0 2006 2010 Vegetable Oils Recycled Fats/Oils Mixed Animal Fats

How is Biodiesel Made? Transesterification Natural oils are glycerol esters of fatty acids, commonly called triglycerides. In transesterification, the glycerol is removed and replaced with methanol, breaking up the triglyceride to give the methyl ester. R R Triglyceride H C H H C H O C O H O C O H C H C C H H O + Methanol H H C H O C H C H R x3 O H R Transesterification H C H x3 O C O H C H H H O H + H O H C H C C H H O FAME H Glycerine Biodiesel Non-fuel uses 57

Biodiesel Biodiesel RME biodiesel has similar properties to diesel: High lubricity High cetane number High detergency Lower energy content (~10% lower) Use of B5 has no noticeable impact on power efficiency Use of B100 results in loss of 5-7% in maximum power capability Hygroscopic Biofuel derived from different feedstock does differ in chemical and physical properties and can impact engine and aftertreatment device (ATD) operation. And not all RMEs are equivalent! 58

Biodiesel 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Saturation and Unsaturation in Natural Oils Tallow Butter Lard Olive Hi Oleic Safflower Hi Erucic Rapeseed Peanut Hi Oleic Rapeseed Cottonseed Corn Soybean Linseed Oil Hi linoleic Safflower Tung Oil Source -Iowa State University Polyunsaturated Monounsaturated Saturated 59

Biodiesel Fuel Properties Summary Saturated Fats Poor cold weather properties - high cloud and pour points High cetane number - 60 to 90 Extremely stable Mono Unsaturated Fats Better cold weather properties Good cetane number - 40+ Good stability Poly Unsaturated Fats Cold weather properties as good as petroleum diesel Poor cetane number <40 Poor stability 60

Biodiesel Trend for increasing biodiesel usage Global introduction Europe The introduction of biodiesel in Europe is legislation led. EN590 (diesel fuel specification) allows up to 5% biodiesel in ULSD - this is known as B5. By 2010, B5 is expected to be the mandated standard across Europe. The level may rise to 10% in ULSD (B10) in the future (2010). However, some applications already use higher concentrations, from B30 to B100. Certain EU countries (France, Germany and Spain) are publicly discussing the introduction of higher levels of biodiesel (B30). 61

Biodiesel Global Introduction of Biodiesel North America B5 level is typical across North America but can vary from state to state. Technical performance evaluations are currently taking place with B20. Asia Pacific and Rest of World Currently discussing introduction of B5/B10 levels. Globally Expect some applications (e.g., off-highway and fleet operators) to use B100. 62

Impact of Biodiesel on Engine Operation and Lubricant Interaction

Impact of Biodiesel on Engine Operation Biodiesel ACEA (European Automobile Manufacturer Association) position: The use of biodiesel fuels cannot occur without adopting a series of precautions. Indeed, unless the proper precautions are taken biodiesel fuels can cause a variety of engine performance problems including filter plugging, injector coking, piston ring sticking and breaking, seal swelling and hardening/cracking and severe lubricant degradation. Biodiesel fuels also require special treatment at low temperatures to avoid an excessive rise on viscosity and loss of fluidity. 64

Impact of Biodiesel on Engine Operation Biodiesel Biodiesel variants Density Viscosity CFP Water content Oxidative stability Acidity Trace elements Impact on engine and fuel injection system Variable fuel injection Variable pumping Cold start problems, filter plugging Corrosion Polymeric deposits Corrosion (+deposits on fuel injectors) Plugging, poisoning 65

Impact of Biodiesel on Engine Operation Biodiesel Impact on Fuel Injection System Fuel injection equipment manufacturers are concerned about biodiesel quality and use of biodiesel at levels greater than B5 with Euro V equipment. B100 is not compatible with certain elastomers and natural rubber compounds. In June 2004, the joint FIE manufacturers published a document stating, the currently agreed position of all FIE manufacturers is to limit release of injection equipment for admixtures up to a maximum of 5% FAME with unadulterated diesel fuel. The final product B5 must also comply with EN590. 66

Impact of Biodiesel on Emissions Biodiesel Impact on Emissions No distinguishable difference between ULSD and B5 biofuel with respect to NOx and PM emissions. Use of B100 : significantly reduces PM emissions versus ULSD (by up to 50%) Increase NOx emissions versus ULSD (by ~10%, which is significant enough to lead to recalibration of the SCR/UREA system). 67

Impact of Biodiesel on Engine Operation Biodiesel Reduced Black Smoke Increased NOx Reduced PM Reduced Energy Content CO 2 Neutral Reduced Fuel Economy Oil Oxidation Piston Deposits Sludge Fuel/Lubricant Interaction Fuel Instability Increased Fuel Dilution 68

Biodiesel/Lubricant Interaction Use of biodiesel fuel is leading to increased levels of fuel dilution in the sump. Fuel dilution levels >10% are not uncommon. As biodiesel is less volatile than mineral diesel it has the tendency to concentrate in the sump of the engine. B5 fuel can concentrate to >B20 in the sump. Concerns over fuel dilution leading to higher maintenance costs and possibly reduced engine life as a result of : 1. Viscosity decrease (oils can quickly go out of grade) 2. Viscosity increase can also occur due to oxidative thickening 3. Increased levels of piston deposits 4. Potentially leading to sludge. 69

Biodiesel: Current Heavy Duty OEM Recommendations

European Truck OEMs and Biodiesel OEM B100 B30 B20 B5 Oil Drain * Scania Yes* No No Yes Half ODI at 100% Volvo No No No Yes Renault No Euro III, IV, V engines* Euro III, IV, V engines* Yes Half ODI if above 5% Fiat Power Train (Iveco) No No No Yes Daimler Yes* Yes* Yes* Yes ⅓ -half ODI if above 5% DAF Yes* Yes* Yes* Yes Half ODI if above 5% Deutz Yes* Yes* Yes* Yes Half ODI if above 5% MAN Yes* Yes* Yes* Yes Half ODI if above 5% 71 All manufacturers have special conditions and limit to certain types of engines and/or year of manufacture.

North American Truck OEMs and Biodiesel Caterpillar B100 B30 B20 B5 Some engines 2006 and earlier engines only by Type Cummins* No - - Specific engines by type ISX, ISM, ISL, ISC, ISB Yes Use covered by Warranty Yes. Specific Requirements on BD quality (and recommended oil analysis) 2002 and later engines. B100 portion must meet D6751, especially stability. DDC No No No Quality D6751 / D975 for blends. Animal fat or cooking oil is not recommended No International No - No Yes Yes John Deere Does not Recommend >B5 Does not recommend >B5 Yes ( approved fuel conditioners are required ) Yes Up to B20 can be used only if B100 meets ASTM D6751, EN 14214 or equivalent spec Mack No No No Only SME blends approved for E-Tech, ASET, MP7 and MP8 engines. BD must meet D6751 Supplier must have BQ-9000. Fuel supplier must also be certified. GM No No No Yes Yes, if fuel meets spec. 72

Biodiesel Conclusions The introduction of biodiesel impacts the fuel quality. The source of feedstock impacts the fuel quality. There are likely to be various sources of biodiesel globally, and biodiesel fuel sources may be mixed. The use of biodiesel may lead to increased levels of fuel dilution in the lubricant. Increased levels of fuel dilution in the lubricant is affecting: Viscosity Piston cleanliness Possibly sludge OEM recommendations on maximum Bxx level, oil quality and ODI should be followed throughout the life of the vehicle. 73

Key Messages to the Market There are concerns in terms of engine durability and protection when using biodiesel higher than B5. Respect OEM (including FIE) recommendations when using biodiesel. Lubrizol Heavy Duty technology is compatible with biodiesel when used in accordance with OEM recommendations. 74

Specifications Passenger Car Engine Oils

The ACEA C Sequences ACEA 2004 Based on ACEA A3/B3 plus B5-02 TDI performance Sulphated Ash Phosphorus Sulphur <0.5% <500ppm <0.3% <0.8% 700-900ppm <0.3% <3.5cP C1 C2 HTHS >3.5cP n/a C3 76

Impact of Euro 4 on baseline ACEA performance OEMs are moving to lower SAPS level specs 2005 2006 2007 2008 Volkswagen A3/B4 A3/B4 C3 C3 BMW C3 C3 C3 C3 DC C3 C3 C3/C2 C3/C2 GM (Opel) A3/B4 A3/B4 A3/B4 C3/C2 Fiat A3/B4 A3/B4 A3/B4 C3/C2 PSA A1/B1 C2 C2 C2 Ford A1/B1 C1 C1 C1 Renault A3/B4 A3/B4 C1 C4 Japanese unknown unknown C1/C2 C1/C2 Korean unknown unknown C3 C3 77

ACEA 2008 A1/B1-08 A3/B3-08 A3/B4-08 A5/B5-08 C1-08 C2-08 C3-08 C4-08 HTHS 2.9 to 3.5 >3.5 >3.5 2.9 to 3.5? 2.9? 2.9? 3.5? 3.5 Noack? 15? 13? 13? 13? 13? 13? 13? 11 Sulphated ash? 1.3? 1.5? 1.6? 1.6? 0.5? 0.8? 0.8? 0.5 Sulphur report report report report? 0.2? 0.3? 0.3? 0.2 Phosphorus report report report report? 0.05 0.07 to 0.09 0.07 to 0.09? 0.090 Chlorine report report report report report report report report TBN -? 6? 6 VG Pass Pass Pass Pass Pass Pass Pass Pass TU3M Pass Pass Pass Pass Pass Pass Pass Pass M111SL - AES?RL140?RL140?RL140?RL140?RL140?RL140?RL140?RL140+4? or >9.0 equiv? RL140 in equiv? RL140 in equiv? RL140 in equiv? RL140 in align with OEM align with OEM align with OEM equiv? RL140 + "M271" Sludge M111 M111 M111 M111 spec. spec. spec. 4? in M111 M111FE? 2.5 - -? 2.5? 2.5? 2.5? 1.0 for xw-30? 1.0 for xw-30 Remove test - Remove test - VW ICTD - Piston cleanliness - - - - - - covered by DV4 covered by DV4 OM602A Remove test Remove test Remove test Remove test Remove test Remove test Remove test Remove test OM602A - KV increase OM602A - Bore polish OM602A - Cylinder wear TDI - Piston cleanliness To be decided To be decided? RL206 +?? RL206 +?? RL206 +?? RL206 +?? RL206 +?? RL206 +? TDI - Ring sticking Tighter limits Tighter limits Tighter limits Tighter limits Tighter limits Tighter limits OM646LA To be decided To be decided To be decided To be decided To be decided To be decided To be decided To be decided 78

Specifications Heavy Duty Diesel Engine Oils

Emissions EU Emission Standards for HD Diesel Engines, g/kwh (smoke in m -1 ) Tier Date Test CO HC NOx PM Smoke Euro 1 1992, <85kW ECE R-49 4.5 1.1 8 0.612 1992, >85kW 4.5 1.1 8 0.36 Euro 2 Euro 3 1996.1 4 1.1 7 0.25 1998.1 4 1.1 7 0.15 1999.10, ESC & ELR 1.5 0.25 2 0.02 0.15 2000.1 ESC & ELR 2.1 0.66 5 0.1 0.8 0.13* Euro 4 2005.1 1.5 0.46 3.5 0.02 0.5 Euro 5 2008.1 1.5 0.46 2 0.02 0.5 80 * for engines of less than 0.75 dm 3 swept volume per cylinder and a rated power speed of more than 3000 min -1

OEM Strategies for Euro 5 Different aftertreatment systems are being used depending on the truck service and engine manufacturer and this is leading to different oil specifications OEM Long-haul Short-haul haul MAN EGR DPF EGR DPF Daimler Chrysler Scania Volvo and Renault Iveco SCR EGR >16 litre incentive = SCR SCR SCR SCR (EGR DPF below 6L) EGR SCR SCR (EGR DPF below 7.5T) DAF SCR SCR Cummins SCR (in Europe) SCR (in Europe) 81

ACEA 2008 Increase in severity Expected October 2008 ACEA E2 deleted E4, E6 and E7 updated with latest tests (T12, T11?, ISM, OM501LA, Turbocharger deposit and OM 646LA) TBN or ASH limits being proposed to separate high SAPS and low SAPS categories New SHPD tier expected with chemical limits and API CJ-4 performance?? (ACEA E9) 82

Test Operation (prelim.) Running-in + Power Curve 300 hrs test duration 3 x 50 h Alternating cycle 3 x 50 h Steady state Test Engine OM 501 LA Euro V Engine type: HDD V6 Capacity: 11.9 l Power max: 350 kw Torque max: 2300 Nm Test Criteria Piston cleanliness Ring sticking, 2nd ring Bore polishing Engine cleanliness Deposits Visual wear Cylinder wear Oil consumption ISP Slide 83

Designated Test Criteria CEC & DaimlerChrysler Cam & tappet wear Bore polishing Cylinder wear Test Engine OM 646 LA Euro V Engine type: R4 CDI Capacity: 2.2 l Power max: 110 kw Torque max: 340 Nm DaimlerChrysler Piston cleanliness Ring sticking Engine sludge Timing chain elongation Ring wear Bearing wear Viscosity increase Oil consumption ISP Slide

Proposed ACEA 2008 HD Sequence Structure (October Draft 1) Test/Category E4-08 E7-08 E6-08 E9-08 OM501LA 228.5 25 in OM441 228.51 25 in OM441 OM646LA (replaces OM602A) 228.5 228.3 228.51 228.3 Mack T8E As ACEA 2004 As ACEA 2004 As ACEA 2004 T11 or T8E? ISM (replaces M11-EGR) Mack T12 (replaces T10) - CI-4 - CJ-4 - CI-4 CI-4 CJ-4 Turbo dep. 85

Latest limits for OM501LA MB Sheet number Piston Cleanliness (merit) MB 228.1 > 12 MB 228.3/228.31 > 16 MB 228.5/228.51 > 24 (down from 30!) Latest limits for OM441LA MB Sheet number Piston Cleanliness (merit) MB 228.1 > 22 (up from 20) MB 228.3 > 27 (up from 25) MB 228.5/228.51 > 42 (up from 40) 86

ACEA 2008: SHPD Severities Bore polish AT compatibility Wear Corrosion Soot Oxidative thickening Piston deposits 87 E9-08 E7-08 E7-04

ACEA 2008: UHPD Severities Bore polish AT compatibility Wear Corrosion Soot Oxidative thickening Piston deposits E6-08 E6-04 E4-08 E4-99 88

Euro 5 UHPD and SHPD Product Line Extended Drain ACEA E4/E7 228.5 MAN 3277 ACEA E6 228.51 MAN 3477 UHPD Standard Drain ACEA E7 API CI-4/CH-4 228.3 MAN 3275 ACEA E9 (T-11) API CJ-4 228.31 MAN? SHPD High SAPS Low SAPS 89

Heavy-Duty Diesel Impact on Engine Oil Quality Change in market tiers The introduction of Euro 5 will result in an increase in demand for lower SAPS engine oils Market share (%) 100% 80% 60% 40% 20% UHPD (lower SAPS) UHPD SHPD (lower SAPS) SHPD Mainline Low Tier 90 0% 2006 2008 2010

Heavy-Duty Diesel Impact on Base Oil Demand Change in base oils The introduction of Euro 5 will result in an increase in demand for API Group II and API Group III base oils Market share (%) 100% 80% 60% 40% 20% API Group III API Group II API Group I 91 0% 2006 2008 2010 Total Western European HD Engine Oil market = approx 1.2 Million MT

CJ-4 Overview Introduced for licensing on October 15, 2006 The Performance of CJ-4 Lubricants is designed to be a significant upgrade over CI-4 and CI-4 Plus : Designed to protect emission control systems and help comply with emission standards Improved valve train wear protection ISM, ISB, RFWT Control piston deposits CAT 1N (aluminium), C-13 (steel) Oil consumption control CAT 1N, C-13, T-12 Soot related viscosity control T-11 Bearing protection T-12 92

CJ-4 Performance Upgrade over CI-4/CI-4 Plus Oil Consumption Emissions Friendly Valve Train Protection Shear Stability Bearing Protection Piston deposits Soot Control CJ-4 CI-4 Plus CI-4 93

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