A Q&A with IMCD Technical Managers
We sat down with Francisco Alves, Technical Manager for Engine Oils and Dr. Andrew Gelder, Technical Development Manager for Lubricants at IMCD L&E to discuss trends in automotive lubrication, the impact of e-mobility and the resulting need for new fluids.
Francisco Alves
Andrew Gelder
Today, we are seeing a rising trend in engine lubrication towards lower viscosity oils and claims of fuel economy - what are the drivers for this?
Francisco: Although fuel economy is already a valid goal in itself, these days the focus is of course on reducing emissions. One way of burning less fuel is by reducing the viscosity of lubricants. Viscosity measures the resistance of a fluid to movement, or in other words, how much energy is needed to make a fluid move. The lower the viscosity the lower the energy needed, meaning we need less fuel.
What are important considerations for formulating with lower viscosity oils?
Francisco: All the components of a lubricant need to be re-evaluated.
First, new base oils are required, as previous solutions are often too viscous to meet current requirements. Right now, Group III base oils are widely used across the industry - these are essentially a chemically-treated version of previous-gen base oils that offer much better performance. Another option is Poly Alpha Olefins (PAOs), which are synthetic hydrocarbons and can be tailored to different applications.
Next, we add a viscosity modifier (VM), which enables us to reach the viscosity grades required. The chemistry of VIIs (Viscosity Index Improvers) has also changed, and now we use innovative new Styrene Isoprene copolymers, to help deliver reliable cold starting and operation, and superior shear stability for oils that stay-in-grade. These viscosity modifiers also maintain wear protection, soot control, engine cleanliness and allow for extended drain capability.
Finally, it’s essential to ensure robust additive packages in every formulation. These serve to protect the base oil and to offer better protection to the moving parts of an engine, while helping to disperse and contain the impurities that are generated while the engine is working.
What other strategies can be used to reduce emissions?
Francisco: Across the industry, companies have been installing exhaust treatment devices which, to put it simply, purify exhaust gases on a certain level. However, we found that the chemistry of lubricant additives could impair the functionality of these devices, which sent us back to the drawing board. We looked at new chemistries, with reduced “SAPS”, which means lower content of Sulphated Ash, Phosphorus, and Sulfur. We anticipate that the reduced SAPS share of the engine oil market will continue its rapid growth from 25% in 2016 to 70% in 2025.
By 2025 we expect fuel economy grades to represent 40% of the engine oil market compared to the 10% we saw in 2016.
Solutions to watch out for:
- Low viscosity, low volatility PAOs meet the need to reduce lubricant viscosity while maintaining low volatility.
- Reduced SAPS additives
- Styrene Isoprene VM
Electrifying transport has become a top priority in the move to a lower-carbon future. How do you see that panning out over the next decade?
Andrew: In 2015 there were less than 1% Electric Powered Vehicles (EPVs) globally. By 2020 this had risen to 2.5%, which equates to over two million vehicles2, and by 2030 it is expected to reach around 30%. At IMCD we know it will be essential to provide our customers with the right support to address this sea-change in consumer behaviour. It’s not completely clear yet what type of drivetrain will become prevalent, as today the hybrid car (part battery/part internal combustion engine) is the major draw in the sector. However, as battery technology continues to improve, we expect the battery electric vehicle (BEV) to become the go-to option in the coming years.
What changes is IMCD seeing in the lubricants sector that supports the move towards electric drive?
Andrew: Traditionally, a car is primarily supported by engine oil plus a transmission oil, maybe also an axle oil, fuel additives, greases and other ancillary products. In a pure electric vehicle, engine oil becomes redundant, as do fuel additives. However, there is still a strong need for transmission fluid, greases and other components. The role of the transmission fluid is becoming more complicated, as many electric circuits in an EPV come into contact with it. This means it needs to be able to deal with cooling electric motors and high voltages, making fluid conductivity and circuit protection important. Metal compatibility, particularly copper, becomes essential, and the fluid needs to be compatible with many new materials, mainly plastics, that will be incorporated into the drivetrain.
New battery technology is also temperature sensitive, and it falls to the transmission fluid to maintain the temperature profile for the system to operate efficiently. Viscosity is also vital for this thermal management.
Finally, the new electric vehicle will be very quiet in comparison to its ICE predecessor and noise, vibration and harshness (NVH) in the gears and bearings will become a bigger factor for the fluid to contend with. Friction control from the additive has a big part to play in dealing with this issue.
Solutions to watch out for:
- PAOs and Group III base oils and Highly specific esters for thermal control and low conductivity associated with batteries and e-motors.
- Additive components delivering high performance (e.g. superior corrosion protection, smooth friction performance for powertrain NVH benefits) while ensuring compatibility with new materials, with proper electrical characteristics and suitable for thermal management