Specification challenges and opportunities ahead

The North American industry lubricant specifications, API CK-4 and FA-4 introduced in 2016 for heavy-duty vehicles and ILSAC GF-6A, GF-6B and API SP introduced in 2020 for passenger cars, ensure engine oils offer sufficient protection to the latest hardware. However, hardware changes needed to meet the latest emissions regulations combined with the desire to move to lower viscosity oils for fuel economy improvement are driving industry interest to update both sets of specifications. These updates, although requiring a significant investment of time and money, will not only ensure that continued protection is delivered to the latest vehicles but also that engine tests remain available and relevant.

Starting with passenger car oils, we asked API’s Jeff Harmening to talk about the introduction of ILSAC GF-6/API SP products and how the new API ‘Shield’ symbol for the lower viscosity ILSAC GF-6B category was received.

According to Jeff, the plans to move forward with API licenses for SAE 0W-8 and 0W-12 viscosity grades now lie in the hands of the Auto Oil Advisory Panel (AOAP) who need to evaluate the request and decide the path forward. “As sponsors of the proposal, we believe it fills a gap in API-licensable viscosity grades that couldn’t be delivered during ILSAC GF-6 due to the further delays it would have caused to the ILSAC GF-6 timeline.” Jeff also shared that because API registered the trademark for ILSAC GF-6 with future flexibility in mind, the API Shield remains an option for AOAP to consider when taking up the proposal to add these lower viscosity grades to ILSAC GF-6.

API SP PLUS under discussion

One initiative for change on the passenger car side that has prompted much discussion is the need for an interim API SP PLUS between-category classification. As Jeff explains, “The use of ‘PLUS classifications’ overall has been rare, the most recent being API SN PLUS in 2018, which was needed to mitigate the phenomenon of low-speed pre-ignition (LSPI) in some turbocharged gasoline direct injection engines. Developing the API SN PLUS classification allowed the industry to address the issue by getting improved engine oils in the marketplace fully two years before ILSAC GF-6 was launched.” 

However, as Jeff continues, although there is a potential need for API SP PLUS, other industry activity could impact its development timing.

Acceleration of ILSAC GF-7

The acceleration of ILSAC GF-7 timing could clearly impact the need for an interim PLUS category if industry is able to deliver the necessary higher-performance oils faster. But, the industry at large has a very full plate, which means Jeff is sure AOAP will consider the ILSAC GF-7 proposal very carefully. However, with the proposed 2024 ILSAC GF-7 timing, we were keen to understand how realistic he sees the timelines and what challenges he anticipates?

Infineum viewpoint

Infineum’s view on engine oil specification developments are that they need to be considered as a whole.  For the different PCMO options, including an SP PLUS category, API licensing of SAE 0W-8 and 0W-12 viscosity grades, and a new timeline for ILSAC GF-7 deployment, balancing of the different performance requirements and their proposed timings will be needed. In the current environment, where OEMs are increasingly selective about how they invest in future developments, Infineum believes ILSAC GF-7 should be a fit-for-purpose and robust category with technical success achieved in the most efficient way. This includes addressing the need for replacement tests and new tests needed for changing hardware or duty cycles, ensuring that enough engine test hardware is available for the proposed life of the new categories.

Meeting PC-12 timelines and targets

Over on the heavy-duty vehicle side, tough new NOx and greenhouse gas (GHG) emissions regulations in 2027 and 2031 have prompted the Truck and Engine Manufacturers Association to request a new heavy-duty diesel engine oil performance category, PC-12 to ensure lubricants continue to deliver sufficient engine and aftertreatment protection. Jeff says the API is continuing to support the New Category Development Team (NCDT) and its many subgroups as the momentum builds towards the goal of meeting OEMs’ request for first license on January 1 2027. And he sees opportunities and challenges ahead.

On December 20 2022, after this interview took place, the US Environmental Protection Agency (EPA) published a ruling on emissions from heavy-duty vehicles. The EPA final rule, titled “Control of Air Pollution from New Motor Vehicles: Heavy-Duty Engine and Vehicle Standards,” sets the final emissions standards and the timing for their introduction. While the main focus is on tighter NOx limits, the EPA ruling also sets tougher standards for pollutants that create ozone and particulate matter. Another key driver for this rule is sustainability of the equipment, as aftertreatment equipment is being asked for longer useful life and the engine and aftertreatment are to be covered by longer warranties. Starting with model year 2027, the new emission standards cover a wider range of heavy-duty engine operating conditions (including a low load cycle) and requires them to be met for longer periods of time and mileages. Lubricants for the PC-12 category will be directed at enabling new heavy-duty equipment to meet these 2027 emissions requirements.

While the AOAP and NCDT work diligently to get these new specifications delivered on time, we were keen to find out if there is a case for even faster development and introduction of API specifications. Jeff sees a real desire from stakeholders for a faster pace of change and a number of opportunities and challenges that could result.

Given the fact that new performance categories for both light- and heavy- duty vehicles are around the corner, Jeff says API recognises the potential for added complexity and confusion around the proper selection of motor oils. “Consumer education has always been a core responsibility of API and we will continue to work with various organisations to help the oil changing public. We will focus heavily on increasing our outreach and creating more educational tools and opportunities for consumers as we move forward.”

Sustainability drives change

With sustainability and the quest for net-zero emissions firmly front and centre of attention for the automotive and lubricants industries, API commissioned a Lubricants Sustainability Working Group in June 2021. The group, which comprises a diverse mix of small and medium-sized enterprises representing the oil marketers, base stock refiners and re-refiners, additive companies and others has been working to assess the impact of lubricants on the environment. 18 months since their start, we asked Jeff for an update on the group’s progress.

Soon after we recorded our interview with Jeff, the API initiated a 60 day ballot for TR1533 report: ‘Lubricants Life Cycle Assessment and Carbon Footprinting – Methodology and Best Practice’, and this ballot is set to close on 17 February.

Finally, we asked Jeff to close with his thoughts on the ways in which API activities contribute to the global effort to reduce greenhouse gas emissions and improve sustainability in the transport sector.

Clearly there is a huge amount of work that must be completed in the next few years to ensure the new performance standards can be finalised and products can be developed and tested ready to meet the proposed timelines. Infineum Insight will keep you informed of API’s PC-12 and the various light duty specification initiatives including SP PLUS and ILSAC GF-7 – sign up here to receive regular updates to your inbox.

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