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Field testing



Topics

• Why run field trials

• Heavy Duty & Passenger Car Field Trial Overview

• Field Trial Overview

• Field Trial Execution

– pre-trial & during trial

– post-trial

• Component rating (pass/fail, good/bad) examples

• Oil condition & analysis

– degradation & trending

• Summary



Why run Field Trials

Formal OEM Approvals

• Some OEMs only approve oils by field testing

• Others require field test data to support read across

Development or Evaluation

• New Additive Packages or components

• Unconventional Base Stocks

• Unconventional fuels

• Alternative viscosity grades

• Extended Oil Drain Intervals

• New Engine Hardware

• Comparative evaluation

vs. fired engine or bench tests

Demonstration of performance and Marketing

• Further validation of performance following static engine and laboratory tests

• Proof of performance

• No harm testing

• Generation of marketing data

• Fuel Economy demonstrations

Field Trials run by Infineum are initiated by internal programmes, OEM’s or customers requirements.



Why run Field Trials

Less representative of in-service performance

Increasing cost and time to acquire data

Bench Tests – Rig Tests – Engine Tests – Field Trials – End Application



Why run Field Trials.

• OEMs require field tests to ensure oil quality remains appropriate for

• Increased demand on oil

• Hardware changes and additions

• Field tests give them high confidence because the tests are carried out in realistic end-user conditions.

• Increasing stress on oil:

• extended oil drain intervals

• smaller sump sizes

• higher engine outputs

• stricter emission legislation

• Fuel economy oils

• Some HD OEM’s operate a finished lubricant based approval system.

• Others only require field trials after significant lubricant formulation changes.



Typical field trial (Overview) Heavy Duty & Passenger Car Motor Oil

HD PCMO

Vehicles per candidate 3 3

Field trial length 300,000 km 100,000 km

Oil drain interval 100,000 km 15,000 km

Used oil sampling frequency 25,000 km 5,000 km

Drive cycle Long Haul (44-60 T) 20% urban, 80% motorway

Vehicle source Fleet operator vehicles Purchased vehicles

Mileage accumulation Fleet owner drivers Fleet owner drivers

Contract drivers

Time to complete 18-24 months 4-12 months

EOT engine strip and rebuild OEM approved Workshops Contract workshops

Participation at EOT engine

inspection

Infineum, OEMs & Independent

accredited raters

Infineum & Independent

accredited raters



Typical field trial (Overview)

• OEM’s specify or endorse proposals for:

• Vehicle and engine type

• Overall test distance and oil drain interval

• Drive cycles, routes and engine severity

• During the field trial, oil samples are periodically taken and analysed:

• To ensure oil quality is maintained during oil drain intervals

• To ensure there are no problems with the engine

• At the end of the field trial, engines are stripped:

• Pistons are rated for carbon deposits

• Bearings, liners and valve train are rated for wear

• Oil sump, covers and components are rated for general cleanliness

• Other components are also rated



Field Trial Execution Process and Control

Pre-Trial and during Trial

Clearly defined and understood procedures are key:

• Flush cycle prior to Start of Test (SOT)

• Oil and filter changes at SOT

• Oil sampling according to the test plan

• Sampling equipment, technique, & labelling, are all important considerations

• Oil changes according to the test plan

• Steps to avoid lubrication mistakes

• Accurate record keeping

• Oil consumption

• Fuel consumption

• Unusual service events

• Deviations from plan

• Continuous, honest and open communication



Field Trial Execution Process and Control

Post-Trial

Clearly defined engine strip down procedure prior to inspection:

• Number and lay out components according to their cylinder position

• Pistons, with piston rings still in place

• Oil Sump and Cylinder Head Cover(s) inverted and allowed to drain

• Valve train gear dismantled

• Valves removed from Cylinder Heads

• Crankshaft & Camshaft made accessible

• Main and Con-rod Bearing shells removed

• Cylinder Liners removed

• Turbo Charger, & Oil Mist Separator removed & dismantled

• Oil pump opened

• Other parts as required by OEMs are also inspected



Engine dismantled for inspection



End of Trial Engine inspection

• Pistons (deposits)

• 1st & 2nd Grooves.

• Land(s)

• Piston Rings (ring stick, wear, deposits, pitting)

• Top Ring

• 2nd Ring

• Oil Control Ring

• Liners/Bores (wear, gloss, polish, lacquer, corrosion)

• Ring Reversal

• Swept Area

• Bearings, Bushes & Journals (wear, pitting)

• Crankshaft

• Camshaft (lobes)

• Gudgeon pins

• Main Bearings

• Con-rod (big end) bearings

• Small end bushes

• Engine Cleanliness (deposits, sludge)

• Sump

• Engine Block

• Covers

• Valve Train (wear)

• Cam Followers

• Pushrods

• Rocker bushes

• Rocker pads

• Valve bridges

• Valves & Head (wear, deposits)

• Inlet valve & port deposits

• Valve faces & Seats

• Valve stems & valve guides

• Other

• Turbo (deposits)

• Thrust bearings (wear)

• Filtration systems (cleanliness, deposits, sludge)

Components from each vehicle is inspected, rated and photographed.

Ratings, photos and used oil analysis data from all vehicles are compiled into a final field trial report.



Pistons Merit ratings

50.9 Merit Rating. 13.7 Merit Rating.




50.9 Merit Rating




13.7 Merit Rating



Piston Rings Ring Stick

Ring Stick New




New




Ring Stick



Oil Sump Engine Cleanliness (sludge & deposits)

Clean Sludge & Deposits




Clean




Sludge & Deposits



Rocker Covers Engine Cleanliness

Clean Sludge & Deposits




Clean




Sludge & Deposits



Con-Rod Bearings Failure

Light Wear Hardware Failure




Light Wear




Hardware Failure



Cylinder liners

Damage

Minimal Wear Hardware Failure



Cylinder liners

Damage

Minimal Wear



Cylinder liners

Damage

Hardware Failure



Cylinder liners Polish & Gloss

Gloss Bore Polish




Gloss




Bore Polish



Turbo Charger Deposits

Good Bad




Good




Bad



Valve train Cam lobes & Followers

Camshaft Lobes

Roller Followers

Good Condition Hardware Failure




Camshaft Lobes

Good Condition




Camshaft Lobes

Hardware Failure




Roller Followers

Good Condition




Roller Followers

Hardware Failure



Oil Condition & Analysis

• In order to adequately lubricate, cool and protect engine components within the

recommended oil drain interval, the oil must

• Stay in Grade

• Minimise degradation processes

• Cope with contaminants

• The oil is periodically samples and analysed for

• Preventive Maintenance

• Monitor Engine Condition

• Determine the Life of an Oil



Oil Condition & Analysis Test Matrix and interpretation

Viscosity

KV Stay in grade. Resistance to shear

HTHS Stay in grade. Resistance to shear

Degradation

TBN Detergency Level. Condemnation limit

TAN Indication of oil condemnation limit

Oxidation General oil depletion

Nitration General oil depletion

Contamination

Diesel/Gasoline Fuel in oil

FAME in oil Bio-fuel in oil

Flash Point Fuel contamination

Soot Combustion contamination

Insolubles Wear particles & oxidation products

Water Coolant. Excessive low temp operation

Glycol Coolant leak

Wear Metals

Iron Ring/Liner wear

Lead Main bearings. Con-rod bearings

Copper Bearing shells. Bushes. Oil coolers

Chromium Ring or bore wear

Molybdenum Ring or bore wear

Aluminium Pistons. Bearings

Additive Metals

Calcium Additive depletion

Magnesium Additive depletion

Zinc Additive depletion

Phosphorus Additive depletion

Contamination Elements

Silicon Airborne dust/dirt particles

Sodium Anti-freeze

Potassium Anti-freeze



Oil Degradation & Trending TBN retention

0

2

4

6

8

10

12

14

0

2

4

6

8

10

12

14

16

0 50,000 100,000 150,000 200,000 250,000 300,000

cS

t

KO

H/g

Test km

TAN / TBN / KV100

TAN

TBN

KV100



Oil Degradation & Trending Oxidation & Nitration

0

5

10

15

20

0 50,000 100,000 150,000 200,000 250,000 300,000

A/c

m

Test km

Oxidation / Nitration

Nitration Oxidation



Oil Degradation & Trending Wear metals

0

20

40

60

80

100

120

140

0 50,000 100,000 150,000 200,000 250,000 300,000

pp

m

Test km

Wear Metals

Iron Lead

Copper Aluminium



Summary

• Field Trials test a lubricants performance in ‘real world’ service conditions

– Test control is poor vs fired engine testing

– But OEM confidence in field trial output is high

• Key to running successful field trials is good communication and a strong

team mentality between interested parties

– Field Trial Sponsor

– OEM

– Test Sites

– Fleet owners

– Oil analysis laboratories

• Things can and will go wrong



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© Infineum International Limited 2017. All rights reserved.

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