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Two-stroke engine keep-clean data is presented to demonstrate the deposit removal capabilities of a premium fuel additive. In this testing, the fuel additive was added as a top-treatment to a 50:1 blended fuel-oil mixture. Engine testing was conducted on an EchoTM SRM-265 (25.4 cc) string trimmer run under a standardized test cycle. Test measurements included piston deposits, ring deposits, and exhaust port blockage. In addition, a more complete data set was analyzed and several variables were investigated including: different base gasoline fuels, ethanol level (E0 and E10), additive dose (none, low, and high), and fuel stabilizer dose (none and high). Post-test inspection of engine parts using fuel additives showed a high level of clean surfaces, which maintained the engine at its original performance.

The Oil Certification Committee of the National Marine Manufacturers Association has developed FC-W®, a new standard for crankcase lube oil used in four-stroke cycle inboard, outboard, and sterndrive marine engines. A sub-committee representing the marine engine industry, the oil industry, oil testing laboratories, and the NMMA engineering standards group was formed to study the lubrication and corrosion prevention needs of four-stroke cycle engines. The sub-committee developed a rust test and an engine test as well as adopting 3 industry standard bench tests. These tests, together with formulation restrictions are used to identify oils that meet the requirements for use in four-stroke cycle marine engines. This paper gives an overview of the development of the new tests, formulation restrictions, and product approval system.

Public concern and increasing regulations surrounding environmental issues, such as CO₂ emissions, are making it important for car makers to improve the fuel efficiency of the vehicles they manufacture and sell. A wide array of transmission technologies are being employed towards this end including, but not limited to, 6, 7, and 8 speeds stepped automatic transmissions, dual clutch transmissions (DCT) and continuously variable transmissions (CVT). The number of passenger cars equipped with CVTs has been increasing and push belt CVT types (b-CVT) are widely used. Since engine torque is transferred to the wheels via friction between the steel elements of the belt and the steel pulleys in a b-CVT, having a high metal on metal friction is required. As the CVT fluid is a key part of the CVT system, using a special CVT Fluid (CVTF) is critical in order to provide and maintain the required high metal-on-metal friction performance.

Chrysler began a limited development program directed toward a new automatic transmission fluid (ATF) early in 1989 and launched a full time effort in 1994. The development process for the new ATF involved a significant level of bench testing and eventually vehicle tests to evaluate the durability and shift quality of the ATF. The bench tests included those that pertain to oxidation and shear stability, anti-wear, frictional properties and torque converter shudder. Vehicle tests were primarily extended durability in both internal vehicle fleets and at external taxi sites. The mileage accumulated in this phase of the development program exceeded two million miles, all with no fluid drains out to 100,000 miles. Additionally, shift feel tests were conducted in Chrysler vehicles to verify compliance to targets. This paper summarizes the tests and results that lead to the development of the new Chrysler fill-for-life automatic transmission fluid.

Cooled EGR is one of the engine technologies that has been certified by the EPA for on-highway heavy duty diesel engines to meet the EPA October 2002 2.5 g/bhp-hr NMHC + NOx and 0.1 g/bhp-hr particulate matter exhaust emission regulation. Cooled EGR as the primary exhaust emission control reduction technology also minimizes the fuel economy penalty associated with this exhaust emission regulation. The cooled EGR system however requires precise EGR rate of flow control in a very unfriendly environment that includes acidic exhaust gas condensates, static pressures up to 4 Bar, temperatures over the entire range of -40 to 250° C, and high engine vibration levels. Several technologies have been proposed and evaluated to achieve a closed loop feedback signal for the EGR flow control valve and VGT (Variable Geometry Turbocharger) vane position.

This paper provides an overview of driveline fluids, in particular automatic transmission fluids (ATFs), and is intended to be a general reference for those working with such fluids. Included are an introduction to driveline fluids, highlighting what sets them apart from other lubricants, a history of ATF development, a description of key physical ATF properties and a comparison of ATF fluid specifications. Also included are descriptions of the chemical composition of such fluids and the commonly used basestocks. A section is included on how to evaluate used driveline oils, describing common test methods and some comments on interpreting the test results. Finally the future direction of driveline fluid development is discussed. A glossary of terms is included at the end.

Two engine dynamometer test protocols are compared for their ability to discriminate and duplicate the field phenomenon of engine non-start due to combustion chamber deposit (CCD) flaking. The first, a protocol based on a 625 hour deposit accumulation cycle, has been shown in prior work [1, 2] to reflect field experience and discriminate the effects of various fuel additive treatments. The second, a protocol based on a 60 hour deposit accumulation cycle, was developed in an attempt to significantly reduce the time, and thus cost, of testing. Results indicate the shorter protocol is repeatable and has similar discrimination with respect to fuel and fuel additive impact on the no-start phenomenon. There are, however, differences in the results that indicate there may be a severity difference between the tests. The tests both show there are clearly differences in the engine no-start impact of deposits formed by fuel and additives.

This oil category was driven by two new cooled exhaust gas recirculation (EGR) engine tests operating with 15% EGR, with used oil soot levels at the end of the test ranging from 6 to 9%. These tests are the Mack T-10 and Cummins M11 EGR, which address ring, cylinder liner, bearing, and valve train wear; filter plugging, and sludge. In addition to these two new EGR tests, there is a Caterpillar single-cylinder test without EGR which measures piston deposits and oil consumption control using an articulated piston. This test is called the Caterpillar 1R and is included in the existing Global DHD-1 specification. In total, the API CI-4 category includes eight fired-engine tests and seven bench tests covering all the engine oil parameters. The new bench tests include a seal compatibility test for fresh oils and a low temperature pumpability test for used oils containing 5% soot. This paper provides a review of the all the tests, matrix results, and limits for this new oil category.