Fleet Management News & Business Info | Commercial Carrier Journal
Issue link: http://read.dmtmag.com/i/678459
18 commercial carrier journal | may 2016 JOURNAL FUEL SAVVY If I use thinner oils will my engine still be protected? The ability of engine oil to prevent wear by keeping moving parts separated is one of the key functions that it has to perform. That ability comes from the fluid viscosity and the additives which protect the metal surfaces. The thickness of the oil film which separates the moving parts is dependent on the viscosity of the oil and it will also depend on the speed and load of the engine operation. If oil is too thin to provide effective separation between moving parts or does not effectively control contaminants, this could result in increased wear through the contact of metal parts or abrasive wear, and could possibly shorten engine life. As truck and engine manufacturers are trying to achieve the maximum fuel economy for their equipment, the trend is to use lighter viscosity oils to assist in reducing fuel consumption. These full synthetic or synthetic blend oils are expected to provide fuel economy benefits, but not compromise on engine durability. Through extensive testing on synthetic blend Shell Rotella ® T5 10W-30, Shell has demonstrated a 1.6% fuel economy improvement benefit vs. conventional 15W-40* with no compromise on durability. Manufacturers develop their engines to operate efficiently with specific viscosity grades, so you should check with them to see which viscosity grades they allow and/or any specific conditions such as ambient temperature, which may influence the use of those viscosity grades. The SAE and API have established minimum requirements for lighter viscosity oils which should allow for effective protection of key engine parts. A number of diesel engine manufacturers recommend lower viscosity lubricants in their newest engines, and the move to lower viscosity lubricants is reinforced by the announcement that one of the focus areas for the next generation of heavy-duty diesel engine oils will be fuel economy improvements, which lower viscosity oils have demonstrated the ability to provide. This is particularly important as the first-ever fuel economy regulations for heavy trucks will begin in 2014. Synthetic engine oil also can help keep the engine clean through improved sludge, deposit and varnish protection, and helps reduce overall engine wear under extreme operating conditions. Synthetic engine oils typically have more stable viscosity and provide better protection when the engine is running under high-temperature conditions, such as high speeds and heavy loads. * as demonstrated in 2009 on-the-road field testing for 10W-30 viscosity grade only, highway cycles, compared to Shell Rotella ® T Triple Protection ® 15W-40. The term "Shell Lubricants" refers to the various Shell Group companies engaged in the lubricants business. This monthly column is brought to you by Shell Lubricants. Got a question? Visit ROTELLA.com, call 1-800-237-6950 or write to The ANSWER COLUMN, 1001 Fannin, Ste. 500, Houston, TX 77002. By Dan Arcy Shell Lubricants Untitled-5 1 11/9/15 9:07 AM Navistar settles with SEC over emissions strategy T he Securities and Exchange Commission last month announced that Navistar International Corp. had agreed to pay $7.5 mil- lion to settle the crimi- nal investigation into whether the company intentionally misled investors about its progress in meeting 2010 emissions standards. SEC also announced it has brought charges against former Navistar Chief Executive Officer Dan Ustian, claiming the truck and engine maker's former head misled investors about the company's ability to meet those standards. SEC and Navistar say the settlement does not signify the company's admis- sion or denial of the accusations. The company said it was "time to put the matter behind" it. "This settlement was in the best interests of Navistar and its stockholders," the company said. "Settling this matter will avoid the expense and distraction of a potential dispute with the SEC and allow us to continue our focus on building and sustaining momentum on behalf of our shareholders." Regarding the charges against Ustian, twice in 2011 and once in 2012, the company's proprietary MaxxForce engines were denied U.S. Environmental Protection Agency certification, meaning they did not meet 2010 emissions standards. The company was able to apply for 2010 certification after the official compliance date because it had built up credits for exceeding earlier emissions standards. SEC, however, claims Ustian and Navistar applied for the certification despite knowing the engines didn't meet EPA standards. Navistar filed for certification in what SEC says was a misleading attempt by the company and Ustian to reassure its investors that its exhaust gas recirculation technology would work. All other North American truck and engine makers used the diesel exhaust fluid-based selective catalytic reduction system to meet 2010 emissions stan- dards. In late 2012, Navistar abandoned its EGR-only approach in favor of SCR, and Ustian stepped down as CEO. Navistar and Ustian still face civil lawsuits making accusations similar to those by SEC, and the truck maker also still faces civil suits from trucking fleets claiming Navistar knowingly sold heavy-duty diesel engines whose lon- gevity was suspect given the heavy use of EGR. EPA also has filed a lawsuit against Navistar over its 2010 emissions strategy. – James Jaillet In late 2012, Navistar abandoned its EGR-only approach in favor of SCR, and Dan Ustian stepped down as CEO.