p.1 

OAR Box 1135 

Prepped by Candice Davis 

Document Number: 

33) ll-E-3 

Docket Number: 

A-86-03 

Printed 4/21/200811:41:17 AM Sheet 33 of 65 
T T 

•• ' 4. A 

Engine

 0ne |||inois

 center 

IMJL. 4~-4, imre '' 1 Eas t Wacker Drive 

manUJ<lCUJrw> Chicago. Illinois 60601 

Association 312/644-6610 

P.2 

fi-M-oz ir-f-z 

October 6, 1986 

Heavy Duty On-Highway Subcommittee 

Engine Manufacturers Association 

SUBJECT: Minutes from EMA/EPA Meeting of September 17, 1986 

Gentlemen: 

Enclosed for your information and review are the minutes from the 

above mentioned meeting between the representatives of the Engine 

Manufacturers Association and the Environmental Protection Agency. 

They have been approved by counsel. 

Please call if you have any questions or comments. 

Cordially yours, 

Thomas C. Young ^ \J 

Executive Director 

/cs 

Enclosures 

cc: Mr. Charles Gray, EPA 

Mr. Chet France, EPA 

Mr. Rich Rykowski, EPA 
P.3 

ENGINE MANUFACTURERS ASSOCIATION/ 

ENVIRONMENTAL PROTECTION AGENCY 

Motor Vehicle Emission Laboratory 

Ann Arbor, MI 

September 17, 1986 

MINUTES 

I. CALL TO ORDER 

The meeting between the representatives of the Engine Manufacturers 

Association and the Environmental Protection Agency was called to order 

at 1:18 p.m. 

II. ATTENDANCE 

Donald Dowdall 

Lou Broering 

John Fisher 

Arjun Tuteja 

Chet France 

Charles Gray 

Rich Rykowski 

Walter Kreucher 

John Shi He r 

James Feiten 

E. J. Niederbuhl 

S. V. Yumlu 

Richard Shyu 

Charles R. Hudson 

Robert Wynbrandt 

Thomas C. Young 

III. INTRODUCTION/CHARLES GRAY 

Caterpillar Inc. 

Cummins Engine Company, Inc. 

Detroit Diesel Allison 

Detroit Diesel Allison 

Environmental Protection Agency 

Environmental Protection Agency 

Environmental Protection Agency 

Ford Motor Company 

Ford Motor Company 

General Motors Corporation 

General Motors Corporation 

Mack Trucks, Inc. 

Mercedes-Benz Truck Company 

Navistar International 

Jenner & Block 

EMA Staff 

A. What data or information can industry provide on the impact of new 

technology on sulfur reduction and resulting emissions? 

B. EPA may allow certification on low sulfur fuel, but industry must 

recognize that in the 1991 and later years current fuels may still 

have to be used while the refinery industry expands availability of 

low sulfur fuel. 

C. EPA has no current plans to revise emission standards based on use 

of low sulfur fuel. 

D. The refiners could shift high sulfur fuel to non-highway uses. 

EPA's approach is to reduce on-highway fuel sulfur content without 

lowering the fuel quality of other applications. 
Engine Manufacturers Association/ 

Environmental Protection Agency, Minutes 

September 17, 1986 Page 2 

P.4 

E. EPA is conducting an air quality analysis. They are considering 

oodels to investigate the concentrations of sulfates at the 

breathing level. 

1. They believe the costs of sulfur reduction will not be 

substantial. They would like to obtain health impacts data 

to reduce aromatics and encouraged industry to do more Ames 

testing. They have requested Ames tests from CRC. 

IV. OTHER ISSUES 

A. Fuel Costs 

1. The ERC study used a range of $26 to $29/bbl. 

2. The SwRI report will use $22/bbl. 

3. EPA agrees with industry that studies should use a range of fuel 

costs to analyze the problem. 

B. EPA would like to receive from industry: 

1. Penetration forecasts 

2. Information regarding the effects of diesel fuel sulfur content 

on particulate trap feasibility 

3. Broad overall analysis and comments by industry in response to 

rulemaking. 

C. API data is in the docket and a copy is to be sent to EMA. 

D. Model Approaches, Air Quality/John Shi He r 

1. Argqnne Labs has some relevant data 

2. RTP/EPA has a potential model of Philadelphia. 

3. CARB K-line model does not consider deposition rate. 

4. Chevron has some conversion data. 

5. Industry will make a worst case analysis and provide it to Ann 

Arbor. EPA would like this information as soon as possible. 

6. EPA believes the PMIO levels drive the need for sulfur 

reduction. 

a. EPA requested industry to contrast current fuel sulfur 

emissions vs. low sulfur with cost/benefits. 

b. EPA requests comments by October 27, 1986, but can accept 

and use comments submitted later in the year. 
P.5 

Engine Manufacturers Association/ 

Environmental Protection Agency, Minutes 

September 17, 1986 Page 3 

E. Other Aspects 

W EPA requested actual fuel in-use sulfur levels and has only the 

MVMA study. 

2. API revised the general question with EPA as to how much sulfur 

and aromatic reduction could be achieved by engine design and/or 

emission control equipment design by the engine industry. 

V. ENGINE WEAR/DON DOWDALL 

A. Engine wear will be extended, but nowhere near the 30% claimed in 

the report. A discussion paper is enclosed. 

••* • 

VI. ADJOURNMENT 

There being no further business to discuss, the meeting was adjourned at 

3:44 p.m. 
P.6 

J?P/ / twit t*>h 

1978 

COMPLAINTS OF RAPID-WEAR INCREASED FOR 

PISTON RINGS 

EXHAUST VALVE GUIDES 
TRADITIONAL OIL RECOMMENDATION 

WHEN USING HIGH SULFUR FUEL 

FUEL SULFUR 

UP TO 0.4% 

0.4% TO 1.0% 

ABOVE 1.0% 

OIL CHANGE INTERVAL 

STANDARD 

ONE-HALF 

ONE-FOURTH 
P.8 

TEST OBJECTIVE 

DETERMINE FRESH OIL ALKALINITY REQUIRED TO 

PERMIT USING STANDARD OIL CHANGE UP TO 1.5% 

SULFUR IN DISTILLATE FUEL. 
P.9 

TEST CONDITIONS 

• D353 - 6.25 BORE - 8.00 STROKE 

— RUN AT 325 BHP 0 1200 

WATER OUT F: 160, 170, 180, 190 

• FUEL SULFUR LEVELS 

0.4, 1.0, 1.5% 

• CD OIL WITH ASTM D2896 TBN LEVELS 

8, 15, 20, 30 

' OIL CHANGE @ 250 HOURS 

• DURATION - 500 HOURS 

• EACH TEST USED NEW 

PISTONS VALVES 

RINGS GUIDES 

LINERS 

• FLUSHED BEFORE EACH TEST TO REMOVE PREVIOUS TEST 

DEBRIS. 

MEASURED: 

RING GAP INCREASE 

RING SIDE CLEARANCE 

LINER WEAR STEP 

PIN WEAR 

ROD INC. WEAR 

ANALYZED OIL FOR: 

VISCOSITY 

TBN (ASTM D664) 

TAN (ASTM D664) 

AV (ASTM 2896) 

BUSHING WEAR 

BEARING WEIGHT LOSS 

VALVE GUIDE WEAR 

VALVE PROJECTION 

OIL CONSUMPTION 

CHROMIUM 

IRON 

ALUMINUM 

LEAD 
WEAR DUE TO SULFUR IN FUEL 

CATERPILLAR D353 PCTA ENGINE 

250-HR. OIL CHANGE 

500-HR. TEST DATA 

RING GAP UNER WEAR FUEL OIL OIL LB. OIL IRON WVTER 

INCREASE TOP SULFUR NEW '<? 250 HR. LB. FUEL WEAR OUT 

1) 

2) 

3) 

4) 

5) 

6) 

7) 

8) 

9) 

10) 

11) 

12) 

X .001 IN. 

<1* 

1 

1 

1 

2 

3 

3 

14 

15 

23 

35 

35 

X .0001 

<1 

<1 

<1 

<1 

<1 

<1 

<1 

3 

5 

5 

3 

17 

%wr. 

0* 

1.0 

1.5 

0.4 

0.4 

0.4 

1.5 

1.5 

1.5 

1.5 

1.5 

1.5 

TBN 

D2895 

8 

20 

30 

8 

8 

30 

30 

15 

15 

15 

8 

15 

TBN 

D2896 

4* 

7 

17 

3.6 

3.3 

22 

16 

1.9 

' 0.8 

1.0 

0 

0.3 

USED 

% 

.12 

.12 

.20, 

.12 

.12 

.17 

.12 

.12 

.15 

.22 

.30 

.07 

PPM 

40* 

53 

57 

57 

56 

44 

74 

229 

200 

145 

142 

580 

F 

170 

170 

170 

180 

160 

170 

190 

170 

170 

170 

170 

170 

* 0% SULFUR FUEL WAS NOT RUN — WEAR NUMBERS ARE BEST JUDGMENT. 
t_> 

oo 

35 

30 TBN OIL 

1.5% SULFUR FUEL 

20 TBN OIL 

1.0% SULFUR FUEL 

8 TBN OIL 

0.4% SULFUR FUEL 35o 

300 

250 

200 

150 

cc 

S 

100 

- 50 

100 150 

HOURS 

150 200 250 
35 

14 TBN OIL 

1.5% SULFUR FUEL 

14.7 TBN OIL 

1.5% SULFUR FUEL 

15 TBN OIL 

1.5% SULFUR FUEL ,350 

oo 

ac 

m 

m —i 

o 

200 250 
P.13 

SUMMARY 

FOR ENGINES WITH AN AVERAGE OIL CONSUMPTION 

OF .0005

 L3- OR HIGHER FRESH OIL WITH A 

HP-HR. 

TBN WHICH IS 20 X % SULFUR IN THE FUEL WILL 

NEUTRALIZE THE SULFUR ACIDS FORMED 

ADEQUATELY TO PERMIT USE OF STANDARD DRAIN 

INTERVALS. 
P.M 

/77£ 

h 

I 3-

QJ 

(J 

</) 

5! 

Vollast 

(4'att food) 

llmin 

1000 

5 

1500 

1 

2300 

1000 

L/'^^cmi ui i^n ui i um 

(D/cce/ rue/ ocrf ) r- rs-. SHEE r E 

5=0.26 Cew.-% ft,*, 

S= 1.20 Cew.-% 

y°t£$£9' SAE 20tri/20(API SE/. 

0lWMSli!£P ^0.2 g/kWh 

Je Drehzahl eine neue 01 fut 

(6 Olfullungen ) 

{•ftt/e<£ 

Olfullung 

***rs Y*v>% ) 

V 1500 

12300 

oh} -

40 

Kuhtwasser-AusirittstemperaturSerien-Saugmoior ZwickelZylinderverschleifJ durch 

Schwefefoehalt x x. im Diese/kraftstoff 

Forschung und 

Entwiddung 

E2NM 
P.15 

T. A. TENNYSON AND C. K. PARKER, JR. 

SAE PAPER 700892 

NOVT 1970 

CATERPILLAR DATA AND FIELD EXPERIENCE 

CORRELATE IN GENERAL WITH DATA PRESENTED. 

THE CURVES PRESENTED SHOW NO SIGNIFICANT 

DIFFERENCE IN WEAR BETWEEN ZERO AND 0.3% 

SULFUR FOR A GIVEN TBN OIL. 
P.16 

CONCLUSION 

REDUCING FUEL SULFUR CONTENT FROM 0.3% 

TO 0.05% WILL NOT INCREASE AVERAGE 

ENGINE LIFE SIGNIFICANTLY. 

. 
P.17 

•»8lO!M33^ f - rflc 

NOTICE 7*" 

o -

CCf 

MJ •;.".»••' IHII.HI.JIII> 

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y

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'-:.; •• ; , l | . •.•:,••••••; •--J'J.JXJ. X.J. '•v:^-/^-'\::- ;.-' !"':'"''- ,r

;

r 

A 

Locomotive Radioactive Ring 

Studies of Fuel, Lubricant, 

and Operating Variables 

T. A. Tennyson 

Southern Pacific Transportafion Company 

C. K. Parker, Jr. 

Chevron Research Company 

v«;< 

National Combined Fuels and Lubricants 

and Transportation Meetings 

Philadelphia, Pa. 

November 4-6,1970 

700892 

. 

^\OA R re,*£^ 

S OFC 2: 1970 o | 
P.18 

,H*mUtAmmm IW. I I' tmmm-1-m I . -*m i T-I- •.. ,

*'^' r t .-"--in W | i , itis.^ 'rtmn II- ii r * •*"* — — * " • - • n i 

having to reduce engine power 

output. 

When It was found necessary 

to shut down the engine between 

test runs, such as over weekends, 

care was taken to be sure the 

engine was warmed up completely 

and constant wear rates established 

Wear Versus Throttle Settings 

Immedlate I 

lation of new p 

and break-in, a 

versus throttle 

taken. The rin 

Iron rings with 

sides and opera 

pIated Ii ners. 

vas commercial 

fuel wIth a sul 

approximately I 

oiI was the com 

reference olI. 

study are shown 

y foIlo 

ower as 

study 

setti n 

gs used 

chromi 

ted i n 

The fu 

ra iIroa 

fur con 

%. The 

merei a I 

Result 

in Fig 

wing InstaI -

sembIi e? 

of wear 

g was underwere cast 

um-pIated 

chrom i urnel used 

d diesel 

tent of. 

Iubrlcating 

7 AV 

s of this 

ure 8. 

As expected from previous 

studies, iron ring face wear 

Increased as throttle setting 

or horsepower output was increased 

Chromium side wear, however, 

showed the opposite trend, decreasing as power output was increased. 

This unexpected trend is believed 

to be caused by ring Instability 

at decreased gas pressures. 

Effect of Fresh Oil Alkalinity Value 

A series of runs was made 

changing the alkalinity of the 

lubricating oil from 7 AV to 

10 AV with the engine running. 

Each pair of runs was 16 hours 

long, 8 hours at each AV level, 

using nominal \% sulfur fuel. 

Averaging several of these runs, 

a reduction of 40? in iron face 

wear was seen. Individual runs 

are shown in Figure 9. 

This study was expanded 

to Include other fuel sulfur 

levels and oils of lower oil 

AV. ^Runs utilizing both full 

load oil changes and fuel changes 

were used to obtain the data 

shown in Figure 10. It may be 

seen that for a given fuel 

12 

1.0 

5 as 

w 

3 

O 

£ 0.6 

OS 

E 

S 0.4 

0.2 

FIGURE 8 

THROTTLE POSITION WEAR STU0Y 

1% SULFUR FUEL 

o Iron Face Weer 

o Chrome Side Weir 

J 4 . 

Throttle Position 

FIGURE 9 

EFFECT OF INCREASING OIL ALKALINITY ON 

IRON FACE WEAR 

1% SULFUR FUEL 

1.2rt.0 

at 

3 

o 

£ 04 

Os 

e 

5 »« 

z 

0 2 

0 U 7 10 7 |0 

lutricetino, Oil Alkalinity Vtlwe 

-10-
P.19 

FIGURE 10^ 

IRON FACE WEAR VERSUS FUEL SULFUR 

FRESH OILS 

ai az as, at 0.5 a6 ar at 

fuel Sultur. Weiqtit Percent 

1.0 

:;niric r-r: D/*/•'.': !>2': > zi~ 

sulfur level, the higher alkalinity 

value lube oils consistently 

reduce wear. Also, as the fuel 

sulfur level increases, iron 

face wear also increases, supporting 

he theory that corrosive wear 

is a major wear mechanism. 

Lubricating oil Inspection 

data are included in Table III. 

TABLE III 

FRESH OIL INSPECTION OATA 

Oil Alkjiinily 

Vllu«' 

XO 

7.0 

106 

iUit-lt. 

Asti. * 

027 

au 

an 

Crgvity. 

API 

25.4 

24.4 

24.7 

Viscosity Jt 100 F. 

SUS 

954 

962 

917 

Viscosity it 210 f, 

SUS 

77.2 

717 

76.0 

Viscosity 

Index 

72 

TS 

72 

'As measured by ASTM 0 2896. 

Used Oil Alkalinity 

Performance data are usually 

reported on lubricating oils 

In new or nearly new condition. 

9 significance of this data 

•a sometimes questioned as lubricating oil is In new condition 

for a relatively small portion 

TABLE IV 

USED OIL INSPECTION OATA 

Oil AltOilMy 

Vjlu.' 

I.I 

Z I . 

11 

<l 

taw In t 

ao 

l.> 

10 

I t 

0M» 

IS 

7.1 

ts 

M 

ftlumO*' 

10 

is 

li 

t.4 

Viicmiy « 100 r.| vncmity « HO t. 

Slrt ! SIK 

UM 

IIM 

vm 

HK 

• 

vn 

« i » 

nir 

IKW.JS' M 

an 

0 12 

a u 

a» 

inwvt'n 

an 

0.W 

a io 

an 

'*( nnm d or ASM 0 JW4. 

'ts mn» H »r AStM O <M 

of its life 

dra in peri o 

common makl 

of used o iI 

series of u 

was obtaine 

to operate 

measure wea 

I eve Is of f 

of these us 

in Table IV 

the locomot 

Flgure II. 

In the engine. Longer 

ds are becoming more 

ng the performance 

more Important. A 

sed ra iI road oiIs 

d in sufficient quantity 

the locomotive and 

r rates with different 

ueI sulfur. Ana Iyses 

ed oils are shown 

Wear results from 

i ve are plotted i n 

When wear results on used 

and fresh oils are plotted on 

the same coordinates, Figure 12, 

test results on used oils fit 

very well with respect to the 

family of curves plotted for 

fresh oils relative to AV. From 

FIGURE 11 

IRON FACE WEAR VERSUS FUEL SULFUR 

USED OILS 

LlAV 

J.JAV 

4.7AV 

a i o.2 OJ aa as at a; at 

Fuel Sultur. Weight Percent 

a« 1.0 

-I I-
P.20 

Gnvtty, API 

Specific parity at 60" F 

Flaahpotat.'F 

Total mlAir, % wt 

DtatUUtioa.'F 

IBP 

10* 

30% 

50% 

70* 

904 

Hf 

Hyctrocutooa typa. % wot 

Saturates 

Arotaatfca 

Ofatu» 

Vteoatty, kfaemadc (TM45) 

CttMtm number 

that of oombofdoa (net), Btu/lb 

.068 1 

ps

 0<n 

1 tt 

% 

s l *0M 

4— 

• ^ 

• 

28) 

Tabic 1 - Propertiei 

Reference 

Fuel 

34.4 

0.853 

158 

0.223 

3«2 

420 

470 

504 

544 

590 

632 

63 

36 

1 

2.88 

46J 

18,263 

i . 3 * 

Fual A 

35.2 

0.849 

198 

0.170 

416 

448 

476 

503 

534 

606 

700 

66 

33 

1 

3.24 

J

.7 

18.327 

• ^^^^"^ 

• 

of Tert and Reference Fuels 

FuelB 

40.2 

0.823 

112 

0.08 

322 

350 

366 

391 

430 

484 

556 

72 

27 

1 

1J9 

37 

18,511 

M a? M 

AMOiuvmr 

Ftg.1 -Effect of AMI parity < 

mnwwnpoon (fil/bhp-h) 

>aeagiiMvalu 

F>M1C 

34.2 

0.834 

151 

0.20 

344 

396 

418 

474 

518 

378 

638 

58 

40 

2 

2J4 

38 

1 U O 

'• 

41 

metric (W 

FuelD 

29J 

0.877 

.116 

0J7 

348 

410 

452 

47S 

490 

522 

596 

39 

57 

4 

1.95 

33 

18.1U 

FuedE 

27.4 

0.890 

202 

0.26 

410 

476 

506 

527 

555 

605 

680 

40 

58 

2 

3.44 

41 

18012 

-

i 

i 

i 

! 
P.21 

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P.23 
EFFECT OF CATALYTICJ^^.^Q^ANSIEt^CXCLE PARTICULATES 

P.24 

2 . 0 

« 

04 

X 

CQ 

fc 

(A 

CO 

< 

3 

u 

< 

CU 

i.C 

0.5 

COLD COLD 

100 min. Transient 

30 min. S.S. 

(1500 - 1900 RPM) 

5 7 9 11 13 15 17 19 

rOH'-^ni'H^ ' TRANSMI T CVCT.P. NUMBER * 

21 23 

mmt 

2! 

*Or.e transient cycl« \r> rough\ly equivalent to 6.4 miles. 
1.5 J 

EFFECT OF CATALYTIC TRAP ON 

TRANSIENT CYCLE PARTICULATES 

41.0 

OO 

I 

u 

H 

U 

t-t 

H 

-t 0.5 i 

c -L _L 

H H H H C H 

CONSECUTIVE TRANSIENT CYCLES 

H H 

C 

H 

COLD START 

HOT START