p.1 

OAR Box 1135 

Prepped by Candice Davis 

Document Number: 

18) II-A-3 

Docket Number: 

A-86-03 

Printed 4/21/200811:41:17 AM Sheet 18 of 65 
P.2 

NATIONAL PETROLEVM\REflNERS ASSOCIATION 

• UITC lOOO 

I.. . L .T.tC T N W 

WASHINGTON. O C 200) . 

FL-80-83 

INTERRELATION OF DIESEL ENGINE LUBRICANT QUALITY 

AND SULFUR CONTENT OF DIESEL FUEL 

by 

W. C. Gergel 

The Lubrizol Corporation 

Wickliffe, Ohio 

Presented at the 

1980 FUELS AND LUBRICANTS MEETING 

November 6-7, 1980 

Houston, Texas 
P.3 

FL-80-83 

ABSTRACT 

Automotive diesel fuel quality has always been of interest. Currently, many publications have discussed 

the possibility of fuel deterioration. The increase 

in sulfur content of diesel fuel has been the subject 

of particular discussion because of the corrosive wear 

caused by an attack on engine parts by sulfur acids 

generated during the combustion process. 

The trend toward an increase in diesel fuel sulfur 

content is reviewed from the standpoint of North 

America as well as other parts of the world. 

One major manufacturer of four-cycle diesel engines 

has expressed a great concern relative to the corrosive action of high sulfur fuel. In order to 

broaden the scope, the attitude of other diesel engine 

manufacturers throughout the world is analyzed and 

compared. 

The level of alkalinity of an engine oil may have a 

significant effect on the control of the corrosive 

attack by the high sulfur fuel. The methods of 

alkalinity or TBN measurement are contrasted in this 

paper. The test methods, as they apply to the used 

oil analysis, are reviewed. 

A number of manufacturers are concerned about the 

level of sulfated ash in diesel engine oil. The interrelationship of TBN and sulfated ash are discussed. 

Test methods to quantify the corrosive effects of high 

sulfur fuel are presented. 

Data are presented shewing the ability of oils of 

varying TBN and quality levels to control both the 

deposit forming tendencies and corrosive effects of 

high sulfur diesel fuels. 

If a trend toward increasing sulfur values of automotive diesel fuels is real, then it is concluded that 

an arbitrary selection of new oil TBN values will not 

necessarily result in the desired engine protection. 

Engine cils of carefully balanceo composition appear 

to be required for effective control of diesel fuel 

sulfur-induced problems. 
FL-80-83 

P.4 

. •, 

INTRODUCTION 

Automotive diesel fuel 

quality has always been of 

interest. Currently many publications have discussed the 

possibility of fuel deterioration. (1, 2, 3,)* 

The diesel engine has a 

number of performance benefits: 

fuel economy, relatively low 

operating costs and good engine 

performance. If fuel deterioration is occurring today, what is 

this deterioration doing to the 

performance of the diesel 

engine? Diesel engine, builders 

must consider fuel quality in 

terms of future engine designs. 

The diesel engine market is 

expanding very rapidly because of 

the obvious advantage of diesel 

operation over gasoline operation. As an example, diesel 

truck production- in the period 

from 1955 to 1977 increased almost 1100 percent. Increaseo 

dieselization has logically resulted in the increased use of 

diesel fuel. The rapid growth of 

diesel use is projected to continue well into the 1980's. 

To cope with the ever increasing use of diesel fuel, refiners are considering increasing 

the distillation span from about 

650°F up to 720°F in order to 

maximize yield of diesel fuel. 

Extension of the boiling range of 

diesel fuel could cause problems 

because the higher boiling fractions normally contain higher 

Quantities of waxy components. 

Problems of handling the 

diesel fuel shculd also be expected to increase. Associated 

•Numbers in parentheses refer to 

references shown at the eng of 

this paper"! 

with handling problems is a possible increase in water content 

of diesel fuel. Increaseo water 

content can lead to a number of 

problems, such as excessive algae 

growth in storage tanks which can 

lead rusting. Rust particles can 

plug fuel lines and fuel filters. Water contamination of 

diesel fuel can produce injector 

fouling leading to costly repairs 

The increase in the sulfur 

content of diesel fuel has been 

the subject of particular discussion. Diesel fuel sulfur has 

been called "Your Diesel's Silent 

Enemy."(3) Diesel fuel sulfur 

damage gives- no advance warning. 

The diesel engine will run normally until piston rings stick or 

the piston rings and cylinder 

liners are worn to the point of 

excessive blow-by or oil consumption. These abnormalities are 

caused by acidic by-products resulting from the high sulfur fuel. 

During the combustion process, the sulfur compounds in the 

diesel fuel oxidize to ferm sulfur oxides. The combination of 

water and the sulfur oxioes result in sulfur acids. Water is 

present in the incoming air but 

it is also a by-product of combustion. Approximately 35 percent by weight of the products of 

diesel fuel combustion is water 

if complete conversion to carbon 

dicxide and water is assumec. 

There is always a degree of 

blow-by of the combustion products past the piston rings. The 

sulfur acids present in the 

blow-by can accumulate in the 

lubricating oil system. The sulfur acics may chemically attack 

cylinder liners, piston rings, 

exhaust valve guides anc ether 

engine parts. 

f 
FL-80-83 

P.5 

DIESEL FUEL SULFUR LEVELS 

Is the sulfur level of diesel 

fuel increasing? This question 

will be discussed from two standpoints: North America and Worldwide. 

In North America, data from 

different sources are available: 

1. United States Department 

of Energy data 

2. Motor Vehicle Manufacturers Association 

3. Large specialty diesel 

engine oil supplier 

•4. Engine oil additive manufacturer 

1. United States Department of 

Energv. 

TYPE 

C-B 

T-T 

R-R 

S-M 

TABLE 1 

DOE FUEL CODES 

DESCRIPTION 

Diesel fuel oils 

for city bus and 

similar operations 

Fuels for diesel 

engines in. trucks, 

tractors, and similar service 

Fuel for railroad 

diesel engines 

Heavy-distillate 

and residual fuels 

for large stationary and marine 

diesel engines 

Thirteen different properties 

of diesel fuels are tabulated. 

Sulfur content is one of the 13 

properties. The sulfur content 

is expressed as weight percent 

and is determined by ASTM D129. 

The American Petroleum Institute (API) and the Eartlesville 

Energy Technology Center of the 

United States Department of Energy(DOE) have conducted annual 

surveys of diesel fuel oil produced in refineries in the United 

States. 

Samples of diesel fuel typical of • those manufactured at 

esch refinery are analyzed by the 

refiners in accordance with recommendations from the Subcommittee on Fuels Surveys of the Petroleum Products Committee of the 

API. The DOE classifies the 

data. Annual reports have been 

prepared since 1950. 

The OOE subdivides fuels into 

four groups of service: 

The DOE plots the average 

values of the properties surveyed 

in order to show trends. 

Graphs for' annual sulfur 

values prepared by the DOE (4) 

are shown below: 

SULFUR CONTENT TREND LINES 

C-B Fuel 

i ** •» *a 

Graph 1 
FL-80-83 

P.6 

T-T Fuel 

0 * 

-

4 , 

«w* 

-Wl 

e 

» * * » -SJ 

>•' i « * 

* M ** '( 

-

-

r 

• 

1_ 1: 

•i 

1 

i

c

lu 

i<-n<i 

Graph 2 

R-R Fuel 

<* d *.* •• *,• :% 

Graph 3 

S-M Fuel 

TABLE 2 

Twenty Year Average 

DOE SULFUR LEVELS 

Fuel Type 

C-B 

T-T 

R-R 

Average Sulfur 

Level, 

0.1 

0.23 

0.27 

The heavy distillate fuel, 

S-M, used in stationary and marine diesel engines has had average sulfur values that have 

ranged from 0.3 to 0.9 percent. 

Average values do not necessarily give a" correct indication 

if there is concern about the 

maximum values. Table 3 lists 

the average and maximum sulfur 

values reported by the DOE for 

the last ten years. The data are 

divided by five regions of. the 

United States. The data in Table 

3 suggest the sulfur level in T-T 

fuels has either remained the 

same or has slightly decreased 

over the last decade. 

2. Motor Vehicle Manufacturers 

Association 

<%*.:*• •? o •»•« *»***** • *« -- '• n «i -f ^ r% rr f i 

•• .- ! 

Graph k 

Inspection of the trend lines 

of the C-B, T-T, and R-R fuels 

show that the sulfur level have 

been remarkably constant for the 

past twenty years. 

The Motor Vehicle Manufacturers Association (MVMA) released 

the results of a national diesel 

fuel survey on January 15, 

1980.(5) Cn July 15, 1979, MVMA 

personnel obtained two-gallon 

samples of diesel fuel from a 

variety of diesel fuel pumps in 

13 cities across the Unitec 

States. A total of 79 samples 

were taken. The samples represented the diesel fuel for sale 

by 23 different refiners. 

The samples were evaluated 

for 15 different properties. 

Sulfur content was one of the 

properties. Table k summarizes 

the results of the survey from 
P.7 

TABLE 5 

FL-80-83 

D-A LlSUCAKT COPANY FLEL SUWEY 

SLLFUfi LEVEL OT DIESEL FUELS 

Service Area 

Baltimore 

Mary 1ano 

urtlngton 

Hest Virginia 

Inalanapolis 

InoIana 

Kemer 

.est Virginia 

Minneapolis 

Minnesota 

Ne» Orleans 

Louisiana 

Ocala 

Fioriaa 

Pomona 

California 

Tulsa 

0<ianoma 

Vancouver 

dtsningtcn 

Comoir.eo 

TOTAL • 

Perioc 

A 

B . 

A 

B 

A 

B 

A 

A 

B 

A 

E 

A 

B 

A 

6 

A 

B 

A 

e 

A 

5 

Samples 

Analyzea 

For Sulfur 

149 

177 

112 

-AOO 

123 

204 

. 

JO 

109 

39 

A3 

208 

115 

183 

55 

206 

91 

103 

721 

1689 

24iC 

Mean X of Stanoaro 

Sulfur Per Ceviation 

Samole (* Sulfur) 

0.23 

0.20 

0.24 

0.24 

0.28 

0.23 

0.20 

0.32 

0.32 

0.25 

0.29 

0.27 

0.28 

0.27 

0.30 

0.26 

0.28 

0.31 

0.27 

0.26 

0.265 

0.C6 

0.10 

0.09 

0.10 

0.10 

0.10 

C.03 

0.12 

0.11 

0.15 

0.11 

0.14 

0.10 

0.15 

0.C8 

0.15 

0.07 

0.13 

0.09 

0.14 

O.ii 

* Samples 

0.40* or 

Hicner Sulfur 

0.67 

3.39 

6.25 

6.50 

13.82 

8.33 

0.0 

16.67 

17 .o3 

11.86 

20.93 

13.31 

11.30 

20.22 

10.51 

16.95 

6.59. 

22.33 

9.01 

12X2 

10.5C 

nignest 

Keporteo 

X Sulfur 

0.40 

0.62 

0.46 

0.66 

0.53 

0.55 

C.25 

C.56 

0.64 

C.53 

• 0.49 

0.93 

C.60 

0.63 

0.6C 

1.00 

0.47 

0.63 

1.00 

1X0 

A « Perioc Sectencer 1, 1979 to Decemoer 15, 1979 

B • Perioo ney tnru July 1980 

part of 1979 and 0.26% for the 

seconc quarter of 1980. 

Looking at the numbers of 

samples exceeding 0.4% sulfur 

reveals an interesting trend. 

Survey Period 

Sept. thru Dec. 1979 

May thru July 1980 

* Samples 

0A% or 

Higher Sulfur 

9.01 

12.02 

It would appear as though the 

sulfur content of fuels purchased 

in the field is gradually increasing, it could be argued 

that such a change is only slight 

and resulted from a normal statistical variation. Further, 

the increase does not appear to 

be localized in any particular 

geographic area of the united 

States. 

4. ENGINE OIL ADDITIVE PRODUCER 

Field testing of engine lubricants is an integral ana final 

part of the evaluation of diesel 

engine oil additives. If sulfur 

levels of diesel fuel are increasing, the results of such 

field trials could be affected in 

an adverse manner. The Lubrizcl 

Corporation has monitored the 

fuel sulfur level of the fuels 

involved in their field testing 

of lubricants. The results of 

this proaram are shown in Table 

6.(7) 
r^'-M^ySE"'"' P.8 

FL-80-83 

TABLE 3 

OEPARTKCNT OF EI€RGY 

T-T TYPE FUEL SULFUR LEVELS 

Survey 

Year 

1979 

1978 

1977 

1976 

1975 

1974 

1973 

1972 

1971 

1970 

EASTERN 

f 

» 

53 

56 

58 

57 

56 

58 

57 

62 

63 

75 

A 

» 

.20 

.18 

.19 

.20 

.17 

.20 

.19 

.17 

.19 

.18 

H 

• 

.50 

.46 

.50 

.47 

.38 

.52 

.50 

.52 

.55 

.50 

SOUTHERN 

« 

26 

31 

35 

33 

30 

33 

30 

37 

29 

34 

A 

.24 

.24 

.23 

.25 

.22 

.24 

.24 

.19 

.21 

.27 

M 

.89 

.97 

.90 

1.1 6 

1.1 0 

1.07 

1.10 

1.10 

1.00 

1.10 

REFlteRY 

CENTRAL 

» 

62 

60 

64 

71 

65 

75 

75 

67 

64 

74 

A 

.24 

.22 

.24 

.25 

.25 

.24 

.24 

.23 

.25 

.25 

£Ci » 

M 

.46 

.46 

.67 

.80 

.80 

.72 

.76 

.70 

.70 

.72 

ROCKY 

MOUNTAIN 

» 

33 

29 

35 

35 

34 

39 

38 

35 

35 

39 

A 

.25 

.28 

.22 

.24 

.24 

.26 

.25 

.24 

.22 

.23 

M 

.59 

.47 

.46 

.46 

.46 

.51 

.65 

.50 

.48 

.47 | 

WESTERN 

t 

28 

27 

32 

36 

37 

36 

32 

32 

33 

31 

A 

.23 

.31 

.22 

.23 

.24 

.26 

.23 

.22 

.18 

.23 

M 

.59 

1.1 0 

.46 

.47 

.60 

.50 

.49 

.43 

.49 

.47 

• * = Number Samples A r Average value M = Maximun Value 

the standpoint of sulfur level, 

TABLE 4 

"CTtfl /eyr^i e 

N»T:a«U. 

•*nfv:rj>Gi 

::ssL rjs. 

S -£3XI 

S.SVEV 

1TI> 

K -"EOJU* 3IESEL "JE. SJLfU-t -JVELS 

:amoit 

.:c3-.a.cn 

i-.ZUOattOJl 

'I'.tOtm 

3i.::n;i 

:«troit 

.:% V«;»i«« 

•a'.tmi 

••'ipr.ieolij/Jt 

••aw 'ar* ::ty 

•"-•.Itcal^it 

i t . :zuls 

; « u .**• •_::•/ 

Sar incsnia 

:eac:ia 

"ct»l 

»v«r»<jt 

•anoling 

_

3

iui ' 

:at«; ."uiy 

ijiroieaj 

•s 

•7 

IJ. 1J7? 

% 

•'II . 

-, 

.3!i 1 

,^. . i l 

..'a 

.VS 

.mi 

.J 

.5C 

.-5 

..A 

.:c 

. • A 

lJl* J 

-a'.' . 

.33 

.JO 

.:? 

. j 

.:> .Z3 

.:« 

.;» . i i 

. 1 . 

. j 

.^ .'.a*. 

.21 

--.c. 

.46 

.20 

.a^ t 

.Jl 

.33 

.ZS 

:2 

.-. l 

.13 

.:» •L. 

.h • 1 6 

..' 1 

The data shown in Table 4 are 

in general agreement with those 

shown in Table 3, i.e. the DOE 

and MVMA surveys are in substantial agreement. The MVMA nationwide average sulfur content for 

#2 regular diesel was 0.31%. 

A maximum value of 0.77% was 

reported. 

3. LARGE SPECIALTY OIESEL ENGINE 

OIL SUPPLIER 

The D-A Lubricant Company of 

Indianapolis, Indiana has conducted an extensive survey of 

user diesel fuels.(6) Two surveys were carried out: 

Survey Period 

Sept. thru Dec. 1979 

May thru July 1980 

Number 

of Samples 

721 

1689 

2410 

The diesel fuel samples evaluated were representative of 

fuels used in both on-highway and 

off-highway applications. 

Table 5 summarizes the results of both survey periods. 

The mean sulfur values for both 

periods were essentially identical; 0.27% for the last 
FL-80-83 

P.9 

TABLE 6 

• 

Purcnase 

Location 

(State) 

California 

Connecticut 

Georgia 

Icano 

Inaiana 

Micnigan 

Minnesota 

New *ort< 

SULFUR VALUES 

CF OEET TEST OIESEL FUELS 

THE LU6RIZ0L CCflPORATICN 

Nuicer 

of 

Samoles 

1 

5 

1 

7 

7 

9 

i 

27 

aNortri Carolina 1 

Chlo 

Cregon 

Pennsylvania 

Tennessee 

Texas 

fcasnington 

TOTAL 

36 

16 

IS 

2 

1 

5 

1*7 

Sulfur Level, 

win. 

mmm. 

0.19 

— 

0.23 

0.09 

_ 0.25 

0.25 

O.U 

. _ 

0.12 

o.n 0.12 

0.18 

— 

0.26 

0^09 

Avq. 

0.26 

0.24 

0.22 

0.32 

0.22 

0.34 

0.37 

0.31 

0.14 

0.29 

0.28 

0.29 

0.22 

3.09 

0.33 

o"7& 

x «t 

van. 

. 

0.30 

—-

0.37 

0.33 

0.50 

0.45 

0.53 

— 

0.54 

0.45 

0.44 

0.23 

— 

0.44 

o» 

The results shown in Table 6 

are in aeneral agreement with the 

data presented by the DOE, MVMA 

and also the large specialty 

diesel engine oil supplier. 

GENERAL ASSESSN€NT OF UNITED 

STATES OIESEL FUEL SULFUR TRENO 

The diesel fuel sulfur level 

data collected by four different 

sources indicate that fuel sulfur 

values in the United States have 

not risen appreciably. Although 

the large specialty diesel engine 

oil supplier's survey indicates 

that there may be a trend toward 

increasing fuel sulfur values, 

the maximum values are the same 

as have been experienced during 

the last decade. 

WORLD-WIDE DIESEL FUEL SULFUR 

LEVELS 

Sulfur levels in various 

parts of the world are of interest especially to multinational 

builders of diesel engines. 

^Iti-national diesel engine 

builders want to be able to set 

their policies relative to drain 

oil intervals on a world-wide 

basis. 

In Europe, the European Economic Community (EEC) Council of 

Ministers adopted maximum levels 

for diesel fuel sulfur on October 

1, 1980.(See Table 7) 

TABLE 7 

EEC SULFUR LEGISLATION 

Automotive Diesel 

Diesel Fuel and 

Heating Oil 

Legislation 

Date 

Oct. 1, 1976 

Oct. 1, 1980 

Basic 

Grade 

0.5max 

0.3max 

High Sulfur 

Grade 

0.8 max 

0.5 max 

The above EEC legislation 

reflects the pressure in Europe 

to reduce sulfur levels of fuel. 

These reductions are believed 

necessary in order to reduce air 

pollution. Table.8 lists the ten 

EEC members (generally called the 

Common Market). 

TABLE 8 

EEC MEMBERS 

Belgium 

Oenmark 

France 

Greece 

Ireland 

Italy 

Luxembourg 

Netherlands 

United Kingdom 

West Germany 

EEC legislation is in reality 

a strong recommendation to the 

member countries. Ireland is 

allowed the flexibility to conform to the EEC sulfur levels up 

to October 1985. It is unlikely 

that Italy will conform to the 

EEC sulfur levels except for possibly large metropolitan areas 

such as Milan, Rome, and Turin. 
P.10 

rsr^f^i^T 

FL-80-83 

The sulfur levels of diesel 

fuel in other areas of the world 

are shown in Table 9. These levels of sulfur have been common 

for some time.(8) 

TABLE 9 

INTERNATIONAL DIESEL FUEL 

SULFUR LEVELS 

COUNTRY 

Austria 

Brazil 

Iran 

Ital y 

Portugal 

South Africa 

Spain 

Sweden 

Switzerland 

Venezuela 

% Sulfur 

AVERAGE- MAXIMUM 

1.0 

1.0 

0.9 

0.5 

0.6 

1.3. 

1.2 

0.5 

0.6 

0.5 

0.5 

0.5 

The Caterpillar office in 

Geneva, Switzerland has collected 

sulfur level data on a variety of 

diesel fuel samples which originated in Africa, Europe 

TABLE 

SULFLF ANALYSES Of 

Country 

At>u Onaoi 

Algeria 

Canary Islanas 

Egypt 

Finlano 

france 

Cacor. 

Iran 

Israel 

Italy 

Ivory Coast 

Kenya 

Malawi 

Morocco 

Netherlands 

Norway 

Saual Araoia 

Scotland 

Soutn Africa 

Soaln 

Tanzania 

Tunisia 

inlte-a Kingdom 

Yemen 

Yugoslavia 

Zaire 

10 

INTERNATIONAL 

OIESa FUELS 

Mmcer 

Samples 

i 

I 19 

2 

1 

6 

2 

2 

1 

4 

1 

1 

2 i 

2 

1 

5 

1 

1 

7 

1 

4 

1 

1 

1 

2 

Min. 

_ 

— 0.41 

0.69 

~ O.SO 

0.843 

0.86 

— C.54 

~ 

~ 

•• 0.93 

0.45 

— 0.S3 

— — 0.54 

0.66 

— 

mm. 

— 0.7 

» Sulfur 

Avq. 

0.95 

0.13 

0.97 

1.41 

0.39 

0.71 

0.66 

0.93 

0.46 

0.69 

0.95 

0.95 

0.76 

0.95 

0.-46 

0.36 

0.96 

0.34 

0.67 

0.69 

0.95 

0.91 

0.37 

1.00 

0.36 

0.95 

m » . 

mm. 

— 1.35 

1.92 

—• 0.82 

0.876 

1.00 

— 0.77 

— — — 0.96 

0.47 

— 1.3 

— — 1.19 

— 1.01 

— — — 1.2 

and the Near East. Table 10 summarizes the data on 71 samples 

from 26 countries which were collected from mid 1978 to mid 

1980.(9) 

The average sulfur value on 

the 71 diesel fuels analyzed was 

0.84X; the maximum sulfur value 

encountered was 1.92X. Approximately 25% of the samples shown 

in Table 10 are believed to be 

marine fuels. The remainder of 

the samples were fuels used in 

land based operations. Mining 

activities were a major source pf 

the fuel samples used in the land 

based operations. 

RESUME OF SULFUR LEVEL STUDIES 

There may be a tendency for 

sulfur values of diesel fuels to 

be increasing in the United 

States. Fuel collection surveys 

should continue to verify this 

possibility. Based on the data 

collected, the maximum fuel sulfur values found in a recent extensive survey(6) do not appear 

to be in excess of those maximum 

values reported over the last ten 

years. A study of the total 

poundage of sulfur flowing from 

the U.S. refineries would be 

helpful in order to definitively 

know if the diesel fuel sulfur 

level is increasing. 

Internationally, it appears 

that many samples of fuel contain 

fairly high levels of sulfur. 

Legislation on the European continent should tend to minimize 

the increase of diesel fuel sulfur in that area of the world. 

ENGINE BUILDERS POSITION CN 

TOTAL 71 0.13 0.84 

DIESEL FUEL SULFUR LEVELS 

One major manufacturer cf 

four cycle diesel engines has 

expressed considerable concern 
FL-80-83 

P.11 

relative to the corrosive action 

of high sulfur diesel fuel. The 

reason for this cdncern lies in 

the fact that some field engine 

failures have been attributed to 

the use of high sulfur-bearing 

diesel fuels. As a result of 

this concern, the manufacturer 

has made certain recommendations 

relative to the composition of 

the enaine oil. 

Table 11 summarizes the known 

published recommendations of 

American and European engine 

builders relative to action to be 

taken if high sulfur-bearing 

fuels are encountered. 

Because of the concern over 

possible rising diesel fuel sulfur content and its interrelation 

with engine performance, the Engine Manufacturers Association 

(EMA) will list ASTM D-2896 TBN 

values of the oils listed in 

their 1981 Handbook of Engine 

Lubricants. 

ALKALINITY AND TOTAL BASE NUMBER 

Total Base Number (TBN) is a 

measure of the alkalinity or 

basicity of an engine oil. 

TBN is numerically equal to 

the number of milligrams of potassium hydroxide (KOH), a highly 

alkaline substance, having the 

same acid neutralizing power as 

one gram of engine oil. 

The higher the TBN, the 

greater the acid neutralizing 

capacity of the oil. 

Table 12 lists the approximate TBN level of various diesel 

engine oils. 

TABLE 12 

DIESEL ENGINE OIL 

ALKALINITY VALUES 

DIESEL ENGINE 

OIL TYPE 

Universal* 

Generation 3 Railroad 

Generation 4 Railroad 

Medium Speed Marine 

Cross-Head Marine 

TBN 

6-10 

10 

13 

20-30 

50-70 

•1.000% total sulfated ash oil 

meeting API CD, API SF, 

MIL-L-210AC, MIL-L-46152B 

Protective TBN comes from oil 

soluble bases such as those derived from calcium, magnesium, 

sodium and barium. When these 

bases react with acids (such as 

sulfur acids), the products are 

neutral and non-corrosive to ferrous metal. The protective oil 

soluble bases are generally contained in the metallic detergents 

used in the formulation of diesel 

engine oil additives. 

A less protective form of TBN 

comes from weak nitrogen bases 

present in some ashless dispersants. Ashless dispersants are 

often used to formulate diesel 

engine oils in order to protect 

against sludge and varnish formation. 

Graph 5 illustrates the difference between the two kinds of 

TBN. Oil A of 9.5 TEN was compared to Oil B of 6.8 TBN in a 

field test utilizing Caterpillar 

1693 model engines. The difference in TBN between the two'oils 

is due to the incorporation of 

ashless dispersant containing a 

weak nitrogen base, tho rat-a r^f ?•* 

TBN depletion of Oil A is sionlf- f 

Tcantly greater than with Oil B. . 
P.12 

TABLE 11 FL-80-G3 

ATTITLGE OF OIESEL EfGIf* 6UIUJERS 

RELATIVE TO SULFUR CCNTEM 

CF CIESEL TLEL 

Engine 

Sulleer 

eerllet 

Caterpillar(lO) 

Country 

France 

U.S.A. 

Position on Oiesei 

Fuel Sulfur Content 

Nc Putlisneo Position 

A. Orain Interval Seduction 

X fuel Grain 

Sulfur Interval 

< 0.4 Kipial 

0.4-1.0 5CX Normal 

>1.0 25X Normal 

Cumins (ii ) 

Detroit Clesel 

(13.14) 

OeuU(XS) 

U.S.A. 

OAF France 

Daimler-Senz!12) Germany 

U.S.A. 

Cermany 

Merceces Sen* (18) 6raril 

6. Standard Orain Interval 

1. For fuels uo to 1.5* sulfur 

2. Oil ouality 

a. cfl CO 

t>. TEN • 20 times 

X Sulfur 

c. unknown fuei Sulfur 

Area TEN 

G37A. "Iff 

Canada 10 

All Others 20 

3. ASTM 0-2896 for 1EH 

4. O U orain at 50X initial TEN 

5. Use wear metal analyses' 

(chromium and iron) for orain 

indication 

6. Oils df same TEN may not give 

same performance 

1. Fuel Sulfur is recormenoeo not to 

exceed 1.0 mass percent 

2. Emergency specifications allow fuel 

to contain 2.OX mass sulfur. Hign 

TeN cils ano snorter orain 

intervals to Ce jseo. Nd specific 

TBN dr drain period specified. 

Nd Puollsheo Posltidn 

Reduce drain Interval By 50X if fuel 

sulfur exceeds 0.5X 

1. use fuel oelow o.JX sulfur 

for most satisfactory performance 

2. Re-ouce drain interval when fuel is 

aoove C.J* sulfur. (No details 

• given) 

3. Applicaole for 2- and 4-cycle 

engines 

Fuel Sulfur Orain Interval,Kms 

CC/SE CO/SE 

TJToSc 

10,000 

Fiat 

Intenaticnai 

Harvester (16) 

MacK 

M.A.N.(17) 

Italy 

U.S.A. 

U.S.A. 

Cermany 

< 6.5k 

> 0.5X 

10, M O 

5,000 

NO Puolisned Position 

Orain Interval Reouctia 

X Fuel Orain 

Sulfur Interval 

< 0.5X Normal 

0.5-1.0 50X Normal 

> 1.0X • 25X Normal 

No PuOllsheo Posltidn 

If nigh -sulfur fuel is 

o i l when TBN falls td 20X new oi l 

value. TEN test method not sceciflec 

1. TEN retention as oeterminec oy 

ln-ncuse test is imocrtant 

2. Atjout 10 TEN minimjm 

Pegaso 

Saurer 

Scania 

vci/ci;?: 

Soair 

Switzerianc 

Swecen 

i.ecer 

No Puoiisnec Position 

K> Puclisnec

 3ositicr, 

NO P-ucIisnec Position 

-.. -Z.iX iiaAimuira fue . s-.Tur . 

2. TEN zf usee oil -nust repair socve 

50% new cii vai.e c> -n* Z-Iii-e cr 

ndt less trar. ;.; :y 4STf i-i£-
FL-80-83 

P.13 

The apnarenfc.—lew—advantage 

for Oil

 CA is lost. Both oils 

reached the point of equal TBN 

and TAN (Total Acid Number) at 

essentially the same oil miles. 

GRAPH 5 

•avxui VWSUS CIL -ssss 

-~:t!a 'tit :«c« • Cictnilla: 'JS»S Snuw 

•* i 12 :s :a » :a n :« -o 

OIL ML B > 1000 

The "false sense of security" 

with oils deriving TBN from ashless dispersants would be even 

more pronounced if fuels of high 

sulfur content were used. 

are critical since remaining TBN 

is a real measure of protection 

against acid corrosion. ASTM 

0-664 measures the protective TBN 

of a used oil. ASTM D-2896 gives 

misleading values because it 

measures both the portective TBN 

and the less-protective form of 

TBN which comes from weak nitrogen bases. Graph 6 illustrates 

the large differences in TBN that 

can be obtained on used oils when 

the two different ASTM test methods are used. 

GRAPH 6 

:3M>a«isaN ar »sn» >»<* ma ISTS z-iiH 

• 

10-

-

3-

N . 

*-

-

4 -

-

3-

x . 

^^-~«^^_ ^ ^^ :-:s»« 

l •: « ::rel:i:m 

\ Tic M 

\ NO Cli :riin 

\ KO -ours 

\ :x Stufur 'uai 

\ 

\ ^ _ 

^«*:sTY 

na 300 

"EST -SXtlS 

*cc 

Distinguishing between the 

two kinds of TBN in a formulated 

oil may be difficult. 

The American Society for 

Testing Materials (ASTM) has developed two test methods for TBN 

measurement: ASTM 0-664 and ASTM 

0-2896. 

Table 13 summarizes the essential difference between the 

two test methods.(20) 

The TBN values of used oils 

The differences in TEN values 

on used diesel oils has also been 

reported by Clevenger and 

Rozalsky.(20) Their work has 

also indicated that the ASTM 

D-2896 TBN values on a used oil 

may be the same after three different modes of engine usage even 

though the same used oils showed 

markedly different ASTM 0-664 TBN 

values. 

An oil condemnation limit of 

50* of the initial ASTM 0-2896 

TEN has been recommended by a 

10 
TABLE 13 

SUMMARY OF DIFFERENT BETWEEN 

ASTM D-664 and ASTM D-2896 

P.14 

FL-80-83 

TEST PARAMETER 

Titration Solvent 

Titrant 

Determination of 

Endpoint in 

absence of 

inflection 

ASTM D-664 

Toluene and 

Isopropyl 

Alcohol 

Alcoholic 

Hydrochloric 

Acid 

Buffer 

Endpoint 

ASTM D-2896 

Chlorobenzene 

and Glacial 

Acetic Acid 

Perchloric Acid 

in Glacial 

Acetic Acid 

COMMENTS 

Toxicity of D-2896 

solvent requires use 

of fume hood 

Perchloric acid 

titrates weaker bases 

and gives larger TBN 

results 

Back Titration Back titration step 

with Sodium improves test 

Acetate Solution precision for used oil 

major four-cycle diesel engine 

manufacturer. The use of the 

ASTM D-2896 TBN test method can 

be very misleading when applied 

to used diesel engine oil. 

Graphs 7 and 8 illustrate the 

magnitude of the difference between ASTM D-2896 and ASTM D-664 

when both methods are used to 

GRAPH 7 

determine an oil condemnation 

point. A single-cylinder laboratory engine was run continuously 

under conditions of no drain to 

generate samples of used diesel 

engine oil. 

GRAPH 8 

T». VC«SUJ CIL -omj 

ASTX 5-1894 a/ERSUS JSTM i 

CIL : 

:L -aofi 
FL-80-83 

P.15 

The initial TBNs of the new 

oils were essentially the same as 

measured by the two test methods. 

Oil TBN Test Method 

Code ASTM 0-2896 ASTM 0-664 

C 

0 

10.60 

14.45 

10.70 

14.40 

Not only were- the TBN values 

on the used oils different as 

measured by ASTM D-2896 and ASTM 

D-664, but the D-2896 TBN values 

increased (after an initial decrease). The use of the ASTM 

D-2896 method to determine the 

condemnation limit of the oils 

would have led to a gross error. 

Based on various published judgements for the condemnation limit 

of oils, both Oil C and Oil 0 had 

lost their ability to protect the 

engine against acidic corrosion 

after about 250 hours.(20,21,22) 

The ASTM 0-2896 procedure(23) 

indicates that one can "calculate 

the quantity of sample required 

from its expected Total Base 

Number (TBN) as follows: 

Approximate Weight 

of Sample,g = 28/Expected TBN" 

Unfortunately, when drain oils 

are being measured, the expected 

TBN is not really known. A number of drain oil samples were 

measured for alkalinity content 

using ASTM D-2896. Various sample sizes were 'used. The data 

obtained are shown in Table 14. 

It is obvious that the ASTM 

D-2896 gives an incredibly large 

range of TBN values depending on 

sample size. Further, the larger 

the sample selected, the lower 

the TEN! 

TABLE 14 

ASTM D-2896 TBN VALUES 

ON ORAIN OILS 

Orain 

Oil Code 

A 

B 

C 

0 

E 

F 

ASTM 0-2896 TBN 

Sample Size, grams 

0.1 

17.5 

20.86 

26.79 

28.45 

32.35 

31.35 

1.0 5.0 

4.78 5.70 

4.24 

5.33 

4.42 

6.28 3.72 

4.41 2.05 

While it is beyond the scope 

of this paper to study the proper 

method to determine the TBN of 

drain oils, it does appear however that the ASTM 0-2896 is 

questionable as a test method to 

determine the TBN of a drain oil. 

TOTAL BASE NUMBER ANO SULFATED ASH 

The amount of basic metal, 

derived from calcium, magnesium, 

sodium or barium contained in an 

oil can be determined by use of 

the ASTM D-872 test method. In 

this method, the oil sample is 

burned so as to. leave only' an ash 

deposit. The ash deposit is 

treated with sulfuric acid. The 

metal content of the oil is expressed as the percent sulfated 

ash. 

(^ Protective TEN and percentage 

,-^?of sulfated ash are directly re-

/ related to one another. Table 15 

^shows the relationship of TBN and 

sulfated ash for four basic -metals. The table shows the maximum 

possible TEN for the special case 

of an oil containing no zinc dithiophosphate (ZCP) and in which 

all of the metal contributes to 

the TBN. This special form of 

12 

' fM^ % ydLhri, dtii*^^"** 

v 
P.16 

j-bz 

metallic detergent is called a 

metallic phenate. Sulfonates are 

an example of metal containing 

detergents. Only the "overbasing" in a sulfonate detergent 

contributes to the alkalinity. 

A "major two-cycle diesel engine manufacturer will allow 

1.000% sulfated ash maximum if 

magnesium or calcium detergents 

are used. Because of this real 

world limitation, Table 15 was 

based on an oil containing 1.000% 

sulfated ash. 

TABLE 16 

UNIVERSAL ENGII* OIL LIMITATIONS 

LIMIT REASON 

1.000% Maximum 

Sulfated Asn 

10 TBN Minimum 

0.10X Minimum Zinc 

as ZDP 

Two-Cycle Engine 

Builder Maximum 

Four-Cycle Engine Builder 

Minimum for USA 

ana Canaaa 

To Meet API Sr 

Anti-wear 

Requirements 

TABLE 15 

RELATIONSHIP OF TBN ANO SULFATED ASH 

Source of 

Strong Base 

Maoresicm 

Calcium 

Socium 

Barium 

OIL ANALYSIS 

% 

Sulfatec 

Ash 

1.000 

1.000 

1.000 

1.000 

TBN 

9.A 

S.2 

7.9 

4.8 

% 

Metal 

0.20 

0.29 

0.32 

0.39 

The ZDP Will contribute 0.15% 

sulfated ash. to the Universal 

oil. As a consequence of the ZDP 

content, the maximum allowable 

percentage of sulfated ash (as 

the basic metal) is reduced to 

0.85% in order to maintain the 

1.000% maximum. 

With this restriction, the 

maximum possible TBN is further 

reduced by 15%. Under these conditions, the largest possible TBN 

from metallic base (magnesium) is 

8.0. 

Study of Table 15 will indicate that none of the metals will 

contribute 10 TBN to an oil when 

the total sulfated ash of the oil 

is restricted to 1.000%. 

Commercially, in order to 

develop a Universal oil which 

will meet "both the API CD and API 

SF ouality levels, the engine oil 

must contain a minimum level of 

ZDP. Additionally, the oil must 

also meet the TBN and sulfated 

ash level of a major four-cycle 

and major two-cycle engine builder. Table 16 describes the limitations placed on a Universal oil. 

To produce a 10 TEN/1.000% 

ash oil under these conditions, 

at least 2.0 TBN must be supplied 

from other non-metallic contributing alkaline sources. These 

sources are generally weak nitrogen bases (present in some ashless dispersants) which may not 

provide protection against acia 

corrosion in diesel engines. 

HIGH SULFUR FUEL TESTS 

The standard Caterpillar 1G2 

Test was modified to assess the 

performance of engine oils when 

high-sulfur fuel was used. Table 

17 summarizes the pertinent 

operating parameters of this 

modified test. 

i •* 
CL.-0U-OJ 

P.17 

TABLE 17 

HIGH SULFUR 

CATERPILLAR 1G2 TEST 

Test Time, Hours 

Fuel Sulfur, %wt* 

Drain Interval 

Engine Speed, rpm 

Engine Load, BTU 

input/minute 

Inlet Air 

Temperature, °F~ 

Oil-to-Bearing 

Temperature, °F 

•Normal 0.4% sulfur 

1G2 fuel plus 1.0% 

480 

1.4 

None 

1800 ± 10 

5850 ±50 

255 ±5 

205 ±5 

Caterpillar 

sulfur as 

Di tertiary butyl disulfide 

Nine different oils have been 

evaluated in this test procedure. The oils were selected so 

as to have a wide span of both 

TBN values and chemistry types. 

Table 18 gives the properties of 

the test oils. 

test, makeup oil was added periodically but no forced oil additions were made as in a normal 

Caterpillar 1G2 test. The piston 

was inspected every 120 hours for 

deposits. The piston rings were 

not removed during the inspection. 

In order to establish a baseline to evaluate the effects of 

high-sulfur fuel, Universal Oil 

#1 was tested by exactly the same 

procedure as outlined above except that standard 0.4% sulfur 

Caterpillar 1G2 fuel was used. 

Table 19 represents the test 

results after 480 hours of operation. Piston deposits and top 

groove filling were rated according to the normal Caterpillar 1G2 

assessment procedure. Oil consumption rates on all 10 tests 

were more than the maximum prescribed rate for the Caterpillar 

1G2 test. 

TABLE 18 

HIGH SULFUR FUEL TEST OILS 

Test 

Oil 

number 

1 

2 

3 

4 

3 

6 

7 

8 

9 

Test Oil 

Description 

Universal* »1 

Universal #1 • rem** 

Universal 02 

Universal fi 

Mack EO-K "X" 

Mack EO-K "Y" 

Mack EO-K

 HZ" 

Railroad Oiesel 

Marine Oiesel 

1BN 

ASTM 

0-664 

6.49 

13.94 

6.82 

7.01 

14.1 

8.92 

6.38 

13.0 

30.6 

ASTM 

0-2896 

6.55 

13.97 

6.45 

7.31 

14.8 

9.47 

8.65 

13.2 

30.0 

TEST OIL ANALYSES 

Sulfated 

Ash 

X 

1.00 

1.95 

0.90 

1.00 

1.95 

1.0 

1.10 

1.53 

3.67 

Elemental Analyses, * 

Calcium 

0.24 

0.53 

0.14 

0.22 

0.54 

0.09 

0.27 

0.48 

1.07 

Magnesium 

NU 

Nil 

0.04 

Nil 

Nil 

0.09 

Nil 

Nil 

Nil 

Phosphorus 

0.09 

0.09 

0.10 

0.13 

0.11 

0.12 

0.11 

Nil 

0.04 

L inc 

0.10 

0.10 

0.11 

0.15 

0.12 

0.13 

0.13 

Nil 

0.04 

• A universal oil ls defined in this table as an oil of less than l.OOOX 

sulfated ash and meeting the API SE and API CO quality level. 

••T8N Booster is 400 TBN calcium sulfonate. 

Prior to engine assembly, 

each of the piston rings and each 

half of the bearing was weighed 

so that weight loss determinations could be made. During the 

The following conclusions can 

be drawn from the high sulfur 

Caterpillar 1G2 test work: 

1. The Universal engine oils 

14 
P.18 

FL-80-83 

TABLE 19 

460 HOUR HIGH SULFUR FICL CATERPILLAR 1C2 TEST OATA 

TEST 

NL»«E<! 

1 

2 

3 

A 

c 

( 

7 

8 

9 

IC 

TEST OIL 

OESCRIPTICN 

l/ilversal #1 

(0.4X Sulfur 

Baseline) 

universal (1 

universal #1 

* TBN Booster 

universal #2 

traversal #3 

Mack EO-K "X" 

Mack EO-K "Y" 

Mack EO-K "Z" 

Failr'cao 

•"arine 

Piston Ceoosits 

Top 

Croove 

Fillin g 

X 

93 

100 

94 

98 

96 

37 

e9 

96 

ICO 

£6 

*eigr.tea 

Total 

Oemerlts 

(WTO) 

363 

1098.5 

575.9 

796.5 

812.4 

222.8 

641.0 

520.0 

1259.3 

J15.0 

PISTON SINGS 

fiino 

No* 

1 

2 

3 

4 

Total 

1 

2 

3 

4 

Total 

1 

2 

3 

A 

Total 

1 

2 

3 

A 

Total 

1 

2 

3 

4 

Total 

1 

2 

3 

li 

Total 

1 

2 

3 

A 

Total 

1 

2 

3 

4 

Total 

1 

2 

3 

A 

Total 

1 

2 

3 

A 

Tctal 

aeignt 

Loss, 

ng. 

33.2 

12.1 

10.0 

• 5.3 

50.0 

814.0 

160.0 

25.0 

35.0 

1054.0 

122.0 

24.0 

11.0 

27.0 

164.0 

921.0 

105.0 

43.0 

64.0 

1153.0 

37-5.0 

33.0 

10.0 

15.0 

434.0 

133.0 

23.0 

9.0 

16.0 

223.0 

4C2.0 

49.0 

25.0 

13.0 

489.0 

461.0 

40.0 

14.0 

26.0 

543.0 

247.0 

26.0 

9.0 

35.0 

319.0 

91.0 

16.0 

5.0 

61.0 

173.0 

RING CAP 

Ring 

No. 

1 

2 

3 

A 

1 

2 

3 

A 

1 

2 

3 

4 

1 

2 

3 

A 

1 

2 

3 

A 

1 

2 

3 

A 

1 

2 

3 

A 

1 

2 . 

3 

A 

1 

2 

3 

A 

1 

2 

3 

A 

Increase, 

Irenes 

.001 

.001 

.001 

.001 

.021 

.003 

.001 

.005 

.003 

.001 

.000 

.010 

.001 

.000 

.000 

.coo 

.012 

.001 

.001 

.002 

.004 

.001 

.001 

.001 

.013 

.002 

.001 

.001 

.014 

.001 

.000 

.001 

.006 

.002 

.002 

.002 

.003 

.001 

.001 

.002 

Eeai 

Upper 

28.2 

239.0 

70.0 

194.0 

256.0 

63.0 

67.0 

80.0 

50.0 

162.0 

ing weignt Loss, 

mc 

L0«er 

1.7 

10.0 

16.0 

55.0 

110.0 

15.0 

26.0 

19.0 

20.0 

22.0 

tcta i 

30.5 

256.0 

S6.C 

249.0 

366.0 

78.0 

9J.0 

99.0 

7C.0 

1&..0 

i « ; 
r L-OU-U J 

P.19 

containing l.OOOX or less 

sulfated ash that have 

been evaluated to date are 

not effective ln controlling engine wear and piston deposits when 1.4% 

sulfur fuel was used. 

2. Supplementing a Universal 

oil with a calcium sulfonate TEN booster to produce an oil of 14 TBN 

appears to reduce engine 

wear. Piston deposit levels are also reduced. 

3. Comparison of three Mack 

EO-K quality oils indicates that one oil containing 1.95% sulfated ash 

and 14 TBN allows considerably less engine wear 

and piston deposits than 

two other Mack EO-K oils 

of approximately 1.0% sulfated ash. Graph 9 shows 

the TBN (ASTM 0-664) depletion curves for the 

three Mack EO-K oils, "X", 

"Y" and "Z". Oils "Y" and 

"Z" did not maintain an 

adequate TBN level 

throughout the 480 hour 

test. In contrast, oil 

"X" had a TBN of about 3 

at the end of the test. 

The maintenance of alkalinity level' is probably 

directly related to ring 

wear protection. 

4. The 14 TBN Mack EO-K oil 

is more effective in controlling engine deposits 

than a 14 TBN oil prepared 

by supplementing a Universal oil plus TBN booster. 

Wear results on both oils 

appear to be about the 

same. 

5. A railroad diesel oil of 

13 TBN gave a significantly, higher level of deposits than two 14 TBN 

oils. Ring wear appears 

to be about 80% higher 

than the two 14 TBN oils. 

It is not known if the 

lack of zinc dithiophosphate in the railroad 

oil was responsible for 

the higher ring wear. 

6. A 30 TBN marine diesel oil 

appears to be about as 

effective in controlling 

ring wear as the 14 TBN 

Mack EO-K oil and the TBN 

boosted Universal oil of 

14 TBN. Piston deposits 

were about 50% higher than 

obtained with the 14 TBN 

Mack EO-K oil. 

GRAPH 9 

TBN DEPLETION 

MACK EO-K OILS 

i 1 

Additional test work must be 

done to determine if the highsulfur Caterpillar 1G2 test correlates with actual field performance. 

SUMMARY 

1. More data are needed to 

substantiate if an 

16 
P.20 

increase in diesel fuel 

sulfur is occurring in the 

United States. 

2. From an international 

standpoint, diesel fuels 

containing high levels of 

sulfur have been found. 

It is difficult to assess 

lf there is a real trend 

toward diesel fuel sulfur 

increase in countries outside of -the United 

States. Legislation enacted in various European 

countries leads to a conclusion that diesel fuel 

sulfur levels will decrease. Marine diesel 

fuels have characteristically contained high 

levels of sulfur. There 

is a lack of data which 

suggest an increase in 

sulfur level. 

3. Many diesel engine builders recognize the potential problems with fuels 

of high sulfur levels. 

One major engine manufacturer has recommended the 

use of highly alkaline 

oils to control the acidinduced wear produced by 

high sulfur fuels. 

4. Protective TBN and sulfated ash are directly 

related to each other. 

Increased levels of protective TBN will cause 

sulfated ash levels of 

oils to exceed 1.000%. 

5, The ASTM D-2896 test 

method appears to be not 

suitable for measuring TBN 

on drain oils. 

6. A Caterpillar 1G2 modified 

to operate on high sulfur 

fuel appears to have 

promise as a test method 

17 

FL-80-83 

to quantify the deposit 

and wear control abilities 

of engine oils. Correlation with field results 

must be obtained. 

7. Tests conducted in a modified Caterpillar 1G2 test 

using 1.4% sulfur fuel 

indicate that: 

a. Universal/1.000% sulfated ash oils are not 

effective in controlling engine wear. 

b. Oils of the same TBN do 

not necessarily provide 

the same engine protection. 

c. An arbitrary selection 

of new oil TBN values 

will not necessarily 

result in the desired 

engine wear protection. 

' 

• 
P.21 

REFERENCES 

1. Osenga, M., "What's the 

Problem with Diesel Fuel?", 

Oiesel and Gas Turbine Progress, April 1980, pages 24-34. 

2. Annonymous, "Diesel Fuel: 

The Worst is Yet to Come", 

Commercial Car Journal, 

February 1980, pages 92-96. 

3. Caterpillar Tractor Company, 

"Fuel Sulfur", SEBD0526, 

November 1979. 

4. Shelton, E.M., "Diesel Fuel 

Oils, 1979", BETC/PPS-79/5, 

Bartlesville Energy Technology Center, U.S. Department of Energy, Bartlesville, 

Oklahoma, December 1979, 

pages 32-35. 

5. Motor Vehicle Manufacturers 

Association, "MVMA National 

Diesel Fuel Survey", Summer 

Season-January 15, 1980. 

6. Data obtained from D-A Lubricant Company, Indianapolis, 

Indiana, December 21, 1979 

and September 17, 1980. Used 

with permission. 

7. Unpublished data of the 

Lubrizol Corporation, 

wickliffe, Ohio." 

8. Provided by internal Lubrizol 

contacts. 

9. Data obtained from Caterpillar Tractor Overseas, 

Geneva, Switzerland, August 

6, 1980. Used with permission. 

10. Oavis, H.E., "High Sulfur 

Fuel-New Diesel Engine Lubrication Recommendations", 

Caterpillar Tractor Company 

information letter, June 18, 

1980. 

11. Cummins Engine Company, "Fuel 

for Cummins Engines", Bulletin Number 33769001-03, 

March 1980. 

12. Daimler-Benz Specifications 

for Operative Materials, 

Group 200, Sheet 215.3. 

13. Detroit Diesel Allison, "Fuel 

and Lubricating Oils for 

Detroit Diesel Engines", Bulletin 7SE 270 (Rev. 12-79). 

14. Detroit Diesel Allison, "Fuel 

and Lubricating Oils for 

Detroit Diesel Fuel Pincher 

Engines", Bulletin 7SE 369. 

15. Klockner-Humboldt-Oeutz AG, 

Technisches Rundschreiben, TR 

0199-1063E, Cologne, 1.9.78. 

16. International 

pany, "Hiah 

Harvester 

Sulfur 

Advisory", Bulletin No. 

79-34, September 1979. 

CornFuel 

ESB17. M.A.N., Service Bulletin on 

Unfavorable Operating Conditions. 

18. Industriale 

Brazil, S.A. 

Aditivos do 

19. Translation of Volvo memo to 

Lubrizol Scandanavia, "Specifications of Longlife Oils", 

May 7, 1980. 

20. Clevenger, J.E. and I. 

Rozalsky, "Influence of Oil 

Drain Period on Connecting 

Rod Bearings in Linehaul 

Diesel Truck Engines", SAE 

Paper 801369, presented 

October 20-23, SAE Fuels and 

Lubricants Meeting, Baltimore, 

Maryland. 

21. Dyson, A., L. J. Richards and 

K. R. Williams, "Diesel Engine Lubricants: Their Selection and Utilization with 

18 
P.22 

Particular Reference to Oil 

Alkalinity", presented at the 

Institution of Mechanical 

Enaineers General Meeting in 

England, May 17, 1957. 

22. Edgar, J.A., "Control of Wear 

in Piston Engines", Institution of Mechanical Engineers 

Conference on Lubrication and 

Wear, London, Enaland, 

October 3, 1957. 

23. Standard Test Method for 

Total Base Number of Petroleum Products by Polentiometric Perchloric Acid Titration, ANSI/ASTM D-2896 (IP 

276/75), Annual Book of ASTM 

Standards. 

FL-80-83 

19