Engine Lubricants Research Department
Benjamin O. Weber, Director (210) 522-5911
Scott Ellis, Manager, Specialized Lubricant Evaluations (210) 522-3399
William A. Buscher III, Manager, Gasoline Lubricant Evaluations (210)
522-6802
Benjamin O. Weber,
Diesel Lubricant Evaluations (210) 522-5911
SwRI offers complete services for engine lubricant product development and qualification. Specified test protocols necessary to qualify both four-stroke and two-stroke cycle engine oils are performed.
Gasoline Engine Lubricant Certification Testing
G-1 Non-Calibrated L-38 Lubricant Test
This 40-hour test measures lubricant shear stability and evaluates a lubricant's ability to inhibit bearing corrosion.
G-2 Sequence VIA
This test measures the effects of lubricating oils on the fuel economy of passenger cars and light-duty trucks equipped with modern, low-friction engines.
G-3 Calibrated Sequence IIIF Lubricant Test
This 80-hour engine dynamometer lubricant test evaluates a lubricant's ability to prevent camshaft lobe wear, valve lifter wear, and high-temperature oxidation. In addition, varnish and piston deposits are evaluated.
G-4 Calibrated IIIF HD Lubricant Test
This 60-hour test measures high temperature oxidation performance of an oil. Test conditions are identical to the Sequence IIIF test with the exception of test length.
G-5 Calibrated IIIG Test
This 100-hour test evaluates a lubricant's ability to prevent camshaft lobe wear, valve lifter wear, and high temperature oxidation. In addition, varnish and piston deposits are evaluated. Operational conditions are similar to the Sequence IIIF, but at a more severe level.
G-6 Calibrated Sequence IVA Lubricant Test (KA24E)
This 100-hour engine dynamometer lubricant test is designed to evaluate overhead cam wear. It evaluates the VE wear aspect that has been eliminated from the
VG test.
G-7 Calibrated Sequence VG Lubricant Test
This 216-hour engine dynamometer test duplicates the VE's application, except that wear is not evaluated.
G-8 Calibrated Sequence VIB Lubricant Test
This 133-hour engine dynamometer lubricant test measures the effects of lubricating oils on fuel economy of gasoline engine passenger cars and light-duty trucks.
G-9 Calibrated Sequence VIBSJ Lubricant Test
This 34-hour engine dynamometer lubricant test procedure simulates the VIA evaluation in an abbreviated length VIB test.
G-10 Calibrated Sequence VIII Lubricant Test (Unleaded L-38)
This 40-hour engine dynamometer lubricant test duplicates the L-38 evaluation, but without the use of leaded fuel.
G-11 Calibrated Ball Rust Test (GF-3 replacement for IID)
This 18-hour bench test is designed to simulate the Sequence IID test. This test evaluates a lubricant's ability to prevent rust formation on critical engine components.
Diesel Engine Lubricant Certification Testing
D-1 Caterpillar 1K Lubricant Test
This test evaluates the piston deposits, liner wear, and oil consumption associated with test lubricants, using 0.4 percent sulfur fuel. Run on a Caterpillar 1Y540 single-cylinder direct injection engine, the procedure is steady state at 2100 rpm and 8000 BTU per minute fuel rate for 252 hours. This test is required by CF-4, CH-4, and MMIL-L-2104F.
D-2 Caterpillar 1M-PC Lubricant Test
This 120-hour lubricant test is conducted on a 1Y73 indirect injection single-cylinder engine at 1800 rpm and 42 hp. The test evaluates piston deposits, ring sticking, ring and cylinder liner wear, and piston, ring, and liner scuffing. This test is required for CF and CF-2 API categories.
D-3 Caterpillar 1N Lubricant Test
This 252-hour lubricant test is conducted on a referenced 1Y540 engine, exactly like the 1K test except 0.05 percent sulfur fuel is used. This test is required for the CG-4 and CI-4 categories.
D-4 Caterpillar 1P Lubricant Test
This test evaluates piston deposits, ring sticking, ring and cylinder liner wear, and piston, ring, and liner scuffing, as well as oil consumption. The test is required for the CH-4 API category and CAT ECF-1. This 360-hour lubricant test is conducted on a referenced 1Y3700 single-cylinder overhead cam, electronically-controlled, direct injection engine using 0.05 percent sulfur fuel and a two-piece piston steel crown and aluminum skirt.
D-5 Caterpillar 1R Lubricant Test
The purpose of this 504-hour test is to evaluate the performance of crankcase lubricants with respect to piston deposits, ring sticking, ring and cylinder wear, piston, ring, and liner scuffing, as well as consumption. This test is required for the CI-4 category and uses a calibrated 1Y3700 engine with 0.05% sulfur fuel.
D-5A Caterpillar C13 Lubricant Test
This 500-hour test uses a Caterpillar C13 engine with all steel pistons operated at 1,800 rpm and 1,200 grams per minute fuel rate to evaluate the performance of crankcase lubricants with regard to piston deposits and oil consumption. The test is proposed for inclusion in the PC-10 category.
D-6 Mack T8/T8A/T8E Lubricant Test
Test oils are evaluated for their ability to minimize viscosity increase and oil filter plugging associated with soot loading. The test, required for API classification CG-4, CH-4, CI-4, and Mack EOL/M specifications, uses a 1991 in-line, six-cylinder, Mack E7-350, turbocharged, charge air-cooled, direct-injection diesel engine at 1800 rpm. The rated load is for 250 hours for the T8, 150 hours for the T8A, and 300 hours for the T8E.
D-8 Mack T10/T10A Lubricant Test
This 300-hour test is similar to the T-9 test and evaluates an oil's ability to minimize cylinder liner, piston ring, and bearing wear in engines with cooled exhaust gas recirculation. A prototype E-Tech engine is used. This test is required for the CI-4 category.
D-9 Mack T11 Lubricant Test
This 252-hour test uses a Mack prototype E-Tech engine operating at 1800 rpm with non-condensing cooled exhaust gas recirculation and production 2002 heads, injectors and pistons, to evaluate a lubricant's ability to limit viscosity increase with high soot loading. This test is part of Mack engine oil specification EON+ 03, CI-4+ and will be included in PC-10.
D-9A Mack T12 Lubricant Test
This 300-hour test uses much the same hardware as the T10 test, but now has a variable geiometry turbocharger and production EGR cooling heat exchangers. To simulate 2007 engine operation, EGR rates are increased significantly from the T10 levels. Test objectives are the same, to minimize cylinder liner, ring and bearing wear. This test is proposed for inclusion in the PC-10 category.
D-10 Roller Follower Wear Test (RFWT)
This high-soot engine test is used to evaluate how well test oils limit axle wear in the roller cam lifter. For the test, a 6.5-liter, eight-cylinder, naturally aspirated, indirect-injection diesel engine is operated at 1000 rpm with a high load for 50 hours. The test is required for CG-4, CH-4, and CI-4 qualifications.
D-11 Engine Oil Aeration Test (EOAT)
This 20-hour test, using an International truck, 7.3-liter engine running at 3000 rpm and wide-open throttle, evaluates an engine oil's resistance to aeration. This test is required for CG-4, CH-4, and CI-4 qualifications.
D-13 Cummins M-11 EGR Lubricant Test
The objective of this test is to determine the effectiveness of lubricating oils at reducing "soot"-related wear of overhead components in engines with cooled exhaust gas recirculation. Heavy-duty on-highway trucking operations after 2002 are simulated on a modified Cummins M-11 engine rated at 425 bhp and 1800 rpm, with cooled EGR. This test is required for the CI-4 category and CES 20078.
D-13A Cummins ISB Lubricant Test
This 350-hour test uses a Cummins ISB engine and is used to evaluate a crankcase lubricant's ability to reduce camshaft lobe and sliding cam follower wear. After an initial 100 hours of steady state operation at 1,600 rpm to accumulate 4% soot in the oil, the engine is operated for 250 hours on a 28-second cycle simulating front end loader operation. This test is proposed for inclusion in the PC-10 category.
D-13B Cummins ISM Lubricant Test
This 200-hour test uses a Cummins ISM engine and essentially is intended as a replacement test for the M-11 EGR, using newer hardware. The engine does have variable geometry turbocharging, production EGR coolers and EGR valve. It
evaluates a lubricants effectiveness at reducing soot related overhead wear, sludge and filter plugging. This test is proposed for inclusion in the PC-10 category as well as being an alternative to the M-11 EGR for the CI-4 category.
Specialized Diesel Engine Testing
SwRI uses many single- and multi-cylinder engines to improve the understanding of fuel, lubricant, and special hardware behavior. Standard, experimental, and modified test procedures are employed. The Institute offers an array of services and will prepare proposals and facilities for experimental work. Examples of developmental activities include:
Railroad and Marine
SwRI helps develop and conduct screening tests and procedures that correlate with large-scale tests to save time and money.
Fuel Additives
Using a variety of test engines, SwRI evaluates how fuel additives affect combustion deposits, fuel consumption, power loss/gain, oil additive reactions, etc. Fuel additive clean-up/keep-clean tests are performed on the GM 6.5-liter engines.
Fuel Consumption
Special testing techniques are used to evaluate how lubricants or fuel property changes affect engine fuel consumption.
Alternative Fuels
Evaluations include optional fuels in a diesel engine and extended fuel evaluations. For example, appropriate engine and power analyses are conducted for diesel fuels mixed with alcohols or with esters of cottonseed or sunflower oil.
Fuel System Wear
New techniques are used to rapidly access the wear of fuel-lubricated fuel system components, especially pumps.
Durability
Durability evaluations are conducted around the clock under steady-state or cyclic conditions.
Injector Deposit/Coking
Evaluation and product experiments are developed to meet specific requirements using a range of engines and coking/deposit mechanisms.
Engine Hardware
Evaluations of engine hardware (pistons, rings, cylinder liners, bearings, injectors, etc.) can be tailored to meet specific requirements. Tests can include special durability procedures and evaluation of how metallurgy, surface finish, etc., affect part performance.
Oil Consumption
SwRI has designed specific programs to correlate oil consumption to cylinder liner finish, piston ring design, piston design, or other engine parameters in any diesel engine.
New Engine vs. Available Lubricants
The Institute develops and conducts procedures to evaluate the compatibility of available lubricants to newly designed engines.
Valve Guttering
Evaluations related to this aspect of lubricant performance are available on a selection of two-cycle engines. SwRI is experienced in the experimental procedures that enhance valve guttering.
Destructive Evaluations
Tests to find the "weakest link" are performed under maximum power or over-fuel conditions.
Oil Consumption Apparatus
SwRI fabricates and evaluates various oil consumption measurement devices for diesel engines.
Parts Analysis
Specialized equipment is used to evaluate and screen parts in order to understand how they can affect lubricant testing and to determine parts durability and predicted service life. SwRI offers metallurgical analysis, including electron microscopic analysis.
Ratings
Institute staff members rate pistons, rings, liners, and other engine parts to industry standards. Specialized ratings, including rating procedure development, are available to meet specific or unique applications.
Bearing Oil Film Thickness (BOFT)
This test method determines the oil film thickness under fired-engine conditions of either the main bearing or the "big-end" rod bearing.
Turbocharger Durability/Lubrication
Turbocharger durability or engine lubricant suitability tests are performed for turbocharged spark-ignition engines.
CEC Gasoline & Light-Duty Diesel Engine Lubricant Testing
Selected European (CEC) test methods are performed. Various test methods compare engine/component performance and quality to OEM specifications.
S-1 Mercedes-Benz M111 Black Sludge, CEC L-53-T-95
This 257-hour test evaluates the sludge inhibition characteristics of a lubricant as well as ring sticking and piston deposits.
S-2 Mercedes-Benz M111 Fuel Economy, CEC L-54-T-96
This 24-hour test evaluates lubricant-related performance in terms of fuel efficiency.
S-3 Peugeot TU5 JP+L4 High-Temperature Deposits, Ring Sticking and Oil Thickening CEC L-88-02
This 72-hour test uses a Peugeot TU5JP-L4 1.5-liter engine to evaluate how lubricating oils affect ring sticking, viscosity, and piston deposits.
S-4 Peugeot TU3M Valve Train Scuffing Wear, CEC L-38-A-94
This 100-hour test uses a Peugeot TU3M engine to evaluate engine lubricant effects on cam and rocker pad wear.
S-4A Peugeot DV4TD Medium Temperature Dispersivity, CEC L-93-04
The 120-hour test evaluates the effect of combustion soot on engine oil viscosity increase and piston cleanliness.
S-5 VW DI Diesel Piston Cleanliness and Ring Sticking, CEC L-78-T-99
This 54-hour test evaluates lubricant performance in preventing piston deposits and ring sticking in a turbocharged diesel engine.
S-5A Volkswagen T4 Viscosity Increase, TBN and Piston Cleanliness and Ring Sticking, VW PV 1449
This test evaluates a crankcase lubricant's performance in combating viscosity increase, total base number depletion, and piston deposits.
JASO Diesel Engine Lubricant Testing
S-7 Mitsubishi 4D34T4 Valve Train Wear JASO M354:2006
This 160-hour test evaluates wear resistance on valve operating systems for automotive diesel engine oils, using the Mitsubishi 4D34T4 engine.
S-8 Nissan TD25 Detergency JASO M336:1998
This 200-hour test evaluates the detergency of automobile diesel engine oils under high temperature and high load, using the Nissan TD25 engine.
ASTM-TC Procedures for Two-Stroke, Air-Cooled Engines
S-9 D 4857-01 TC Seq. I (Y350M2)
This 20-hour test primarily evaluates a lubricant's ability to inhibit piston ring sticking and piston deposit formation. The fuel:oil ratio is 50:1. The reference oil is run in one cylinder, and the candidate oil is run in the other.
S-10 D 4863-00 TC Seq. II (Lubricity)
This test evaluates a lubricant's ability to prevent scuffing. The fuel:oil ratio is 150:1.
S-11 D 4858-00 TC Seq. III (Pre-Ignition)
This 50-hour test evaluates a lubricant's ability to prevent damage from deposit-induced preignition. The fuel:oil ratio is 20:1.
Recertified NMMA TC-W3® Procedures for Two-Cycle Outboard Engines
S-12 Lubricity
Adapted from NMMA-TC-W II procedure, this test evaluates how effectively a lubricant prevents scuffing. The fuel:oil ratio is 150:1.
S-12A Recertified NMMA TC-W3 AF-27 Lubricity Test
This test enhances the ability to evaluate the lubricity of lubricating oils in two-stroke cycle gasoline engines using a refinement
of the JASO M340-92 and TC-W3 CE-50 lubricity tests.
S-13 OMC 40 HP
This 98-hour test evaluates how well lubricants inhibit piston deposits, ring sticking, and general engine deposits. Adapted from NMMA TC-W II procedures, it uses a fuel:oil ratio of 100:1.
S-14 OMC 70 HP
This 100-hour test evaluates piston ring sticking and piston deposits associated with a special ring sticking fuel. The fuel:oil ratio is 50:1.
S-15 Mercury 15 HP
This 100-hour test evaluates how well lubricants inhibit scuffing, ring sticking, and wrist pin needle bearing gum. The fuel:oil ratio is 100:1.
S-16 Pre-Ignition
This 100-hour test evaluates a lubricant's ability to prevent damage from combustion chamber deposit-induced pre-ignition. Adapted from NMMA TC-W II procedures, it uses a fuel:oil ratio of 20:1.
NMMA FC-W® Procedures for Four-Cycle Outboard Engines
SwRI has been commissioned by NMMA to develop a four-cylinder outboard engine test.
S-16A NMMA FC-W 115 HP General Performance Engine Test
This procedure evaluates the general performance of a four-stroke cycle water-cooled marine engine lubricant when subjected
to the fuel dilution levels above 7% during the course of operation.
JASO/ISO Procedures for Two-Stroke Lubricant Engine Testing
S-17 M 342-92 Smoke
This eight-hour test evaluates the visible smoke level emitted from an engine exhaust system, operating at 10:1 fuel:oil ratio. Candidate performance is evaluated against a known quality reference oil.
S-18 M 343-92 Exhaust System Blocking
This test, which is run until the exhaust system deposit formation causes a specified decrease in intake vacuum, is run at a fuel:oil ratio of 5:1. Typical reference test length is 8-12 hours. Candidate performance is evaluated against a known quality reference oil.
S-19 \M 341-92 One-Hour Detergency
This one-hour test evaluates a lubricant for piston deposit formation and ring sticking resistance. The fuel:oil ratio is 100:1. Candidate performance is evaluated against a known quality reference oil.
S-20 M 340-92 Lubricity
This eight-hour test measures engine lubricant performance with minimal cooling. Candidate performance is evaluated against a known quality reference oil. The fuel:oil ratio is 50:1.
S-21 ISO Three-Hour Detergency, CEC L-79-T-97
This proposed ISO global specification test is based on the one-hour detergency test. The engine is operated at a higher temperature for the increased duration of three hours. The results are more severe than those collected during the one-hour test. The fuel:oil ratio is 50:1.
S-22 Field Test Engine Complete New Powerhead Inspection
Post-test service is available and can include teardown, rating, photos, and/or measurement if required.
S-23 Field Test Engine Block and Piston Inspection
Post-test service is available and can include teardown, rating, photos, and/or measurement if required.
Component, Product, and Additive Testing
Engine Rating and Measurements
SwRI offers a wide and varying range of engine parts rating, blueprinting, and/or measurements to meet customer requirements. Engines can be removed from vehicles at the test sponsor's site, where work is performed, and then replaced in the vehicle, or the engine can be crated and shipped to SwRI. The engines can be disassembled and the required parts rated, measured, and weighed. Engines can then be reassembled and reinstalled in the vehicle or shipped to the sponsor. Any combination of parts rating/measurements and the frequency of these inspections can be arranged.
Aircraft Product Testing
Services include lubricant testing according to the Federal Test Method 3407 "Navy Hot" and materials certification according to the FAA 150-hour flight simulation test.
Additive Testing
The performance of fuel and lubricant additives is evaluated for improvements and/or detrimental effects. Additives with a base reference fluid can be tested per military guidelines or other Institute/client-developed techniques.
Sequence Test Development
When current sequence tests are inappropriate, SwRI can develop proprietary or industry-shared lubricant test techniques.
Gaskets and Seals
Using engine dynamometer test stands, SwRI assesses the durability of engine sealing components. These materials are analyzed for size change, deformation, leakage, corrosion, etc.
Engine/Transaxle/Vehicle Simulation
Road loads and driving patterns are duplicated on stationary dynamometer test stands. Automation of the driver inputs (shift, throttle, etc.) and programmed computer control of dynamometer loads produce accurate simulations.
Two-Stroke Cycle Tests
Engine and component durability, power determination, fuel and lubricant investigation, and other specialized tests are conducted on engine dynamometer test stands.
Test Equipment, Fabrication, and Training Export Services
SwRI's charter encourages the worldwide exchange of technology. One of the many services provided by the Institute is the design and fabrication of custom test equipment and engine dynamometer apparatus used to evaluate fuels, lubricants, and emissions. This equipment is tailored for the end user's laboratory facilities, and uses state-of-the-art computer controls and electronic data acquisition. An important feature of this service is the training of the end user's personnel in ASTM test procedures, test engine rebuild, test equipment operations, and evaluation of test results. Through technology transfer, SwRI helps domestic and foreign clients meet the ever-increasing demands on petroleum and related products. With complex, fired-engine, microprocessor-controlled evaluation equipment, the Institute assists clients in new engine development, exhaust emissions reduction, and new lubricant formulation. Such technology transfer requires appropriate training in the safe and proper operation of all equipment, bench tests, instruments, bench apparatus, and ancillary laboratory equipment.