Small Engine Technical Review

Presentation Overview
General 2T lubrication overview
Applications of 2T engines
Lubrication of outboard versus non-outboard
Review of the market
Specifications
Air-cooled
Water-cooled
Challenges of small engine market
4T motorcycle update
2T Lubrication Overview
2T Lubrication Overview
Deposit Formation
Fuel and oil oxidation produces primary
contaminant particles (<0.03 )
As levels increase, particles interact to form
soluble agglomerates (0.03-0.05 )
Continued growth produces insolubles,
potential for deposits
Insolubles deposit on hot surfaces forming
resinous films that polymerize to lacquer and
carbonaceous deposits
0.5 to 1.5
Charge Repulsion
Dispersants suspend and isolate contaminants
in the oil, preventing deposits
Structure
Particle Size:
Mechanism:
Under 0.05
Barrier Film
2T Lubrication Overview
Dispersancy in Engine Oils
Dispersants can also displace
less polar contaminants and
protect engine surfaces
from deposits
2T Lubrication Overview
Components of 2T Engine Oil
Performance additive package
Keeps engine clean by preventing ring sticking, piston deposits, plug
fouling, and exhaust deposits
Prevents wear
Prevents corrosion
Base oils
Provide proper viscosity for hydrodynamic lubrication
Resists deposit formation during exposure to extreme heat
Maintain good flow properties
Diluent (solvent)
Provide good flow and mixing properties at low temperatures
Evaporate and burn cleanly with gasoline
Additives To Protect Against
Ashless Dispersant
Engine deposits at high and low
temperatures
Metallic Detergents
(Ash-Containing)
Engine deposits at high temperature
Corrosive wear
Oil oxidation
Auxiliary Oxidation and
Corrosion Inhibitors
Rust control
Oil oxidation
Bearing corrosion
2T Lubrication Overview
2T Engine Oil Additives
Typical
2-Stroke Cycle
Engine Oil



2T Lubrication Overview
Typical 2T Formulas
Air-Cooled Formula
1-7% Ash-Containing
~10% Bright Stock
~10% Solvent
~73-79% Mix Heavy
and Medium Neutral
Base Oil
Water-Cooled Formula
9-20% Ashless Additive
~10-15% Bright Stock
~15-20% Solvent
~45-66% Mix Heavy
and Medium Neutral
Base Oil
2-T Engine Classifications
Water/Liquid-Cooled or Air-Cooled
Water/Liquid-Cooled Engines Utilize a System of Channels in the
Engine Block to Circulate Coolant and Control Engine
Temperatures
Air-Cooled Engines Rely on Ambient for Cooling (Cylinder Head
Fins to Aid in Convective Heat Transfer)
Further Classification Involves More Detailed Engine
Design
Crankcase Versus Externally Scavenged (Blowers)
Loop, Cross-Flow, and Uniflow Scavenging
Premix (Petroil), Oil Injected, Electronic and More Recently Direct
Fuel Injection (EFI and DFI)
Outboard (TCW)
Water-cooled outboard engines
OEMs OMC, Mercury, Yamaha
and others
Non-outboard (non-TCW)
Air-cooled
Chainsaws, motorscooters, some motorcycles,
garden equipment, generators, snowmobiles
(can be liquid cooled)
OEMs Husqvarna, Stihl, Echo,
Shindaiwa, Poulan-Weedeater, Suzuki,
Yamaha, Kawasaki, Bombardier
Applications of 2T Engines
Two-Stroke Cycle Engine Oils (Also Known as: 2T, 2-Cycle)
Difference? TCW Versus Non-TCW (1)
Lubrication in Outboards Versus Non-Outboards
Outboards (TCW, water-cooled)
Outboard motor operation
Long operation periods
High loads
Constant throttle
ASHLESS additives are used to prevent accumulation of ash
deposits in crown of piston and combustion chamber
Ash-containing additives are NOT used so as to avoid:
Deposit accumulation
Preignition
Plug fouling
Detonation
Difference? TCW Versus Non-TCW (2)
Lubrication in Outboards Versus Non-Outboards
Non-outboard (non-TCW, air-cooled)
Non-outboard motor operation
Transitional duty cycles
Fluctuating engine temperature
Higher temps at piston and piston/cylinder interface
ASH-CONTAINING additives use metallic detergents which
have higher thermal stabilities
Ash deposits left from combustion of ash-containing
additives:
Dislodge by thermal expansion/contraction of piston
Exit through exhaust gases
Global 2T Oil Volumes
Globally: ~122,000,000 gallons
North America: ~22,000,000 gallons
Europe: ~20,000,000 gallons
Latin America: ~15,000,000 gallons
Asia/Pacific: ~65,000,000 gallons
Specifications for
Two-Stroke Cycle Engine Oils
Specs for air-cooled 2T
Specs for water-cooled 2T
Air-Cooled Specifications and
Performance Levels
American Petroleum Institute (API): TC
Japanese Automotive Standards Organization
(JASO): FA, FB, FC, FD*
Thailand Industrial Standards Institute (TISI)
International Standards Organization (ISO):
EGB, EGC, EGD <EGE>
OEM levels: Piaggio, Husqvarna, Stihl
*Available by year-end 2001
API TC
Air-Cooled 2T Engine Oil Spec
API TC
Lubricity test: Yamaha CE50S
Detergency test: Yamaha Y350
Pre-ignition: Yamaha CE50S
A formal process for approvals was never adopted
Currently highly recognized performance level for oil marketers
worldwide
During 1998 ASTM meeting, an informal poll showed overwhelming
support for API TC category
Y350 detergency test is now officially available for testing
Severity shift since 1996, ring sticking problems
A new reference oil was adopted by ASTM
Long-term goal is to replace Y350 detergency test
JASO 2T Air-Cooled Specification
Universal acceptance of JASO standards
Chainsaw manufacturers require further
discrimination between good and poor oils
Chainsaw manufacturers modified detergency test of
JASO to run longer, with higher minimum passing
index
(JASO FC + 3 hour detergency test)
Lubricity, smoke and exhaust port blocking not changed
Led to global standard ISO/DIS 13738
specifications for two-stroke cycle gasoline engine
oils categories EGB, EGC and EGD
Tests Evaluation Test Method Measurement
Lubricity Seizure
Ring scuffing
Engine: HONDA DIO AF27
4000 rpm, WOT
Fuel/oil ratio = 50:1
Shut off cooling air at 160C
Initial torque
T plug = 200C
Torque drop from 200C to
300C of T plug
Detergency Ring sticking
Deposit formation in
combustion chamber and
on piston
Engine: HONDA DIO AF27
6000 rpm, WOT, T Plug = 235-245C
Fuel/oil ratio = 100:1
One hour
Weighted merit rating
(JPI-5S-34-91)
Smoke Exhaust smoke Engine: SUZUKI SX800R
Fuel/oil ratio = 10:1
Load 670W at 50 Hz after no load at
50 Hz for 20 minutes
Peak smoke level at 370W at
50 Hz by a smoke meter
Exhaust
System
Blocking
Carbon formation in
exhaust system
Engine: SUZUKI SX800R
3600 rpm
Fuel/oil ratio = 5:1
Cyclic load is applied
Load 750

15W at Texh = 370C
Off the load at Texh = 330C
One cycle: 1.5

0.75

minutes
Total running time (minutes)
until intake manifold pressure
reaches to 2.0 KPa
JASO M345-93
2T Engine Oil Tests
JASO 2T Air-Cooled Specification
JASO/ISO Specifications
Nomenclature
JASO FA, FB, FC, FD*
ISO-L-EGB, EGC, EGD
Approval system
JASO on-file registration administered and maintained by
the Petroleum Association of Japan (PAJ)
ISO self-certification
*Available by year-end 2001
JASO/ISO Test Method JASO FA FB / EGB FC / EGC FD / EGD ISO-L-EGE
Lubricity M340-92 90 minimum 95 minimum 95 minimum 95 minimum ???
Stihl test ???
Detergency M341-92 80 minimum 85 minimum 95 minimum
CEC L-79-T-97
1
125 minimum 125
CEC L-77-95
2
REF
Initial Torque M340-92 98 minimum 98 minimum 98 minimum 98 minimum ???
Smoke M342-92 40 minimum 45 minimum 85 minimum 85 minimum ???
Exhaust Blocking M343-92 30 minimum 45 minimum 90 minimum 90 minimum
CEC L-77-95
2
REF
Results are compared to JASOs reference oil, and an index is determined; reference oil is JATRE 1
1
ISO-L-EGD detergency test (CEC L-79-T-97) is 3 hour duration, 50:1 fuel:oil ratio; reference oil is JATRE 2
2
ISO-L-EGE requirements Piaggio proposal; reference oil is Piagio reference oil
JASO/ISO 2T Air-Cooled Specification
Comparison of ISO and JASO 2T Standards
Drivers for Future ISO Spec
Move away from motorcycle-based JASO
requirements
Focus on HIGHER PERFORMANCE
Chainsaws, snowmobiles, PWCs and highly
tuned motorcycles
Need for more severe, longer duration detergency
requirement beyond the JASO/ISO EGD level
STIHL keep low smoke attributes, but move away
from high-PIB formulations to avoid reduced lubricity
protection due to high temperature decomposition of
PIB
Future 2T Air-Cooled Engine Oil Specification
New Proposed ISO Category - ISO EGE
Chainsaws/snowmobiles/hp motorcycles need performance
beyond JASO and ISO EGD
Improvement beyond ISO EGD in detergency and lubricity
Proposed ISO EGE may include the following tests:
Detergency Piaggio hexagon test (CEC L-77-X-95)
Lubricity STIHl chainsaw (CEC PL-086 group formed
to investigate)
Test equipment is available to Chevron Oronite for product
development
JASO smoke requirement may be included
OEMs may drive this to be synthetic only via performance
targets


Test Performance Measured Pass/Fail Criteria
Yamaha CE-50S Preignition caused by
combustion chamber
deposits

No more major preignitions than last reference in same

test stand
Yamaha CE-50S Lubricity at ring and
cylinder/piston

Mean torque drop less than or equal to 3259 lubricant run
in same test
OMC 40 hp Deposit and wear control on
pistons, ring, and cylinders

Average piston deposits and ring sticking as good or
better than reference

Spark plug fouling: no more than reference oil + 1

Exhaust port blocking: not more than +10% than

reference oil

Preignition: No more than reference

OMC 70 hp Deposits and wear control
using fuel predisposed to
ring sticking

Regression line drawn through low and high reference

oils:
- Candidate ring sticking must equal or exceed line
- Candidate piston deposits must equal or exceed line
Mercury 15 hp Ring sticking
Piston and ring scuffing
Cold start spalling

No ring sticking failures in first 100 hours

Piston and ring scuffing within allowable limit

Piston pin bearing meet mercury requirements

NMMA TC-W3 Engine Tests


NMMA TC-W3 Additional Tests
Bench test requirements:
Rust
Fluidity/miscibility
Filterability
Compatibility
Future Outboard Engine Oils
Increasing demand for environmental friendliness:
Leaner oil: Fuel ratios
Oils with lower environmental impact
Direct fuel injection (DFI, Orbital, Ficht)
Catalytic converters
Four-stroke engines
NMMA has organized a subcommittee to investigate potential
specification requirements for 4T OBM oils
2-T Versus 4-T Engine Advantages
Lower Bulk Volume, Internal Size Lower Weight
Nearly 20% of 4-T Engine Weight is Due to the Valve Train, Which is
Absent in a Conventional 2-T Engine
Overall, a 2-T Engine May Be 40-50% Lighter Than a 4-T Engine of
Comparable Power
Lower Cost
Higher Reliability Less Components
(Valves, Camshaft, Drive Gears, Etc)
Greater Speed Potential No Inertia Derived Valve Float
Problems Breathing Limitations Cap Engine Speed Between
16-20,000 rpm
Improved Torque Response and Smoothness
Less Torque Fluctuations With 1 Power Stroke
Per Revolution
Combustion Instability Scavenging Changes Over
Powerband
High Exhaust Noise Exhaust Tuning Improves Charge
Delivery and Trapping Efficiency, But Increases Exhaust
Pressure Pulses
2-T Engine Disadvantages
High Hydrocarbon (HC) Emission
Due to Short Circuiting of
Fresh Charge (~30%) During
Scavenging Process
High Fuel Consumption
Overlapping Periods of Open
Inlet and Exhaust Ports
Eliminated With DFI Systems
2-T Engine Disadvantages
High Thermal Loading
Twice as Frequent Heat Release
Many Small 2-T Engines Are Air-Cooled
Engines Set to Run Under Fuel-Rich Conditions (30%
Excess Fuel) Use Fuel as Coolant
Reputation and Public Perception Noisy, Smelly,
Dirty, Fuel Starved, Cheap, Unreliable.
Challenges of Small Engine Market
Emissions
Emissions/Government mandates
New U.S. regulations reduction of hydrocarbon emissions from
outboards by 25% of current levels
by 2006
California lawn and garden equipment emission reductions
tightening every couple of years
Regulations in Europe and Asia are dictating changes in 2T
hardware
Governments in Asian countries have pushed to reduce smoke
emissions from 2T engines (JASO, TISI)
Challenges of Small Engine Market
OEM efforts to meet these challenges:
Direct Fuel Injection (DFI)
Mercury marine (Orbital) and OMC (Ficht)
Polaris introduced Ficht DFI for PWC (Genesis)
Bombardier to introduce orbital system
Honda (Japan) introduced DFI motorcycle in 1998
Yamaha introducing their HPDI system for outboards
4-Stroke Engines
Mercury marine to increase presence of 4T outboards (API SH)
Yamaha outboards to dramatically increase 4T usage
Honda to switch motorcycles from 2T to 4T by 2002
Catalytic Converters
Mandatory in some Asian markets
Husqvarna E-tech engine/other lawn and garden OEMs to
follow suit
Honda to commercialize 2T motorcycle with exhaust emission control system
Chevron Oronite 2T Air Cooled
Products
OLOA 9362
A low-ash performance additive package that demonstrates superior detergency and
dispersancy in both low-smoke and traditional air-cooled two-stroke cycle engine
applications.
OLOA 9362 was developed to exceed the high performance demands of ISO-L-EGD as
well as the proposed ISO-L-EGE category, TISI, API TC, and is fully cascadable down to
JASO FB.
Extensively tested in various severe OEM tests, such as the Piaggio Hexagon
detergency test as well as the Husqvarna 242 detergency test.
OLOA 9357
A low-ash performance additive package that demonstrates superior detergency and
dispersancy in both low-smoke and traditional air-cooled two-stroke cycle engine
applications.
OLOA 9357 provides high performance demands of ISO-L-EGD as well as the proposed
ISO-L-EGE category, TISI, API TC, and is fully cascadable for all ISO and JASO 2T
categories.
Used as the additive package in various OEM oils.
Extensively field tested in various applications

Chevron Oronite 2T Water Cooled
Products
OLOA 9335
Incorporates new technology for deposit control performance.
Low color, no molybdenum
Better low temperature detergency
Lower additive viscosity for ease of handling.
OLOA 9333
Unique molybdenum based technology
Better high temperature detergency
Based on OR 71591, TC-W3 detergency reference oil technology.
OLOA 340R
Historically, strongest player as NMMA TC-WII @ 9.35 vol.%
Fighting grade TC-W3 @ 11.3 vol.%
ISO is considering a proposal based on JASO
specification to be incorporated in ISO system
Japanese OEMs report no problems with JASO
specification

4T Motorcycle Update
4T Motorcycle JASO Activities
Background 4T Versus PCMO
Scooters
Oil primarily for crankcase lubrication
Motorcycles
Integrated transmission, uses
engine oil as a transmission fluid
Engine oil interacts with the wet
clutch in addition to lubricating
the gears
Clutch must provide adequate
friction to maintain proper driveability
4T Motorcycle JASO Activities
Background 4T Versus PCMO
Volatility more critical due to
Higher operating temperatures
Higher oil consumption
Need for improved oxidation performance
Temperatures may exceed 150C
Shear stability critical for gear durability
Proper VII selection
Oil shear down in transmission
SAE 10W-30 minimum viscosity grade
Low friction (fuel efficient) oils may hinder wet clutch performance
Clutch slipping may cause poor driveability
Power loss and starting problems
High fuel dilution increased wear severity
Test Item Performance Criteria Test Procedure
Sulfated Ash (Mass %) 1.2 Maximum JIS K 2278-85
Evaporation Loss (Mass %) 20 Maximum JPI-5S-41-93
Foaming Tendency
Seq. I
Seq. II
Seq. III
10/0
50/0
10/0
JIS K 2518
Shear Stability
Kv (100
o
C) After Test (cSt)
XW-30
XW-40
XW-50
9.0 Minimum
12.0 Minimum
15.0 Minimum
JPI-5S-29-88
High Temperature High Shear Viscosity
(mPas) 2.9 Minimum
JPI-5S-36-91
JASO T 903-98
Physiochemical Properties of JASO 4T MC Oils:
4T Motorcycle JASO Activities
Specifications Categories
API SE, SF, SG, SH, SJ, and Future Categories
ILSAC GF-1, GF-2 and Future Categories
ACEA A1, A2, A3, and Future Categories
CCMC G-4 and G-5
JASO T 903-98
Performance Classification Standards Required
for JASO 4T MC Oils:
4T Motorcycle JASO Activities
Classification
Rated Parameter MA MB Test Procedure
Dynamic Friction Index = 1.45 <1.45
Static Friction Index = 1.15 <1.15 JASO T 904-98
Stop Time Index = 1.55 <1.55
A candidate oil that does not meet even one of the
three indexes of MA shall be classified as MB
JASO T 903-98
Performance Classification of JASO 4T MC Oils:
4T Motorcycle JASO Activities

Chevron Oronite 4T MCO Products
OLOA 9364 and OLOA 9364A are Chevron Oronite new additive
technology developed specifically for 4T motorcycle gasoline
engines providing step out performance compared to PCMO
technology.

OLOA 9364 was developed as a cascadable additive system which
can be applied to the wide range of 4T MC performance criteria's.
OLOA 9364A was developed for premium 4T motorcycle applications.
OLOA 9364 and 9364A technology has demonstrated excellent field
performance in small engine 4T applications.