RAVENOL COMMERCIAL VEHICLE LUBRICANTS
Ravenol have a fully comprehensive range of OEM approved heavy duty lubricants, more than any other brand worldwide. This is of great benefit to all Truck and Fleet Managers and Owners.
Ever changing legislation and engine design has led to a greater complexity in heavy duty diesel lubricants. Our extensive range of Ravenol truck oils represent the ultimate in advanced commercial vehicle lubrication technology. They not only meet, but exceed the latest OEM requirements. This comprehensive selection of technically advanced engine and transmission oils were specially developed for use in commercial vehicles. The use of special additives mixed with synthetic additives and carefully selected base oils guarantees suitability both at low temperatures as well as for particularly heavy duty applications. The quality of our products is underlined by the large number of OEM approvals attained.
RAVENOL PROVIDES VALUE
The use of RAVENOL high performance commercial vehicle lubricants can significantly reduce costs on fuel economy and engine wear by optimizing engine operation, minimising downtime for maintenance and repairs, and reduction on environmental impact. Advanced additive technology designed to prolong the life and maintain the efficiency of emission reduction systems, such as diesel particulate filter (DPF). The DPF is used to fulfil the environmental emission requirements of the Euro IV and Euro V emission standards, and Ravenol products which maintain the efficiency of the DPF will also support Euro VI emission limits.
AFTER TREATMENT SYSTEMS – HOW TRUCK ENGINES HAVE CHANGED
To achieve these emissions limits, OEMs are using a combination of cooled exhaust gas recirculation (EGR) at higher rates and exhaust after-treatment devices such as catalytic diesel particulate filters and oxidation catalysts. This has resulted in a new generation of engine oils that provide emission control system durability, prevent catalyst poisoning and particulate filter blocking, while still offering optimum protection for control of piston deposits, oxidative thickening, oil consumption, high-temperature stability, soot handling properties, foaming and viscosity loss due to shearing.
NUMEROUS DIESEL ENGINE TECHNOLOGIES USED FOR EMISSION REDUCTION
Include Combustion Optimization (retarded injection timing, swirl design).
Cooled Exhaust Gas Recirculation (EGR) ACERT Technology (Caterpillar) Variable Geometry Turbocharging (VGT) and High Pressure Common Rail (HPCR) Fuel System.
Include Crankcase Filtration, Closed Crankcase Ventilation (CCV).
Closed Crankcase Filters (CCF) (or open system with coalescing filter) Exhaust After-Treatment such as Diesel Particulate Filter (DPF) Diesel Oxidation Catalyst (DOC).
NOX absorbers or traps and Selective Catalytic Reduction (SCR).
The use of Ultra Low Sulphur Diesel.
The use of advanced after-treatment systems has resulted in a fundamental change in the formulation of engine oils. OEM specifications and API Oil Sequences (CJ-4) contain significant restrictions in the levels of:
These changes have led to increased stress on the engine oil such as higher soot contamination which causes wear and oil thickening, increased fuel dilution potential which leads to bearing corrosion and wear. Increased acid contamination also leads to corrosion.
Increased oil temperatures have the effect of increasing oxidation rates and the formation of acids. Higher power densities and pressures result in the shearing of engine oil out of their viscosity grade. Smaller oil sumps aim to reduce weight but reduce the volume of oil available to protect the engine and this increases the thermal loading of the engine oil.
CONSIDER EGR (EXHAUST GAS RECIRCULATION) – AND ITS EFFECT ON THE ENGINE OIL
The impact that EGR has on an engine oil is firstly that it increases soot levels. EGR increases abrasive wear and deposits as well as sludge formation. The lubricant viscosity increase which results in a loss of pumpability. EGR increases acid levels, thereby depleting the oils TBN (Total Base Number). Accelerated depletion of the oil’s TBN increases the risk of corrosion. EGR also increases temperature levels between 10% – 40% or more. This accelerates the rate of oxidation, increasing deposit formation, affecting the engine oils viscosity by increasing it which leads to a loss of pumpability once again and the creation of more acidic compounds. The cycle continues.
MINERAL 15W/40 VS. SYNTHETIC 5W/30
It is well established that an engine oil’s viscosity can influence fuel economy. A potential saving of up to 5% improvement in fuel economy exists when changing from 15w/40 to 5w/30.
Viscous friction is highest during cold engine start-up and during stop-start driving. The oil is the most viscous during this period and the result is reduced fuel economy. Contact (between moving parts) and viscous friction (internal viscosity of fluid) can reduce fuel economy at operating temperatures. Pumping viscous oils place higher parasitic loads on the engine, especially when the oil film is not strong enough to separate moving parts.
A low viscosity engine oil affects fuel economy by minimizing friction and viscous losses in the engine contact areas and lowering the energy wasted pumping the oil through the engine (it is easier to wade through a pool of water than through a pool of syrup). One must consider that the same engine oil that is expected to be low enough in viscosity to circulate immediately on start-up is also expected to provide a full fill of hydrodynamic fluid at operating temperatures and beyond. However, the viscosity of all oils vary with temperature. The viscosity of the oil at engine operating temperature is designed to minimize friction and drag, but also protect by separating the moving surfaces. If the oil is too thick this results in power loss/drag. If the oil is too thin you end up with high friction and wear.
HOW CAN LOW VISCOSITY OILS AFFECT FUEL ECONOMY
Although friction cannot be completely eliminated, there are ways to reduce friction and increase fuel economy. Within an engine, two types of friction exist, firstly viscous friction which relates to the thickness (viscosity) of the oil and includes energy losses related to pumping the oil through the engine. This type of problem exist the most during cold engine start-up and stop-start driving. The second type of friction is contact friction. This results from contact between metal surfaces (metal to metal) which can lead to both engine wear and a reduction in fuel economy.
SYNTHETIC ENGINE OILS ARE THINNER BUT PROVIDE GREATER PROTECTION
Synthetics improve fuel economy by lowering the coefficient of traction which minimizes internal friction and lower viscous friction helps improve fuel economy. Synthetics improve cold flow characteristics and with less thickening and improved flow in colder temperatures this results in reduced wear during cold start-ups. Once again, lower contact and lower viscous friction helps improve fuel economy. An added benefit is that this improves battery and starter motor life. Lastly, improved oil film thickness at operating Temperature results in reduced contact friction (metal to metal) and this means longer engine life. It is a well-known fact that using synthetic engine oil, when compared to lower specification mineral oils can reduce wear by half.
RAVENOL SUPER SYNTHETIC 5W/30 TRUCK ENGINE OIL
Ravenol Super Synthetic 5w/30 truck engine oil is a fully synthetic, diesel saving “Low SAPS” truck engine oil based on the latest additive technology, with special proprietary base oil. It was developed specifically for diesel engines under extreme conditions for use in any season. Excellent for use in EURO 4 and EURO 5 engines along with low-sulphur diesel. It is suitable for use in engines with or without particulate filter and catalytic converter.
The cold viscosity SAE 5W ensures reliable cold starting in extreme temperatures (low cold-starting wear) and the quickest possible supply to all lubricating points. The high-temperature viscosity SAE 30 safely masters extreme stress. Friction loss and wear are reduced.