Since the mid-1960s, occurrences of high cylinder wear and scuffing have been reported on two-stroke marine engines run on low sulphur fuels in conjunction with high base number cylinder lubricants. To-date, such incidences have been relatively rare, because these engines have tended to be run on residual fuel oil with a high sulphur content (typically around 30,000 ppm). However, measures to control air pollution from the shipping industry are increasingly under discussion, as sulphur emissions from ships continue to increase as a percentage of total worldwide emissions from all sources. Consequently, the use of lower marine sulphur fuels is likely to increase. Insight considers the impact of these fuels on marine engines and finds out what is being done to ensure that engine problems do not become more widespread.

Industry issues: Enhanced protection - new EU legislation on dangerous substances and preparations comes into force

Warning symbol for RS0 and RS1 classified preparations

For over a year now Infineum, in line with most of the additives industry, has been busy getting ready for the implementation of new European Union (EU) legislation concerning dangerous chemicals. These new directives are intended to enhance the level of protection for workers, consumers and the environment from dangerous chemicals, and apply to all new and existing chemical preparations manufactured and marketed in the EU. Insight looks at some of the changes introduced that have an impact right through the supply chain, affecting the additives industry and its customers.

Industry issues: Longer life, lower costs - the continued push for longer-life ATFs for heavy-duty transmissions

With the prospect of better fuel economy, lower emissions and enhanced driveability, the market for automatic transmissions in heavy-duty vehicles continues to grow. To realise these benefits requires specialised automatic transmission fluids (ATFs). However, many truck and bus operators choose to use low quality, cheaper fluids in an effort to minimise operating costs, without considering the hidden costs resulting from short drain intervals and reduced performance. With buses and trucks lasting for over 800,000 km, fill-for-life ATFs are still some way off with current ATF additive technology. Insight examines how lubricant developers and additive suppliers are working with transmission manufacturers to extend the life of ATFs, and to persuade operators that these 'high-end' fluids will reduce operating costs over the lifetime of the vehicle.

Industry issues: GF-4 - delayed but not forgotten

The timeline for the development of ILSAC GF-4, the next category of gasoline engine oil in North America, has long been acknowledged as aggressive. With the category viewed as the biggest upgrade of passenger car motor oil since the adoption of the Engine Oil Licensing and Certification System in 1993, having just 30 months in which to develop tests and finalise the specification was always going to be a race against time. So it came as little surprise when a delay in development was announced in June this year. Gordon Farnsworth of Infineum Industry Liaison looks at developments so far, and gives his views on a likely delivery date for this vital category.

Industry issues: testing new procedures - the new CEC gets down to work

The Co-ordinating European Council for the Development of Performance Tests for Transportation, Fuels, Lubricants and other Fluids (CEC) was founded in 1963. The CEC served the industry well for many years, developing tests using tried and tested procedures. However, with increasingly rapid changes in engine and vehicle design, it became clear that without a change in the development procedures, it would be impossible for development of performance tests to keep pace with needs. In 2001, the CEC was therefore re-organised to help it meet today's industry requirements. One year on, David Covey, one of the ATC representatives on the CEC Management Board, looks at some of the changes made and gives an ATC view of the new organisation.

Face to face: John Bennet on ACEA's 2002 European Oil Sequences

Since their inception in 1995, the ACEA European Oil Sequences Oils have formed the core oil specifications for major passenger car, truck and bus manufacturers across Europe. The Sequences define the minimum quality level for service-fill oils for gasoline, light-duty diesel and heavy-duty diesel engines. As such, the sequences are updated at regular intervals, to reflect the changing performance requirements and quality levels demanded by ACEA members. The latest Sequences were issued earlier this year, but what were the major drivers behind the updates? What changes are likely to be needed in the coming years? Will new additive technology be needed to meet the requirements? Ian Field of Infineum Industry Liaison talks with Dr John Bennett, Technical Specialist in Fuels and Lubricants Engineering with Ford Motor Company, Europe, and leader of the ACEA Light Duty Lubricants sub-group, to find out more from the passenger car point of view.

Industry issues: Meeting the challenge - formulating for ACEA's 2002 Oil Sequences

The introduction of the ACEA 2002 Oil Sequences brought a series of fresh challenges for the lubricant formulator. Insight briefly explains the key performance issues alongside the enablers for performance improvements, and considers the shape of future lubricants.