EXTREME PROTECTION
FOR SOME OF THE
HARDEST WORKING FLEETS.

Diesel engines meeting Euro I, II, III, IV, V & VI emission requirements.
Optimized for the Scania Low Ash specification, Triton Euro 10W-40
also meets a comprehensive range of industry and OEM approvals.

Phillips 66® Triton Euro Diesel Engine Oil is a premium quality, full-synthetic
engine oil developed for use in 4-stroke cycle diesel engines operating under
extreme temperature conditions. It meets API CK-4 performance requirements
for use in modern low-emission engines designed to meet 2007 and later EPA
on-highway exhaust emissions standards, and is backward serviceable for use
in older diesel engines. It is specially formulated for compatibility with exhaust
aftertreatment systems using diesel particulate filters (DPF), diesel oxidation
catalysts (DOC) and/or selective catalytic reduction (SCR). The full-synthetic
formulation provides excellent low-temperature properties for better performance
in harsh winter climates.
Triton Euro is formulated with synthetic base stocks and an advanced low-
SAPS additive package to provide outstanding wear protection, soot control
and bearing corrosion protection in both conventional and EGR-equipped diesel
engines. It has excellent soot dispersancy to protect against abrasive wear and
soot-induced oil thickening, and to ensure good low-temperature pumpability
even with highly soot-laden oil. The full-synthetic formulation provides enhanced
oxidation resistance and thermal stability at high temperatures and improved lowtemperature
properties compared with a conventional, non-synthetic formulation.
Triton Euro meets or exceeds the performance requirements of API Service
Categories CK-4 and SN, and is approved under the latest OEM specifications
for use in low-emission diesel engines. It is backward serviceable for use where
earlier API “C” category engine oils, or the concurrent earlier OEM specifications,
are specified. It is formulated for use in diesel engines operating on diesel fuels
with sulfur content up to 500 ppm. However, for applications not using Ultra-Low
Sulfur Diesel (ULSD), consult the engine manufacturer for recommended service
interval.

Approvals
Meets requirements of:
• API Service CK-4
• Cummins CES 20081
• Detroit Diesel DFS 93K218
• Deutz DQC IV-10 LA
• Mack EOS-4, Volvo VDS-4
• Mercedes-Benz Sheet 228.51
• Renault VI RLD-3
• ACEA E6
• Caterpillar ECF-3, ECF-2, ECF-1-a
• Scania Low Ash
• MTU 3.1

Applications
• On- and off-highway diesel equipment
operating at low ambient temperatures
• On-highway diesel trucks with EGR
and exhaust aftertreatment systems to
meet 2007/2010 emissions standards
• Older diesel equipment with
conventional, non-EGR engines, or
ACERT engines
• Diesel engines meeting Euro I, II,
III, IV, V & VI emission requirements
and running under severe operating
conditions

Phillips 66 will extend its product quality guarantee to its Guardol FE SAE 10W-30 heavy-duty engine oil, paying for parts and labor to repair damage caused by lubricant-related failure--even if API FA-4 oil is not recommended for the engine. Of course, certain conditions apply. Guardol FE 10W-30 offers excellent wear protection benefits and increased fuel efficiency, proven by the product’s 92 million miles of field testing, the company says. Guardol FE is formulated with a blend of synthetic and API Group II base stocks and a proprietary low-SAPS additive system to provide engine protection in late-model diesel engines. The company say its Liquid Titanium additive maintains wear protection despite lower high-temperature high-shear viscosity. Web: www.phillips66.com
Source: https://www.lubesngreases.com/resources/product-news/#tauextractor

EMEA Base Oil Price Report May 22, 2018

By Ray Masson

With base oil prices continuing to rise, buyers are wondering how high they might go and worrying about the effects on finished lubricant prices.

Values are climbing steadily, seeming to firm with almost every offer, including fixed price arrangements and those linked to indices, which are being severely tested at this time.

Dated deliveries of Brent crude topped $80 per barrel at the end of last week before retreating to $78.35/bbl for July front month settlement during trading in London yesterday – not dissimilar from the price of one week ago. West Texas Intermediate crude has also marked time, posting yesterday at $71.60/bbl still for June settlement. ICE LS gas oil is also steady, having spiked up to over $700 before slipping to $670 per metric ton for June front month.

Europe

API Group I export prices throughout Europe continue to move upwards, with the price ranges moving further apart as some sellers try to push numbers to their limit while others appear content to accept lower levels in return for quick sales with prompt loading dates. Light solvent neutrals are now registering between $880/t and $905/t and heavier grades at $935/t-$965/t. Bright stock prices are being seen in really wide ranges with some lower-priced, lesser spec material at around $975 and mainstream versions at $990/t-$1,020/t.

The above levels pertain to large cargo-sized parcels of Group I base oils sold on an FOB basis ex mainland European supply points.

Group I prices for sales within Europe are continually moving upwards, and some sellers not waiting until month end to adjust prices, contending that they have to pay more for replacement products and are obligated to pass on the expenses. Sales are lively, possibly because many purchasers trying to beat further hikes.

The differential between exports and intra-regional prices is unchanged this week at between €30/t-€80/t, export prices being lower.

Group II levels are maintained this week, awaiting further developments. Light-viscosity grades are at $985/t-$1,025/t (€840/t-€876), and the heavier-vis grades between $1,065/t-$1090/t (€910/t-€930), basis FCA.

Group III prices are following the moves made by Group I and Group II, albeit on a slower advance than these other types of base stocks. Demand is healthy, and

buyers are being given individual pricing depending on their commercial relationship with the sellers. Some buyers are electing to pay earlier for lower prices, whilst others are negotiating on volume-linked contracts from which sellers can plan inventory and replacement stocks.

Values rose this week to $1,010/t-$1,040/t CIF for 4 centiStoke and 6 cSt grades discharging in bulk into Antwerp-Rotterdam-Amsterdam and Northwestern Europe, and FCA sales in euros are now moving ahead to between €940/t-€975/t for the same grades when bearing partial slates of finished lubricant approvals. Base oils carrying fully approved ACEA and European OEM credentials and are now assessed between €965/t-€990/t for the 4 and 6 cSt and €910/t-€935/t for 8 cSt, basis FCA Antwerp-Rotterdam-Amsterdam.

The latter prices are for ex rack or truck delivered smaller lots of Group III base oils and do not reflect material delivered in bulk to large users such as major blenders or additive manufacturers.

Baltic and Black Seas

Baltic trade appears to be brisk with a number of new cargoes for May being announced for discharge into the continent and the east coast of the United Kingdom, but again with a lack of large deep-sea parcels for receivers in West Africa. Nigerian traders and buyers were eager to point out that there are a number of ongoing inquiries placed with Baltic suppliers, but positive responses appear to have been missing.

Suppliers have said that prices indicated to West Africa buyers have been countered to such an extent that it makes the business unworkable, hence these large cargoes remain notional at this time.

Prices are still positive but at the same time have moved only marginally this week, perhaps due to a mid-month outlook. Rates are still very much firm. SN150 is now $850/t-$870/t, SN500 is $920/t-$945/t, while SN900 is $955/t-$980/t and bright stock $930/t-$1,055/t, all on an FOB basis.

Black Sea markets report a smattering of local traffic this week with some Uzbek grades making their way into Turkish receivers, the first of these movements seen for some time. Other large parcels on an STS basis from Kavkaz, Russia, are being primed for loading later this month according to sources, with the throughput for this operation now more flexible due to the use of a larger mother ship.

Sources have suggested that prices as low as $725/t are not credible for this operation since ex-gate prices for the Russian export grades would put prices above these levels by some $50/t or more. The figure of $725 was based on the assumption that delivered prices would have to compete with local material at destination.

Inquiries and completed deals for Mediterranean cargoes moving into Gebze and Derince, Turkey are around the market, with Spanish and Greek cargoes figuring in these operations. Prices heard in offers and completed deals for Mediterranean Group I cargoes are around $935/t-$965/t for light neutrals and $975/t-$995/t for SN500 and SN600, basis CIF. Fully approved Group III base stocks ex Mediterranean in bulk are assessed offered into Gebze at around $1,075/t-$1,100/t CIF, or the equivalent in euros.

Middle East Gulf

Red Sea reports are that a cargo into Aqaba has been covered locally by Saudi Arabian suppliers out of Yanbu. This is in addition to the Mediterranean supply confirmed last week. No further news is yet available regarding the Sudanese requirement, although local agent sources imply that the cargo will be delivered by incumbent suppliers.

Middle East Gulf sources report that Iranian cargoes are moving out of Bandar Bushehr and that a couple of parcels of SN500 will move out to the United Arab Emirates and to the West Coast of India during the next few days. No further news or speculation has been heard regarding the issuing of sanctions against Iran, which will obviously affect the movement of base oil cargoes should these sanctions be imposed.

One major oil company has withdrawn from further joint activity in Iran with regard to a large gas project, and at the same time ship owner and operator Maersk has ceased operations out of Iran, citing trade with the U.S. to be ranked ahead of a presence in the Middle East Gulf.

FOB prices for the exported Iranian SN500 base oil are expected to range between $855/t and $880/t.

Group III exports from Al Ruwais, U.A.E., are reported this week for the West Coast of India with two potential cargoes of around 18,000 tons total moving during the last part of May. The main news announced last week is that the Al Ruwais refining operations are to get a major investment injection of $45bn resulting in a new complex for the production of all petrochemical products and derivatives. How this massive project will affect base oils is not yet clear, but the effects may be minimal.

Actual and notional FOB rates are again posted higher this week to $895/t-$910/t both for 4 and 6 cSt grades from Al Ruwais and for Bapco-branded oils from Sitra, Bahrain. Sitra output branded by Neste, which has full slates of approvals, is selling around $935/t-$965/t.

FOB levels are established on a netback basis using published shipping freight rates, and taking into account advised CIF prices from a variety of sources.

Group II cargoes from Yanbu, Saudi Arabia, are being planned for receivers in the U.A.E. and India, both stand-alone cargoes and combined Group I and Group II shipments. At the same time, Group II base oils originally from the U.S. are available ex U.A.E. on an FCA, truck- or tote delivered basis. Prices for the latter are unchanged this week at $1,025/t-$1,060/t for 100N, 150N and 220N and $1,120/t-$1,170/t for SN500 and SN600.

Africa

There is news from West Africa that another large 10,000-ton parcel loading out of the U.S. Gulf Coast is en route to Nigeria. In addition, the Ghana tender will be delivered during June on a stand-alone basis and will not include Group I material for Guinea or the Ivory Coast.

Based on information received last week, this could mean another U.S. Gulf Coast parcel will be loading later this month or in early June for receivers in Apapa, Nigeria. It is rumored that the latter cargo will be larger, up to 16,000 tons in total, with the possible inclusion of Group II grades.

Prices for Group I base oils landing into Nigeria are indicated at the following levels: $943/t for SN150 and SN180, $998/t for SN500, SN600 and SN700, and $1,035/t-$1,060/t for bright stock from the U.S. Gulf Coast. These refer to large parcels of Group I delivered into Apapa.

Ray Masson is director of Pumacrown Ltd., a trader and broker of petroleum products in London, U.K. Contact him directly at pumacrown@email.com.

By Ray Masson

Base oil markets throughout Europe, the Middle East and Africa are in flux at the moment, with API Group I oils stabilizing while Group II and III continue to face downward pricing pressure.

The API Group I market appears to be balancing after months of being oversupplied. Buyers are reacting by looking now for replacement and export stocks since they fear that prices may start to rise – a reaction that is creating additional demand though perhaps only temporarily. Producers, still suffering from poor margins, insist they are determined to limit further discounts – either by restricting production or refusing to sell at exceptionally low numbers. Group I offers are being accepted without counters.

The Group II situation is different, with offers from major players still rocking the market within Europe where values have fallen fast. Availability is more than adequate, and the uptake of these oils is advancing now that the delta between them and Group I is much narrowed.

Group III prices remain under pressure from suppliers defending market share – which were difficult enough to establish in the first place.

Crude oil costs dipped over the past few days, and dated deliveries of Brent were at $69.20 per barrel for July settlement yesterday, down some $2.50 for the week. West Texas Intermediate crude slid to $58.45/bbl, also for July front month. ICE LS gas oil retreated to $615 per metric ton for June front month, around $30 lower than a week ago. These prices were obtained from ICE London trading late Monday.

Europe

Prices for Group I exports from Europe are unchanged this week and show no evidence of further erosion. Prices are stable although some offers contain higher numbers that have not been accepted. Solvent neutral 150 is priced between $550/t and $575/t, SN500 at $575/t-$600/t, and bright stock has flattened at $700/t-$740/t.

These levels refer to large cargo-sized parcels of Group I sold on an FOB basis ex mainland European supply points, always subject to availability.

Prices for Group I sales within Europe are also stable, with sellers aiming to move substantial volumes over the next month before the summer vacation season kicks in. There are rumors of some sellers offering fixed monthly prices for June, but at higher levels than most current ex tank spot prices.

Availability of all Group I grades is reportedly good with few areas or regions experiencing shortfalls. With export demand starting to rise, pressure seems to be easing on suppliers to make concessions to regional buyers of smaller quantities.

The differential between domestic and export pricing is maintained with the former €65/t-€90/t higher.

As declared above, Group II prices are still coming under pressure and are reported lower than one week ago. Some suppliers suggested values may start to rise in June, but ample supplies of both light- and heavy-viscosity grades argues against it. More European blenders are showing interest in Group II, and it must only be a matter of time before the market takes up substantial quantities.

Prices dropped again, with FCA levels for 100 neutral, 150N and 220N now at $730/t-$840/t (€645/t-€745) and 500N and 600N at $760/t-$880/t (€670/t-€780). Ranges are unusually wide at the moment due to a resurgence of low-priced imports..

Group III prices dropped this week due to an abundance of offers and availability of grades with full slates of finished lubricant approvals as well as oils with only partial slates. Certain suppliers of fully approved Group IIIs continue to heavily discount in particular circumstances, perhaps looking to stave off any chance of losing sales to lower priced competitors. An announcement that Neste plans to increase production at its Porvoo, Finland, plant suggests supply could increase further.

Prices for partly-approved Group III fell to €665/t-€710/t for 4 centiStoke grades and €675/t-€720/t for 6 and 8 cSt, basis FCA Northwestern Europe. Values for fully-approved grades decreased to €710/t-€840/t for 4 cSt, €800/t-€865/t for 6 cSt and €775/t-€835/t for 8 cSt, basis FCA Antwerp-Rotterdam-Amsterdam.

The levels above do not include prices for material which can be delivered in larger bulk cargoes to major buyers or distributors. Prices for those trades may be around the lower ends of the ranges referring to FCA levels above.

Baltic and Black Seas

Activity in the Baltic remains subdued for a number of reasons, not least of which is that supplies are not so forthcoming ex Russian refineries as they were some months back due to maintenance and strong domestic demand. There are still the remnants of issues with crude supplies.

Prices are depressed to the extent that purchasing CPT border can be too low for sellers to consider, leaving the Baltic market in limbo. However the Nigerian parcel recognized and identified over the past few weeks has now been confirmed, and a vessel will load this week with around 11,000 tons of product from a Baltic port.

Prices are maintained $475/t-$500/t for SN150, $485/t-$520/t for SN500 and $700/t-$725/t for Polish bright stock, all on an FOB basis.

Black Sea trade into Turkey from Russian suppliers has bounced back, possibly due to the extraordinarily low prices emanating from these sources, and this trade includes a couple of cargoes of 3,000 tons each moving into Marmara ports. The uncertainty and economic downturn continues to bear a heavy weight on base oil markets within Turkey, with local prices from Izmir refinery stabilized this week, and are maintained at previous levels.

Mediterranean offers for Group I base oils CIF Marmara ports are heard at $565/t for SN150 and $580/t for quantities of SN500. Bright stock is also under offer and is indicated at $775/t CIF. One cargo has moved from Greek sources to Derince with prices close to those indicated, while another parcel of some 5,000 tons from the Mediterranean also programmed to be imported into Gebze, Turkey.

Reports of STS activity at Kavkaz, Russia, describe another large cargo of around 10,000 tons likely to load in early June for the same receivers in the West Coast of India. Prices for these supplies are not confirmed, but offered prices CIF the West Coast of India were heard at around $545/t-$555/t for SN500. Indication prices i or SN900 were also heard at around $625/t.

Group III supplies are also being contemplated from Russian sources in addition to United Arab Emirates and Mediterranean suppliers.

Ab OCS Oil Company Scandinavia Ltd is proud to announce and introduce a new product MAUS Aerosol Firefighter to the Finnish marketplace.

When the russian cosmonauts where in need of a fire protection system that would work in space but not produce any residue - they invented the  technology that is the tecnology behind MAUS Xtin Klein. Conventional fire extinguishesr causes residues from powder and foam, but MAUS Xtin Klein extinguishes fire with harmless, potassium based smoke. No residue - only aerospace technology.

The CE mark, or formerly EC mark, is a mandatory conformity marking for certain products sold within the European Economic Area (EEA) since 1985.[1] The CE marking is also found on products sold outside the EEA that are manufactured in, or designed to be sold in, the EEA. This makes the CE marking recognizable worldwide even to people who are not familiar with the European Economic Area. It is in that sense similar to the FCC Declaration of Conformity used on certain electronic devices sold in the United States.

MAUS Xtin Klein is the only fire extinguisher that you can fit in your glove compartment.  It will always be only an armslength away. MAUS can extinguish all kinds of fires. You fight fire with potassium based smoke (completely harmless) and you don't have to decontaminate your car from powder or foam.

When it comes to versatility MAUS Xtin Klein is unique . You never need to think "what kind of fire is this and do I have the right fire extinguisher for this kind of fire? ". MAUS withstands all fires. Here are examples of fires that it can handle : wood, furnishing , textile, petrol, diesel , LPG , ammonia , grease, oil, electricity ( up to 75,000 volts) , kerosene , mineral spirits , etc.

Ab OCS Oil Company Scandinavia ltd has added a new product to its line of high-quality products. In Finland developed and manifactured unprecedented Zaurac 4-30 LED Heavy Duty work light withstands impacts, vibration, acid, oil, and is resistant to 20 meters. Light output up to 3000 lumens and 4500 K brings daylight to night and helps against fatigue.

OCS Oil has expanded its product offerings to better serve our customers. You may now order from us domestic high quality Ad Blue Air1® Urea. 

You can order your Ad Blue Air1® in 200-liter drums or 1000L IBC container.
Ask for quote 010 322 4111 or write us at info@ocsoil.fi.

Welcome!

Representing the vehicle and engine manufacturers from around the world, ACEA and the Worldwide Fuel Charter Committee is pleased to present the Fifth Edition of the Worldwide Fuel Charter.

The Charter was first established in 1998 to increase understanding of the fuel quality needs of motor vehicle and engine technologies and to promote fuel quality harmonisation worldwide in accordance with those needs. Importantly, the Charter matches fuel specifications to the vehicle and engine specifications required to meet various customer needs around the world.

The Fifth Edition introduces Category 5 for markets with highly advanced requirements for emission control and fuel efficiency. As many countries take steps to require vehicles and engines to meet strict fuel economy standards in addition to stringent emission standards, Category 5, which raises the minimum research octane number (RON) to 95, will enable some gasoline technologies that can help increase vehicle and engine efficiency. For diesel fuel, this category establishes a high quality hydrocarbon-only specification that takes advantage of the characteristics of certain advanced biofuels, including hydro-treated vegetable oil (HVO) and Biomass-to-Liquid (BTL), provided all other specifications are respected and the resulting blend meets defined legislated limits.

Other changes from the previous edition include a new test method for trace metals and an updated gasoline volatility table. Significant changes relate to biodiesel: the Charter now allows up to 5% biodiesel by volume in Category 4 diesel fuel, has new diesel fuel oxidation stability limits and includes an alternative oxidation stability test method with correlations to other methods. The Charter also now references the E100 and B100 Guidelines published by the World Wide Fuel Charter Committee in 2009.

As countries move toward more stringent vehicle and engine requirements, fuel quality’s role in preserving the functionality of vehicles and engines continues to grow. Sulphur-free and metal-free fuels remain critical prerequisites for ultra-clean, efficient and durable emission control systems. The most advanced vehicles and engines require the best fuel quality – as represented in Category 5 – to meet their design potential.

The Committee appreciated the many comments submitted to the consultation version of this new edition of the Charter; they have helped make it a better document. We look forward to working with all stakeholders to support harmonised fuel quality specifications for the continued benefit of society.

Worldwide_Fuel_Charter_5ed_2013.pdf

In an effort to keep you apprised of the latest industry news, we want to share an update on PC-11, the next API heavy duty engine oil service category proposed for 2016.

The proposed PC-11 category reflects the need for the following:

New U.S. fuel efficiency standards for heavy duty on-road trucks.
Replacement of current engine tests that are becoming obsolete.
Improvements in shear stability, thermal stability and biodiesel compatibility.

In addition, this new API service category will likely—for the first time—include a “fuel economy” SAE xW-30 with a low HTHS (high temperature/high shear) requirement.  As a result, there may be two versions of SAE xW-30 oil.

Read more in detail here pdf

Ab OCS Oil Company Scandinavia Ltd and AGCO FINLAND OY made OCS OIL history 1.1.2013 when Valtra Oy took high-quality CONOCO lubricants and TUBI grease Guns to their retail stores. It is now even easier to find the CONOCO products near you. Find your Valtra retail store here.

In an effort to keep you apprised of the latest industry news, we want to share an update on PC-11, the next API heavy duty engine oil service category proposed for 2016.

It’s now official! Implementation of PC-11 will result in the creation of two new API service classifications: CK-4 and FA-4. Products meeting these classifications will be available at first licensing in December 2016. CK-4 will provide improved performance over the traditional protective features of CJ-4. The new fuel efficient FA-4 category, specific to xW-30 grades, must pass the same qualification tests and limits as CK-4.

As a quick review, the three main drivers for the new and expanded PC-11 service categories are:

    -New U.S. fuel efficiency standards for heavy-duty on-road trucks
    -Replacement of current engine tests that are becoming obsolete
    -Improved oil quality in terms of shear stability, thermal stability, aeration control and oxidation control

Split Category

The new API Service Category now provides choices for SAE xW-30 oils.

   CK-4 SAE xW-30 oil will remain unchanged compared to the current CJ-4 minimum HTHS viscosity requirement of 3.5 cP. This oil would be backward compatible with engines built prior to the 2017 model-year.
    FA-4 SAE xW-30 oil provides fuel economy by formulating to the lower HTHS viscosity of 2.9-3.3 cP. Caution is warranted in choosing between these options. Generally speaking, FA-4 products are intended to be used with the next generation of engine technology. OEM assessment of the FA-4 classification is currently underway and backwards compatibility is yet to be determined. Moreover, FA-4 products MAY end up being limited to certain engine designs in specialized service. Some off-road and agriculture OEMs are not likely to support the use of low HTHS oils in their engines because of durability concerns.

Improved performance of PC-11 oils is needed to ensure protection for the increasingly demanding conditions from today's engines. Among other things, new engines will operate with much higher sump temperatures. Some of the new engines may be equipped with active oil temperature control which at times may heat the oil.

Universal Oils

In addition to the split of CK-4 and FA-4, also new for 2016 is the chemical restrictions placed on HDEOs dually qualifying for gasoline application. Over concerns of catalytic converter poisoning, a Phosphorous Limit of 0.08 wt% max. will be imposed. Phosphorous based chemistry has long been demonstrated to be an extremely effective anti-wear agent. As such, novel chemistries have been developed in response to this restriction. Consumers who have off-road or otherwise place extreme demands on the oil may choose a “diesel only” fluid versus a universal oil.

Phillips 66 Lubricants will have a complete line of market-leading PC-11 products suitable for the full spectrum of customer needs. Extensive evaluations in the field and the lab have allow us to seek out the best performing technologies and optimized formulations for this challenging next generation of Heavy Duty Diesel Engine Oils.

More Delays for PC-11 and GF-6?

July 2, 2014

Straining under the workload of developing two new engine oil categories – PC-11 for heavy-duty diesel oils and GF-6 for gasoline-fueled passenger cars – oil, additive and testing companies want to see the deadlines eased.

At their June 12 meeting, the developers of the new heavy-duty category reviewed the status of the engine sequence tests that are needed for PC-11. The American Petroleum Institute's New Category Development Team, which is chaired by Dan Arcy of Shell, had earlier decided that most of the current tests and limits for today's API CJ-4 engine oils would be applicable to the new category.

To gauge industry acceptance of that decision, the team asked ASTM's Heavy Duty Engine Oil Classification Panel to run an exit ballot (or rather two ballots, since PC-11 is envisioned as a split category, PC-11A and PC-11B). The ballots identified the Caterpillar C-13 and Caterpillar 1N tests, the GM roller follower wear test, the Cummins ISB and ISM wear tests and the Mack T-11 as needed for PC-11A & B. All would be carried forward with their API CJ-4 limits.

As well, three new engine tests have been proposed: the Mack T-13 for oxidation and corrosion, Cat C13 aeration test and Daimler DD13 scuffing wear test. But critical decisions regarding how to conduct each new test's matrix have yet to be made.

For a test to be ready to move along to matrix testing, the requirement is for the test to be run two to four times at each participating matrix lab, with results matching those seen at development laboratories for precision and discrimination. In addition, the initial test method needs to be essentially complete, even if it's not quite the full ASTM version. Lastly, each participating test laboratory needs to be visited to confirm compliance with test-stand setup.

Both the Mack T-13 and Cat C13 were accepted for matrix testing, but the DD13 is still not ready. Given that, the NCDT decided that the PC-11 matrix would include only the first two tests and, as determined at the ASTM HDEOCP meeting last week in Indianapolis, would include three engine oil technologies.

Other details, such as the base oil component, also are being ironed out. The matrix design includes base oil interchange and viscosity grade read-across parameters, which are complicated by the inclusion of PC-11B. Once the base stocks and other components for the matrix oils are selected, the Test Maintenance Center will blend them; historically, this has taken about six weeks.

The PC-11 precision matrix could begin by March 2015, but the process still has other hurdles to cross. Next comes the technical demonstration, commencing in November 2015, followed by category approval by the API Lubricants Group in February 2016. API then has a mandatory one-year interval to assure a level playing field for all oil marketers, during which they can develop their technologies and run candidate oil test programs.

At this pace, first licensing of PC-11 oils would occur March 1, 2017. The Truck and Engine Manufacturers Association (EMA), which represents the heavy-duty engine industry, had requested a first licensure date of April 2016.

Concurrently, the timing for GF-6 passenger car engine oils has been derailed by the longer PC-11 schedule. GF-6 development is being managed by the joint Auto-Oil Advisory Panel. This category has a number of new tests, too, which also need to be run in a test matrix. Obviously, GF-6's matrix will be delayed by the PC-11 matrix. As it stands now, the GF-6 first-licensing date could be stretched out to as late as November 2017.

Neither EMA nor ILSAC, which represents U.S. and Japanese automakers, has agreed to these licensing delays, and both said the timing was being pushed back too much. The timeline remains a proposal and it doesn't appear that the industry will see any meaningful movement until both NCDT and AOAP meet again in August