While most lubricants sold in the UK were compliant in 2013, there were concerns that some products were slipping into the market with inaccurate or even false claims. In response, lubricant blenders and manufacturers in trade group the UKLA formed the Verification of Lubricant Specifications (VLS).
Fast forward ten years, and the organisation has now released a white paper highlighting learnings from investigations into 90 lubricant complaints, most of which involved incorrect marketing claims that products complied with specifications such as ACEA (European Automobile Manufacturers Association) or European engine oil sequences. Some 14 cases are currently being investigated.
The report, available via www.is.gd/evapuvo, includes accounts of several cases where products made mutually-exclusive claims due to the chemical properties required, such as ACEA A3/B4, and ACEA C3. In this example, the claims were made against high- and mid-SAPS (Sulphated Ash, Phosphorous and Sulphur) specifications, which is technically infeasible. The ‘A’ and ‘B’ categories are designed for passenger car vehicles, typically without exhaust aftertreatment devices, and the ‘C’ categories are for light duty vehicles with catalytic converters and diesel particulate filters. Using high-SAPS engine oil in vehicles with exhaust aftertreatment devices can interfere with their operation and inhibit their performance.
With all the cases investigated in mind, VLS says lubricant marketers must avoid making mutually-exclusive performance claims or sweeping statements about which applications/vehicle marks lubricants are suitable for.
The document also emphasises that lubricant marketers must regularly audit product claims to ensure compliance, and should consider quality assurance programmes to assess product performance to a given range of standards to support performance claims.
Speaking at the launch of the white paper at the Royal Automobile Club in London, Alan Outhwaite, chairman of the VLS technical review panel, said: “It’s really important that the product marketer ensures that it has the right level of data generated internally, if it has got its own technology, or from the relevant base of suppliers to justify any performance and application claims. Also, marketers should be responsible for all public-facing materials.”
Elsewhere, the paper points out that the industry’s journey towards electrification has created a new market for electric vehicle (EV) fluids, but electric and hybrid vehicles act differently from conventional petrol and diesel combustion engines. For example, hybrid electric vehicles operate at lower temperatures with higher stress during stop/start, and require additional lubricant additives to disperse increased sludge effectively.
Meanwhile, battery EVs reach high temperatures, particularly during rapid charging. Specifically-designed fluids must cater to the increase in oxidation and the need to dissipate the extra generated heat around power units.
Furthermore, an increased use of biofuels could thicken the lubricant as a result of oxidation, which could reduce flow around the engine, leading to increased wear, which may shorten the engine’s life.
VLS is now led by Jacqueline Berryman (pictured), who was named VLS chair in September. She takes over from Mike Bewsey, who has become president of the UKLA. Currently industry liaison advisor at Infineum, she has been involved in VLS since 2015 as a member of the supervisory board.
She says: “VLS has an important role to play in helping lubricant manufacturers and marketers to navigate a complex and changing market. We must also continue to support and educate end users by upholding industry standards, ensuring that retail consumers are protected and that workshops can fit products with confidence, whatever type of vehicle or engine they are working with.”
Lubricants contribute to improved fuel economy
The use of lower-viscosity engine oils can support efficiencies and improve fuel economy by reducing engine friction. However, according to the VLS report, it is essential to check if the engine hardware can safely handle such low viscosities. The OEM’s recommended SAE viscosity grade and performance specification should always be followed.