Sidecar Flip
Living Legend
Pig9r....
Pig9r:
In as much as I can ascertain, currently, Shell 15-40 Rotella T, 5-40 Rotella Synthetic and Delo 15-40 are all Caterpillar, Cummins, Vo-Mack certified for engines built "prior" to 2007.
The new EPA/FMVSS standards compliance applies to engines built after 6-2007. Initially, the compliance date was 01-01-2007 but the EPA relaxed that date because of the enormous cost associated with engine manufacturers becoming compliant and the associated engineering.
Basically what is happening is that for Class 6-7-8 diesel engines to meet or exceed the EPA/FMVSS 2007 standard, they must have particulate filters as well as catalytic converters in the exhaust stream (along with a whole bunch of intake modifications). Because the substrate in the cat's is similar to that of the Palladium substrate in a 4 stroke gasoline engine, the very additives in pre 2007 lube oils for commercial diesels will degrade the operating efficiency of the catalytic converter (and the particulate trap) on engines built after 2007 and operating on ULSD.
What is happening is that oil refiners are re-formulating lube oil that has the zinc and phosphorus eliminated and replaced with a friction modifier, mainly molybdenum disulfide (which is the same anti-chatter additive used in posi-traction rear ends).
These oils aren't readily available on the general market yet, besides, other than fleets, you won't see the new generation engines in widespread use for some time. Due to the cost of the emission related hardware and the decrease in fuel mileage, most buyers bought trucks with engines prior to 2007. All the major players, Freightliner, Vo-Mack, Peterbilt and Western Star were working 24/7 with a 6 month backlog. They are all planning to have massive layoff's this year. No one with any sense is going to buy a new engine with an additional 10K price tag and fuel mileage in the toilet. Remember, no truck manufacturer with the exception of Vo-Mack builds their own engines. Caterpillar, Cummins Diesel, NA, Mercedes Benz Detroit Diesel (DDEC) and Perkins Diesel, NA all build engines for heavy trucks.
Because the lube oils meeting the new EPA/FMVSS standard aren't readily available yet, it should be safe to buy off the shelf 15-40 Rotella, 5-40 Rotella Synthetic or Delo and I'm pretty certain that the new oil will have either the ingredients plainly listed or say "Compatible with the new standard or compatible in 2007 or later engines".
It would be folly to use a zinc-phosphorus additive oil in a post 2007 compliant diesel and run the risk of destroying $10 thousand bucks worth of related emission hardware and rendering the engine unusable (remember, these engines are drive-by-wire, completely computer controlled)(any major error codes generated by malfunction immediately degrades the power and sometimes shuts down the engine entirely).
Having said all that. I'd imagine (and check the jug too) that as long as the oil states that it CAN'T be used in 2007 or later emission compliant engines, it would be good to go. I always read the contents anyway. Some interesting things are put in oils, greases and your food.
The scary thing about the 2007 standards is that the next upgrade is 2010. That standard will require the exhaust gas emitting from the engine, be cleaner than the air coming into the air intake and that includes blowby vapor from the crankcase vent. I'd imagine the cost of that to be over-the-top, and of course, be passed right on to consumers like you in the form of increased freight costs. That's what is happening right now with diesel fuel stagnant at around $2.45 per gallon.....Trucking companies are passing the cost directly on to the consumers. That's another can of worms not at all related to this site.
Pig9r:
In as much as I can ascertain, currently, Shell 15-40 Rotella T, 5-40 Rotella Synthetic and Delo 15-40 are all Caterpillar, Cummins, Vo-Mack certified for engines built "prior" to 2007.
The new EPA/FMVSS standards compliance applies to engines built after 6-2007. Initially, the compliance date was 01-01-2007 but the EPA relaxed that date because of the enormous cost associated with engine manufacturers becoming compliant and the associated engineering.
Basically what is happening is that for Class 6-7-8 diesel engines to meet or exceed the EPA/FMVSS 2007 standard, they must have particulate filters as well as catalytic converters in the exhaust stream (along with a whole bunch of intake modifications). Because the substrate in the cat's is similar to that of the Palladium substrate in a 4 stroke gasoline engine, the very additives in pre 2007 lube oils for commercial diesels will degrade the operating efficiency of the catalytic converter (and the particulate trap) on engines built after 2007 and operating on ULSD.
What is happening is that oil refiners are re-formulating lube oil that has the zinc and phosphorus eliminated and replaced with a friction modifier, mainly molybdenum disulfide (which is the same anti-chatter additive used in posi-traction rear ends).
These oils aren't readily available on the general market yet, besides, other than fleets, you won't see the new generation engines in widespread use for some time. Due to the cost of the emission related hardware and the decrease in fuel mileage, most buyers bought trucks with engines prior to 2007. All the major players, Freightliner, Vo-Mack, Peterbilt and Western Star were working 24/7 with a 6 month backlog. They are all planning to have massive layoff's this year. No one with any sense is going to buy a new engine with an additional 10K price tag and fuel mileage in the toilet. Remember, no truck manufacturer with the exception of Vo-Mack builds their own engines. Caterpillar, Cummins Diesel, NA, Mercedes Benz Detroit Diesel (DDEC) and Perkins Diesel, NA all build engines for heavy trucks.
Because the lube oils meeting the new EPA/FMVSS standard aren't readily available yet, it should be safe to buy off the shelf 15-40 Rotella, 5-40 Rotella Synthetic or Delo and I'm pretty certain that the new oil will have either the ingredients plainly listed or say "Compatible with the new standard or compatible in 2007 or later engines".
It would be folly to use a zinc-phosphorus additive oil in a post 2007 compliant diesel and run the risk of destroying $10 thousand bucks worth of related emission hardware and rendering the engine unusable (remember, these engines are drive-by-wire, completely computer controlled)(any major error codes generated by malfunction immediately degrades the power and sometimes shuts down the engine entirely).
Having said all that. I'd imagine (and check the jug too) that as long as the oil states that it CAN'T be used in 2007 or later emission compliant engines, it would be good to go. I always read the contents anyway. Some interesting things are put in oils, greases and your food.
The scary thing about the 2007 standards is that the next upgrade is 2010. That standard will require the exhaust gas emitting from the engine, be cleaner than the air coming into the air intake and that includes blowby vapor from the crankcase vent. I'd imagine the cost of that to be over-the-top, and of course, be passed right on to consumers like you in the form of increased freight costs. That's what is happening right now with diesel fuel stagnant at around $2.45 per gallon.....Trucking companies are passing the cost directly on to the consumers. That's another can of worms not at all related to this site.
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