The API CK-4 specification is already on the market. Launched in the USA in 2016, it made its debut in Brazil in 2018. This specification is particularly effective in maintaining the durability of the emission control system, ensuring longer engine life. It was based on three main strengths: Oxidation resistance - with a test carried out for the first time on a Volvo diesel engine (T13); greater shear strength - characterized by a new minimum for HTHS; and aeration control - through a new test, ASTM Caterpillar C13 Oil Aeration Test - COAT. But does this specification make sense for the Brazilian market?

Brazil's current fleet of heavy-duty vehicles - buses and trucks - has engines with an average age of 10 years, according to the March 2021 edition of the Circulating Fleet Report by Sindipeças and Abipeças. These engines mostly correspond to Euro 3 and Euro 5 engines. It is estimated that the oils most used by this niche still meet the CI-4 specification, reaching approximately 70% of the SAE 15W-40 heavy-duty market lubricant volume, while for CK-4 oils this volume is 1%. But this current situation has an expiration date. Resolution No. 490, dated November 16, 2018, establishes that the new PROCONVE P-8 will come into force in January 2022 (for new vehicle models) and January 2023 (for other vehicles). According to this timetable, new emissions legislation will come into force and adjustments will have to be made to both the engine and the lubricating oil.

As far as the engine is concerned, some changes will have to be implemented over the next few years, such as raising the operating temperature, which gives a greater guarantee of complete combustion. But above all the additions of SCR (selective catalytic reduction, ARLA 32) and DPF (diesel particulate filter). The latter is essential due to the new, more restrictive limits on particulate matter.

There is a pattern in both engine oil specifications and global emissions regulations. Until 2012, the focus was on control, with large reductions in NOx pollution (30%) and particulate matter (80%). After that, there was a shift towards fuel economy, through CO2 reduction regulations. With an engine now at the highest level of current technology and with emission reductions as great as those of PROCONVE P8 (71% reduction in HC hydrocarbons and 50% reduction in particulate matter), lubricating oil plays a fundamental role both in terms of NOx and NOx pollution.lubricating oil plays a fundamental role both in lubricating this equipment, its main function, but also in maintaining emissions.Brazil, moreover, has an even more critical factor: current legislation provides for a 13% dilution of biodiesel in diesel (expected to reach 15% by 2023). Knowing how much the fuel influences the lubricant, from soot control to cases of fuel dilution, it makes increasing sense to use an oil with greater protection against oxidation and which guarantees engine protection.

In this way, the API CK-4 specification is compatible with and superior to its predecessors in all respects and not only makes sense for the Brazilian market, but is also a guarantee of engine durability and compliance with the new environmental legislation.