Abstract This paper is a review of the various approaches being employed or contemplated for the reduction of pollutive emissions from automotive vehicles and to relate the fuel and lubricant effects on such systems wherever applicable. The discussion, as related to the fuel, will be limited to leaded and unleaded gasoline effects and the effect of gasoline detergent/dispersant additives. Lubricant additive composition and its influence on crankcase ventilation and exhaust emission devices will also be discussed. Résumé Cette communication passe en revue les différents procédés utilisés ou envisagés pour réduire les émissions nocives des véhicules à moteur et les effets dus aux carburants et aux lubrifiants. En ce qui concerne les carburants, on limite la discussion aux effets de l'essence. avec plomb et sans plomb et des additifs détergents/dispersants. On discute aussi des compositions d'additifs pour lubrifiants et de leur influence sur la ventilation du carter et les dispositifs d'échappement. 1. INTRODUCTION Fuel effects may involve such considerations as volatility, distillation range, hydrocarbon composition and the presence or absence of detergent additives and anti-knock compounds. The discussion in this paper will be limited to leaded and unleaded gasoline effects and the effect of gasoline detergents. Lubricant additive composition and its influence on devices for controlling crankcase ventilation and exhaust emissions will also be discussed. The objective of this presentation is to discuss the various approaches being employed or contemplated for the reduction of pollutive emissions from automotive vehicles and to relate the effect of the lubricant on such systems, wherever applicable. The major sources of pollution from uncontrolled gasoline-powered automotive vehicles are : crankcase emissions, evaporation of fuel from vehicle storage tank and carburettor, and exhaust emissions. Fuel composition can play an important part in all three sources while lubricant effects might be felt in areas of crankcase and exhaust emissions. 2. GASOLINE ENGINES Crankcase emissions by PETER A. ASSEFF, The Lubrizol Corporation, Cleveland, Ohio, U. S. A., T. KASAI, Lubrizol Japan Technicnl Center, Atsugi Kamiechi, P.O. Box 567, Aikawa-cho, Aiko-gun 243, Japan, and A. TOWLE, Lubrizol Ltd., Waldron House, 57 Old Church Street, London S W3 5BS, England Twenty-five per cent of the hydrocarbon emissions from uncontrolled cars are attributable to crankcase P.O. Box 17100, venting. In 1963, automotive manufacturers first widely reduced the amount of unburned hydrocarbons being emitt

Abstract This paper illustrates how additives used in the formulation of lubricants and fuels provide solutions to operating problems with automotive equipment. The influence of design trends on additive performance is also noted for a number of areas. Engine oils-Low ash oils were developed to avoid preignition tendencies while maintaining other performance qualities. Emulsion sludge experienced with earlier motor oils has lead to introduction of dispersants of reduced emulsifying tendencies. Improved high temperature stability with good dispersancy to control insolubles at low temperatures are needed for new Super HPD oils. Piston scuffing is eased by use of suitable additives. Fuels-Dispersant gasoline additives extend the period when carburettors satisfactorily meet anti-pollution legislation requirements. Influences of lead-free fuel must still be assessed. Smoke suppressants markedly extend satisfactory diesel injector life. Transmission oils-Sulphur-phosphorus additives meet the needs of final drive gears despite trends to higher oil temperatures. They are also successfully used in manual gear boxes. Slightly higher EP performance appears to be needed for ATF's in Europe. Tractor oils-The search for a fully universal oil to satisfy the engine, transmission, hydraulic system and final drive is nearing success despite increased performance needs. by E. P. WRIGHT, Lubrizol International Laboratories, Great Britain, A. TOWLE and W. A. SNELL, Lubrizol Limited, Great Britain Résumé Cette étude montre comment les additifs utilisés dans les lubrifiants, les carburants et combustibles, apportent des solutions aux problèmes rencontrés dans le fonctionnement des véhicules automobiles. L'influence des tendances de la construction automobile sur les performances des additifs dans un certain nombre de domaines est également mentionnée. Huiles moteurs-Les huiles moteurs à basse teneur en cendres ont été mises au point afin d'éviter la tendance au préallumage sans sacrifier pour cela les autres propriétés. Les problèmes d'émulsion de sludge rencontrés avec les anciennes huiles moteurs ont conduit à l'introduction de dispersants ayant moins tendance à s'émulsifier. L'amélioration de la stabilité thermique, conjugée avec une bonne dispersion, est nécessaire pour le contrôle des insolubles à basse température dans les nouvelles "Super Huiles Diesel à hautes performances". L'utilisation d'additifs convenables permet de réduire le phénomène de "scuffing" du piston. Carburants et combustibles-Les additifs dispersants pour essence permettent au carburateur de répondre aux exigences de la législation anti-pollution pendant une période plus étendue. L'influence des essences sans plomb reste encore à évaluer. Les additifs anti-fumée augmentent d'une facon satisfaisante la dur

Abstract. There is a wide difference between Europe and the USA, not only as regards passenger and commercial vehicles themselves, but also as regards the conditions under which they are operated, consequently base oil / additive combinations which are successful in America are not always ideal in Europe, similarly American Test Procedures and Specifications have, in many cases, become too complicated for European requirements. Résume. II existe entre l'Europe et les Etats Unis une très grande différence non seulement entre les voitures particulières et les véhicules commerciaux utilisés dans ces deux régions, mais également entre les conditions de marche auxquelles ces véhicules sont soumis. II en résulte que les combinaisons d'huiles de base et d'additifs qui donnent toute satisfaction aux Etats Unis ne sont pas toujours idéales en Europe et, de même, les spécifications et méthodes opératoires des essais américains s'avèrent, en bien des cas, trop compliquées en regard des besoins européens. A. INTRODUCTION In postwar years the equipment and petroleum industries in America and Europe were quick to take advantage of the progress which had been made by the military, with the result that the tests and specifications developed during the war were rpplied in various ways to lubricants for civilian use. In America, leadership in this field has been largely by the Ordnance Department and the major equipment manufacturers with the cooperation of the petroleum industry, and the result has been a series of full scale performance tests defining minimum quality standards for motor oils and gear lubricants. It is natural that European authorities should question whether, by following in the path of American developments, they are acting in the best interests of European manufacturers, oil companies, and users. Military groups recognise, of course, the need for service interchangeability of Iiibricating oils within the NATO organisation. * Towle, Alfred / Great Britain / Engineer / M. Sc. Engineering. M. I. Mech. E. / Managing Director, Lubrizol International Laboratories. However, in the civilian field, the question is being asked as to whether the types of lubricants which satisfy the requirements of American Ordnance specifications are necessarily the best ones to satisfy the European market. In America today, we find well-established specifications which broadly classify automotive crankcase lubricating oils into different quality levelstheir performance first of all being based on military requirements and latterly, through the socalled MS series of sequences, on the requirements of the three major motor manufacturers. All such specifications commonly define a limited number of minimum properties required of an oil; however, oil companies, generally incorpora

SYNOPSIS. The ever-growing tendency towards transmitting greater power through mechanism of smaller unit size throws an increased responsibility on the lubricant to cope with the greater surface loading, and often also greatly increased sliding velocities. Mineral lubricating oils alone cannot in many cases hope to den1 with this problem which can only be met by blending into the lubricant chemical additives. The problem then remains of specifying and testing the compounded lubricant to be used for any particular application. Chemical and physical specipcations brl themselves have long been proved to be useless, and in the case of crankcase oils the answer has been found to lie in a speclfication based on lubricant performance in certain engine tests. This specification is now almost universally adopted by the Armed Forces of the Northern Atlantic Treaty Powers as well as by a considerable bodyofcommercial users and ?nanufacturerS. At first sight it might seem easier to specify and test a gear lubricant than a crankcase lubricant, but experienre of the American oil industry over many years has conclusively shown that gear lubricants can only be tested in their full-scale applications and that there are two distinct conditions to satisfy, i. e. a high-torque, low-speed condition, where gear failure is by surface deformation or rippling, and a high-speed condition where failure is by actual "pick-up" or scufl'zng between the mating surfaces. Each condition rpquires completely different properties from the oil and the two are not necessarily compatible. As a result of this experience. there is in the USA an Ordnance Specification for "Universal" or "Multi-Purpose" gear lubricants, hased on the satisfactory performance of an oil on two full-scale axle tests. Such oils are "satisfactory for the lubrication of automotive gear units, heavy duty industrial type enclosed units, steering gpars etc.". This paper traces the development of a British Specification No. CS. 2758 which uses British components for full-scale tests and which is accepted by the American Army Ordnance as being of equivalent quality level to their own MIL- L-2105 Universal Gear Lubricant Specification. The paper shows how impossible it is to judge from results obtained on many of the most commonly used laboratory small-scale test machines whether or not an oil is likely to prove satisfactory in service. Additive depletion has long been a topic for discussion when considering the use of treated oils and the author shouis the influence of additive depletion with running lime on the load-carrying capacity of a "multi-purpose" sulphur chlorine phosphorus gear lubricant both with respect to new and run-in gears. The conclusion is drawn that the eflective load capacity of the gear and lubricant combination is not