Growing adoption of Fluorinated Polymers (PTFE) with the friction modifier additives is expected to bolster the market growth of the friction modifiers additives. It is widely used in boundary & extreme pressure and high-temperature lubrication application and also has the lowest coefficient of friction and cold weld property. Thus, the growing adoption of Fluorinated Polymers (PTFE) is projected to accelerate market growth.
Increasing launch of new fuels is expected to pose challenges for lubricant additives that are expected to hamper the market growth. For example, increasing use of Ashfree Neutralizing Molecules (ANM) as a substitute to calcium- or boron-based lubricant additives are restricting the demand for friction modifiers additives. Ashfree Neutralizing Molecules (ANM) is highly stable and compatible with all types of lubricants.
On the basis of region, Asia Pacific region dominated the global friction modifier additives market in 2019 with a 32.7% of market share in terms of value, followed by Europe and North America respectively.
On the basis of application, automotive lubricants segment dominated the global friction modifier additives market in 2019 with 45.6 % of market share in terms of value, followed by industrial lubricants and aviation lubricants respectively.
Product launch by major players is a major trend in the market of friction modifier additives is expected to foster market growth. For instance, in April 2019, LANXESS has launched an organic lubricant additive for passenger car and high-performance engine oils. The new Addition RC 3502 has been specifically developed to reduce friction and deliver sustained performance and anti-wear protection. Moreover, this friction modifier is non-corrosive, compatible with all synthetic and mineral engine oils, and has zero SAPS (sulfated ash, phosphorous, sulfur).
The European Automobile Manufacturers' Association (or Association des Constructeurs Européens d'Automobiles in French) is an organization that represents the 15 most important European motor vehicle manufacturers.
The A/B class's A1/B1 and A5/B5 oils have lower HTHS viscosities, which means that they provide better fuel economy but they may not provide adequate protection in engines that are not designed for them. ACEA A3/B3 and A3/B4, on the other hand, require oils with higher HTHS viscosities that may not provide as good fuel economy as an A1/B1 or A5/B5 oil but may offer better engine protection in certain engine designs
The categories within the C class are divided along with SAPS limits and along with HTHS viscosities. C1 and C4 are low-SAPS oils, while C2 and C3 are mid-SAPS oils. On the other hand, C1 and C2 oils have lower HTHS viscosities, while C3 and C4 oils have higher HTHS viscosities. In the case of the E class, the SAPS content and the drain interval make the difference
E4 and E6 oils offer longer drain intervals where the engine manufacturer allows it while E7 and E9 are designed for medium drain applications. E6 and E9 have limited SAPS content so they can be used in engines that require this including Euro VI engines.
Friction Modifier Additives Market - Impact of Coronavirus (Covid-19) Pandemic
According to the International Energy Agency, by end of March 2020, global transport activity was almost 50% below the 2019 average and aviation 60% below. Lockdowns in Q1 2020 and a slide in consumer confidence reduced not only transport activity but also global car sales. Demand for lubricants will be directly impacted by lower transport activity and lower car sales. The lower demand for lubricants will impact the market growth of friction modifier additives.