compared recognized by manufacturers and associations for best type of engine oil

7/29/2019 Compared Recognized by Manufacturers and Associations for Best Type of Engine Oil

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Compared recognized by Manufacturers and associations for best type of engine oil

Can I use the new CI-4 rated oils in my diesel engine?

If your engine calls for an oil that ends with "-4" such as CG-4 you can use the CI-4 oil without concernover a negative impact on your diesel engine. The three main tests for the CI-4 oil are more severe thanfor the previous oils but the oil is backwards compatible with earlier -4 oils.

What does the API designation on my engine oil mean?

The API (American Petroleum Institute) service symbol and certification mark identifies quality engineoils for gasoline and diesel powered vehicles. Oils displaying the API marks meet performancerequirements set by U.S. and international vehicle and engine manufactures and the lubricants industry.

DIESEL ENGINE OIL CATEGORIES

Oils designed for diesel engines fall under API's "C" category. Look for performance levels such as CH-4, CG-4, and CF-2.

GASOLINE ENGINE CATEGORIESOils designed for gasoline engine service fall under API's "C" category. Look for performance levelssuch as SJ or SH.

What are the API Oil Categories?

Diesel Engines

CH-4 CurrentIntroduced December 1998. For high speed Four stroke engines designed to meet 1998Exhaust emission standards. For use with fuels With sulfur content up to 0.5% weight.

Can be used in place of CD, CE, CF-4, and CG-4 oils.

CG-4 CurrentIntroduced in 1995. For severe duty high Speed 4 stroke engines using fuel less than0.5% sulfur weight. For engines meeting 1994 emission standards. Can be used inplace of CD, CE, and CF-4 oils.

CF-4 CurrentIntroduced in 1990. For 4 stroke naturally aspirated and turbo charged engines. Can Beused in place of CD and CD oils.

CF-2 CurrentIntroduced in 1994. For severe duty two Stroke engines. Can be used in place of CD-2oils.

CF CurrentIntroduced in 1994. For off road engines Including those using fuel with over 0.5%.Sulfur. Can be used in place of CD oils.

CE ObsoleteIntroduced in 1987. For four stroke high speed Engines. Can be used in place of CCand CD oils.

CD-2 Obsolete Introduced in 1987. For two stroke engines.

CD Obsolete Introduced in 1955. For certain naturally aspirated And turbo charged engines.

CC Obsolete For engines introduced in 1961.

CB Obsolete For moderate duty engines 1949 to 1960.

CA Obsolete For light duty engines 1940's and 1950's.

Gasoline Engines

SJ CurrentFor all automotive engines presently in use. Introduced in the API service symbol in1996.

SH Obsolete For model year 1996 and older engines.

SG Obsolete For model year 1993 and older engines.

SF Obsolete For model year 1988 and older engines.

SE Obsolete For model year 1979 and older engines.

SD Obsolete For model year 1971 and older engines.

SC Obsolete For model year 1967 and older engines.

SB Obsolete For older engines. Use only when specified by the manufacturer.


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SA Obsolete For older engines. No performance requirements.

What is the difference between the current CH-4 oil andprevious oils?

The API CH-4 oils were developed to meet the needs of the new high performance diesel enginesincluding the low emission engines. These oils will exceed the performance of the previous CG-4 oils inthe areas of deposits on pistons, control of oil consumption, wear on piston rings, valve train wear,viscosity control, and corrosion.

Three new engine tests were developed for the CH-4 oil. The first test specifically evaluates deposits onpistons for engines with the two piece steel piston. This piston deposit test also evaluates the control ofoil consumption. A second test measures the wear on piston rings, wear on cylinder liners, andresistance to corrosion. A third new test measures the wear on the valve train, the resistance of the oilto plug the filter, and the control of sludge--all under high soot conditions.

In addition these CH-4 oils have tougher limits for viscosity control in applications that generate highsoot and have improved oxidation resistance. CH-4 oils must pass an additional test for piston depositcontrol in engines that use single piece aluminum pistons. Oil performance is also established forengines that operate in areas with high sulfur diesel fuel.

As a result CH-4 oils are recommended for use in extended drain intervals that demand the use ofpremium oil.

Is oil containing re-refined base stocks acceptable?

Oils containing re-refined base stocks are acceptable for use in Caterpillar engines if they meet thespecified performance requirements. The re-refined base stock oils can be used exclusively in finishedoil of in combination with new base stock oil. The process that is used to produce the re-refined basestock oil generally involves vacuum distillation and hydrotreating of the used oil.

Filtering is inadequate for the production of high quality base stocks.

Can I mix oils from different manufacturers?

Oils from different suppliers can be mixed as long as they are the same types. Do not mix engine oils ofdifferent types such as ISO hydraulic oils or gear oils. One point to remember is that your IR results onyour oil analysis is based on referencing specific new oils and will be inaccurate if oil types or brandsare mixed.

Can I mix oils of different viscosity?

Yes you can. As an example a 10W30 can be mixed with a 15W40. The resulting viscosity will besomewhere in between the two products being mixed. Nevertheless, mixing oils of different viscosities isnot a recommended practice as you will have no point of reference for lab testing.

Are some oils better than others?

As an oil analysis facility we make oil recommendations by specification, API performance rating, andviscosity grade without recommending one brand over another. We are in no position to test the "quality"of any given oil -- only its basis characteristics such as viscosity, TBN or TAN.


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Can I use engine oil in the transmission or final drivesof my Cat machine?

For years the Caterpillar recommendation for power train components was engine oil. This changed a

number of years ago as materials changed and loading increased.

In transmissions the new clutch materials are sensitive to nitrogen compounds and unfortunately manyengine oils have these chemicals in their additive packages. In addition the new engine oil formulationsare designed to reduce friction as much as possible whereas the clutches and discs in the power shifttransmission depends on controlled friction for a rapid lock up. The use of engine oil can result inslippage during the engaging process. This can result in high localized heating on the faces withshortened clutch life as a result. The recommended TO-4 oil for use in transmissions has no nitrogencompounds and is totally compatible with all transmission materials. In addition it is formulated toprovide controlled friction and rapid clutch lock up to reduce localized heating and to extend clutch life.

The oils now recommended for transmissions and final drives have an enhanced load carrying ability toprotect gears and bearings. The specialized TO-4 oils recommended for these applications can beformulated to provide these characteristics, as they do not have the restraints of being able to function in

an internal combustion engine.

As a result of these facto the use of engine oils in these applications is no longer recommended.

What are the Engine Manufacturers Association oilratings?

The Engine Manufacturers Association (EMA) has developed lubricant recommendations as analternative to the API oil classification system. LRG-1 is a recommended guideline that defines a level ofoil performance for high speed, four stroke, heavy and light duty diesel engines. LRG-1 oils may beused in Caterpillar engines where API CH-4, CG-4, and CF-4 is recommended.

The tests and the test limits that are used to define LRG-1 are similar to those of the API CH-4classification. LRG-1 oils are designed to control the harmful effects of soot with improved wearresistance and improved resistance to oil filter plugging. These oils will also provide superior pistondeposit control for engines with either two piece steel pistons of aluminum pistons.

Can I use engine oil in my hydraulic system?

Engine oil makes excellent hydraulic oil for use in Caterpillar machines. In fact Caterpillar and Sure Craft10W hydraulic oils are re brands of engine oil. When selecting the viscosity of the engine oil, which youare going to use as a hydraulic oil, you should consider your start up temperature as well as the regulardaytime ambient temperature.

Can I use diesel engine oil in my gasoline engines?

Many diesel engine oils also have an API rating for gasoline engine use. Consult the spec sheet fromyour oil supplier or the API information on the container. (See API classifications in this section)

Can I mix engine oil (or engine oil that is re branded ashydraulic oil) and ISO type industrial hydraulic oil?

Mixing oil types such as these is not a recommended practice as the chemistry of the additive packagesis quite different. If the additives are not compatible they will precipitate out and will coat and plug thereturn line filter. This additive precipitation problem may or may not occur but it is not worth the risk.


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How do I know if the hydraulic oil is a re branded engineoil?

Typically re branded engine oils retain the SAE viscosity grade as part of their product name. Typically

you would expect to see such an oil named xxxxxx10W. The 10W represents the SAE viscosity.

How do I recognize an ISO industrial hydraulic oil?

These types of oil carry the ISO viscosity rating and can be recognized by numbers such as 15, 22, 32,46, or 68 after the product name. The number represents the oil viscosity in centistokes at 40 degreesC.

Why does Caterpillar recommend the use of engine oil(or engine oil re brands) as hydraulic oil?

Typically engine oils contain a significant amount of zinc as an anti scuff agent to protect the enginecamshafts. This zinc additive acts to protect the hydraulic pumps in shock load conditions. Whileindustrial type hydraulic oils often contain zinc the concentration is not as great as is found in engineoils.

Can I use industrial type oils in my hydraulic system?

Caterpillar will allow the use of industrial type hydraulic oils as long as they contain either 900-ppm ofzinc (which is unlikely) or have passed the Vickers 35VQ vane pump test. Caterpillar warns that lessthan optimum pump life may result from the use of these oils.

What is the recommended cleanliness level forhydraulic oil?

Contamination is the cause of the vast majority of premature hydraulic failure and is responsible formost premature wear. Most mobile machines require an ISO cleanliness level of 18/15 to assureoptimum life of components.

What oil can I use in the Hydrostatic transmission in myBobcat?

This depends on the age of the machine. Some machines use regular automotive automatictransmission fluid (Red Oil). Other machines use an ISO 32 Hydraulic oil (Not Red).

Why are TO-4 oils recommended for my transmissionand final drives on most Cat machines?

TO-4 oils have more load carrying ability than engine oils to protect heavily loaded gears and bearingsin these compartments. In addition they also provide controlled friction to assure quick lock up ofclutches and discs in power shift transmissions. This reduces heat and wear. Finally they contain nonitrogen products and are completely compatible with all transmission materials.


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What oil should I use if I operate in very coldconditions?

If machines are subject to cold starts in temperatures below minus 20 a 10 weight TO-4 oil may not be

suitable. In this case the next best choice would be a multi grade oil such as a 0W20 containing the TO-4 additive package. Finning Sure Craft Low Temperature Transmission Oil would be an example. Thiswill allow cold temperature starts to -40 degrees C.

How clean should I keep my transmission fluids?

Regular power shift transmissions with require an oil cleanliness level of ISO 21/17. This equates to anLPD reading (15 microns) on the SOS reports of 1300 particles.

Newer electric hydraulic power shifts need even cleaner fluid and require an ISO cleanliness level of18/15. This would equal an LPD reading of 320 particles.

What is the cleanliness level for my final drive fluid?

Excluding large mining equipment the general cleanliness targets are as follows:

Excavators (only 300 series)

0 -30,000 particles normal

30,000 - 50,000 particles borderline

50,000 plus particles action required

Most Other Machines

0-12,000 particles normal



Grader Tandem Drives

0 -30,000 particles normal



Motor Oils - Fuel Economy vs.

Wear

Tweet

Blaine Ballentine, Central Petroleum CompanyTags: automotive,motor oils,synthetic lubricants,viscosity

Conventional wisdom states that engine oils that increase fuel economy allow lessfriction and prolong engine life. The purpose of this article is to challenge
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conventional wisdom, particularly concerning modern (GF-3 ILSAC/API Starburst)engine oils.

Fuel Economy: Does Anyone Really Care?First, we should face the fact that the American consumer does not typically care

about fuel economy except during difficult economic times. The No. 1 sellingpassenger vehicle is the Ford F-Series Pickup. Five of the top 10 best-sellingvehicles are trucks, and trucks outsell cars. Some of the trucks are called sport-utility vehicles, otherwise known as SUVs, because their owners dont want toadmit they are trucks. The mass (size, weight) of these vehicles is not conduciveto great fuel economy.

Additionally, consider how most vehicles are driven. Anyone accelerating slowlyor driving at the speed limit to conserve energy is a danger to himself and otherdrivers who are in a much bigger hurry.

Auto manufacturers, on the other hand, are concerned about fuel economy. Themanufacturer faces big fines if the fleet of cars it produces falls short of theCorporate Average Fuel Economy (CAFE) requirements imposed upon them bythe federal government.

Figure 1. Bearing Wear

The March to Thinner OilsThinner oils are being used these days for three reasons: They save fuel in testengines, the viscosity rules have changed, and manufacturers are recommendingthinner grades.

The Sequence VI-B is the test used to evaluate fuel economy for the GF-3specification. The VI-B test engine is fitted with a roller cam where the oldSequence VI test used a slider cam. The old Sequence VI test responded well to

friction modifiers, but the Sequence VI-B responds to thinner oils.


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The test oils fuel efficiency is compared to the fuel efficiency of a reference oil inthe Sequence VI-B test. To pass, the test oil must improve fuel economy one totwo percent, depending on viscosity grade. SAE 5W-20 must produce higherrelative fuel efficiency than SAE 5W-30.

It is interesting to note that the reference oil is fully PAO synthetic SAE 5W-30. Toqualify for the GF-3 Starburst, ordinary mineral oils had to beat the fuel economyof the full synthetic reference oil. (It seems there is more to fuel economy than amagic base oil.)

Another factor in fuel economy is temporary polymer shear. These polymers areadditives known as viscosity index improvers (or modifiers). Polymers are plasticsdissolved in oil to provide multiviscosity characteristics. Just as some plastics aretougher, more brittle or more heat-resistant than others, different polymers havedifferent characteristics.

Polymers are huge molecules with many branches. As they are heated, theyuncoil and spread out. The branches entangle with those of other polymermolecules and trap and control many tiny oil molecules. Therefore, a relativelysmall amount of polymer can have a huge effect on oil viscosity.

As oil is forced between a bearing and journal, many polymers have a tendencyto align with each other, somewhat like nesting spoons. When this happens,viscosity drops. Then when the oil progresses through the bearing, the polymermolecules entangle again and viscosity returns to normal. This phenomenon isreferred to as temporary shear.

Because the Sequence VI-B test responds to reductions in viscosity, oilformulators rely on polymer shear to pass the test. A shear stable polymer makespassing the GF-3 fuel economy test much more challenging.

New rules defining the cold-flow requirements of SAE viscosity grades (SAE J300)became effective in June 2001. The auto manufacturers were afraid that moderninjection systems might allow the engine to start at temperatures lower than theoil could flow into the oil pump. Consequently, the new rules had a thinning effecton oil.

The auto manufacturers now recommend thinner oils for their vehicles than in thepast. Years ago, SAE 10W-40 was the most commonly recommended viscositygrade, later migrating to SAE 10W-30. SAE 5W-30 is most popular now, but Fordand Honda recommend SAE 5W-20. It is likely that more widespread adoption ofSAE 5W-20 and other thin oils may occur to help comply with CAFE requirements.

Because of the change in cold-flow requirements and the fuel economy testpushing formulators toward the bottom of the viscosity grade, todays SAE 10W-30 oils are more like yesterdays (GF-1 spec) SAE 5W-30 oils. On top of that,there is a trend toward auto manufacturers recommending thinner grades. This

seems ridiculous. SUVs and trucks, with their inherently less-efficient four-wheeldrive and brick-wall aerodynamics, need powerful, gas-guzzling engines to move


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their mass around in a hurry. In response, auto manufacturers recommend usingthin oils to save fuel. Incredible!

Viscosity and WearThinner oils have less drag, and therefore less friction and wear. Right? Perhaps

in the test engine or engines that experience normal operation. But somewhatthicker oils may offer more protection for more severe operations such as drivingthrough mountains, pulling a boat, dusty conditions, short trips, high rpm,overloading, overheating and overcooling.

Any abrasive particles equal to or larger than the oil film thickness will causewear. Filters are necessary to keep contaminants small. The other side of theequation is oil film thickness. Thicker oil films can accommodate largercontaminants.

Temperature has a big effect on viscosity and film thickness. As a point ofreference, one SAE grade increase in viscosity is necessary to overcome theinfluence of a 20F increase in engine temperature. At a given reference point,there is approximately a 20F. difference between viscosity grades SAE 30, 40and 50. SAE 20 is somewhat closer to 30 than the other jumps, because SAE 30must be 30F higher than SAE 20 to be roughly the equivalent viscosity.

In other words, an SAE 20 at 190F is about the same kinematic viscosity as anSAE 30 at 220F, which is about the same viscosity as an SAE 40 at 240F. Thisapproximation works well in the 190F to 260F temperature range. One mightbe surprised at the slight amount of difference between straight viscosity vs.

multiviscosity oils with the same back number (for example, SAE 30, SAE 5W-30,and SAE 10W-30).

If an SAE 50 oil at 260F is as thin as an SAE 20 oil at 190F, imagine how thinthe oil film becomes when you are using an SAE 5W-20 and your engineoverheats. When an engine overheats, the oil film becomes dangerously thin andcan rupture.

Ford is bumping up against its CAFE requirements and recommends SAE 5W-20oil for most of its engines in the United States. It claims SAE 5W-20 is optimal for

fuel efficiency and wear.

To determine if SAE 5W-20 oils provide the same level of protection as SAE 5W-30 oils, Dagenham Motors in England, one of the largest Ford dealers in Europe,was consulted. SAE 5W-30 is required for warranty purposes in England, and SAE5W-20 is not even available. If SAE 5W-20 were better for both fuel economy andwear, why would Ford not recommend it for its same engines in Europe?

Antiwear Property ChangesAnother change that occurred in passenger car motor oils with GF-2 and GF-3 is amore stringent limit on phosphorus, which is part of the zinc phosphate (ZDDP)antiwear additive. The auto manufacturers are concerned that phosphorus willdeposit on surfaces of the catalytic converter and shorten its life.


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This is a complicated issue, and the deposits depend on the specific ZDDPchemistry and the finished oil formulation. The industry was unsuccessful indesigning an engine test for an oils catalytic converter deposit formingtendencies. Therefore, the auto manufacturers set an arbitrary limit for motor oilof 0.1 percent phosphorus.

Antiwear additives are important in the absence of a hydrodynamic film, such asin the valve train. The antiwear additives are activated by frictional heat, whichcauses them to react with the hot surface and form a chemical barrier to wear.

The mechanism by which phosphorus deposits form on catalytic convertersurfaces is not fully understood. It does not correlate directly with oil volatility oroil consumption. On the other hand, if engine wear causes oil consumption toincrease, the risk of forming phosphorus deposits in the converter would increasedramatically. It seems that preventing wear and oil consumption should be a

priority.

In the past, oil formulators could make a premium product by simply adding moreZDDP. A similar move today would result in an oil formulation that would notsupport new car warranties.

Short-term ThinkingAs wear increases, the efficiency of an engine declines. Valve train wear slightlychanges valve timing and movement. Ring and liner wear affect compression. Thewear hurts fuel efficiency and power output by an imperceptible amount at first,but then the difference in fuel economy between an SAE 10W-30 and SAE 5W-20

is hardly noticeable. Efficiency continues to decline as wear progresses. Perhapsoptimizing wear protection is the way to reduce fuel consumption over the life ofthe engine.

Certainly engines that have experienced significant ring and liner wear benefitfrom thicker oils. Thicker oil use results in compression increases, performanceimprovements and reduced oil consumption.

High-mileage oils are a relatively new category of passenger car motor oils. Theseproducts typically contain more detergent/ dispersant and antiwear additives than

new car oils. They typically contain a seal swell agent and are available in thickerviscosity grades than most new cars recommend. High mileage seems to bedefined by as soon as your car is out of warranty.


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Figure 2. Ring Wear

What To UseAlthough thinner oils with less antiwear additive outperform more robust productsin the 96-hour fuel economy test, it is not clear that such products save fuel overthe useful life of the engine.

Every fluid is a compromise. Oils recommended by the auto manufacturers seemto compromise protection from wear under severe conditions to gain fueleconomy and catalyst durability. It is important to recognize that to use a productthat offers more protection from wear will most likely compromise your warranty.Thicker oils also compromise cold temperature flow, which may be of concerndepending upon climate and season.

The best protection against wear is probably a product that is a little thicker (suchas SAE 10W-30 or 15W-40) and has more antiwear additives than the oils thatsupport the warranty. The best oil for your vehicle depends on your drivinghabits, the age of your engine and the climate you drive in, but it is not

necessarily the type of oil specified in the owners manual or stamped on thedipstick.

To stay current on lubrication best practices, begin a free subscription toMachinery Lubrication magazine.
http://www.machinerylubrication.com/page/ml-subhttp://www.machinerylubrication.com/page/ml-sub


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Arti

cles

Technical


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Articles

We are happy to announce that our site has been updated with new articles, which answer your

everyday questions about oil, viscosity and other related subjects:

10+1 Tips to Prepare Your Car for the Winter

Volkswagen Motor Oil Specifications Explained

API SN Engine Oil Category

JASO MA and JASO MB specs explained

What is oil viscosity?

Why change oil regularly?

What are the reasons of oil consumption?

Lubrication glossary

WebApp

Oil

Comparison

Tool
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Check out our unique and new oil comparison and substitution tool that you will not find anywhere

else on the web!

This web application lets you find similar products to the ones that you are looking for in one easy

step. You can also select a specification and find out which products comply with it.

Important: The Oil Tool has been updated with many new products and brands, including

gear oils, ATFs and motorcycle oils!

Use the Oil Tool...

API

Americ

an

Petroleum

Institute

Check out the new API SN specification!

For more than 75 years, API has led the development of petroleum and petrochemical equipment

and operating standards. These represent the industry's collective wisdom on everything from drill

bits to environmental protection and embrace proven, sound engineering and operating practices

and safe, interchangeable equipment and materials. API maintains more than 500 standards and

recommended practices. On this site we introduceAPI's most important lubricant standards.
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ACEA

ACEA

Europe

The European Automobile Manufacturers Association (ACEA), founded in 1991, represents the

interests of the fifteen European car, truck and bus manufacturers at EU level. Through its

specialist working groups and an extensive network of individual experts from Member Companies

at all levels of the industry, ACEA has access to a wealth of expertise and applied technical

experience which is unsurpassed in the EU. ACEA oil sequences define the minimum quality level

of a product for presentation to ACEA members. ACEA itself does not certify oils or license or

register compliance certificates. Oil manufacturers are themselves responsible for carrying out all

oil testing and evaluation according to recognised practices. On this site we present the current

ACEA oil sequences.

Why

are

specifications
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important?

Choosing a motor oil for our car is not as simple now as it used to be. As the emission limits get

severer and severer and car manufacturers are designing more and more complex engines the

demands a lubricant is facing are getting rather high.

Oil companies are doing their best to comply with the new demands and to make the best possible

products for your car. But if everyone claims to have the best oil how can you choose?

This is where specifications get into the picture. Several independent organizations - like API and

ACEA among others - are working on creating a classification system for the oils that creates

order from chaos. Their aim is to maintain a set of specifications that help the manufacturers and

the consumers to compare the different products and to choose whatever is right for their vehicle.

But some vehicle manufacturers did not find these standards good enough for their lubrication

needs. So they created their own standards (OEM standards) and they require an oil to meet their

specifications before allowing it to be used in their vehicles.

This site is dedicated to introduce the most important independent and OEM standards to help

you choose the right oil for your car, van, truck, motorcycle, motorboat and so on.

Grades

Range of motor oils on display in Kuwait in now-obsolete cardboard cans with steellids.
http://en.wikipedia.org/wiki/File:Motor_Oils.jpghttp://en.wikipedia.org/wiki/File:Motor_Oils.jpg


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The Society of Automotive Engineers (SAE) has established a numerical code systemfor grading motor oils according to theirviscosity characteristics. SAE viscositygradings include the following, from low to high viscosity: 0, 5, 10, 15, 20, 25, 30, 40,50 or 60. The numbers 0, 5, 10, 15 and 25 are suffixed with the letter W, designatingtheir "winter" (not "weight") or cold-start viscosity, at lower temperature. The number

20 comes with or without a W, depending on whether it is being used to denote a coldor hot viscosity grade. The document SAE J300 defines the viscometrics related tothese grades.

Kinematic viscosity is graded by measuring the time it takes for a standard amount ofoil to flow through a standard orifice, at standard temperatures. The longer it takes,the higher the viscosity and thus higher SAE code.

The SAE has a separate viscosity rating system for gear, axle, and manualtransmission oils, SAE J306, which should not be confused with engine oil viscosity.The higher numbers of a gear oil (e.g., 75W-140) do not mean that it has higher

viscosity than an engine oil.

[edit] Single-grade

A single-grade engine oil, as defined by SAE J300, cannot use a polymeric ViscosityIndex Improver(also referred to as Viscosity Modifier) additive. SAE J300 hasestablished eleven viscosity grades, of which six are considered Winter-grades andgiven a W designation. The 11 viscosity grades are 0W, 5W, 10W, 15W, 20W, 25W,20, 30, 40, 50, and 60. These numbers are often referred to as the "weight" of a motoroil, and single-grade motor oils are often called "straight-weight" oils.

For single winter grade oils, the dynamic viscosity is measured at different coldtemperatures, specified in J300 depending on the viscosity grade, in units of mPas, orthe equivalent older non-SI units, centipoise (abbreviated cP), using two different testmethods. They are the Cold Cranking Simulator (ASTMD5293) and the Mini-RotaryViscometer (ASTM D4684). Based on the coldest temperature the oil passes at, thatoil is graded as SAE viscosity grade 0W, 5W, 10W, 15W, 20W, or 25W. The lowerthe viscosity grade, the lower the temperature the oil can pass. For example, if an oil

passes at the specifications for 10W and 5W, but fails for 0W, then that oil must belabeled as an SAE 5W. That oil cannot be labeled as either 0W or 10W.

For single non-winter grade oils, the kinematic viscosity is measured at a temperature

of 100 C (212 F) in units of mm2/s (millimeter squared per second) or the equivalentolder non-SI units, centistokes (abbreviated cSt). Based on the range of viscosity theoil falls in at that temperature, the oil is graded as SAE viscosity grade 20, 30, 40, 50,or 60. In addition, for SAE grades 20, 30, and 1000, a minimum viscosity measured at150 C (302 F) and at a high-shear rate is also required. The higher the viscosity, thehigher the SAE viscosity grade is.

For some applications, such as when the temperature ranges in use are not very wide,single-grade motor oil is satisfactory; for example, lawn mower engines, industrialapplications, and vintage orclassic cars.
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[edit] Multi-grade

The temperature range the oil is exposed to in most vehicles can be wide, rangingfrom cold temperatures in the winter before the vehicle is started up, to hot operatingtemperatures when the vehicle is fully warmed up in hot summer weather. A specific

oil will have high viscosity when cold and a lower viscosity at the engine's operatingtemperature. The difference in viscosities for most single-grade oil is too large

between the extremes of temperature. To bring the difference in viscosities closertogether, specialpolymeradditives calledviscosity index improvers, or VIIs areadded to the oil. These additives are used to make the oil a multi-grade motor oil,though it is possible to have a multi-grade oil without the use of VIIs. The idea is tocause the multi-grade oil to have the viscosity of the base grade when cold and theviscosity of the second grade when hot. This enables one type of oil to be used allyear. In fact, when multi-grades were initially developed, they were frequentlydescribed as all-season oil. The viscosity of a multi-grade oil still varieslogarithmically with temperature, but the slope representing the change is lessened.[9]

This slope representing the change with temperature depends on the nature andamount of the additives to the base oil.

The SAE designation for multi-grade oils includes two viscosity grades; for example,10W-30 designates a common multi-grade oil. The two numbers used are individuallydefined by SAE J300 forsingle-grade oils. Therefore, an oil labeled as 10W-30 must

pass the SAE J300 viscosity grade requirement for both 10W and 30, and alllimitations placed on the viscosity grades (for example, a 10W-30 oil must fail theJ300 requirements at 5W). Also, if an oil does not contain any VIIs, and can pass as amulti-grade, that oil can be labelled with either of the two SAE viscosity grades. Forexample, a very simple multi-grade oil that can be easily made with modern base oils

without any VII is a 20W-20. This oil can be labeled as 20W-20, 20W, or 20. Note, ifany VIIs are used however, then that oil cannot be labeled as a single grade.

The real-world ability of an oil to crank or pump when cold is potentially diminishedsoon after it is put into service. The motor oil grade and viscosity to be used in a givenvehicle is specified by the manufacturer of the vehicle (although some modernEuropean cars now have no viscosity requirement), but can vary from country tocountry when climatic orfuel efficiency constraints come into play.

[edit] Standards

[edit] American Petroleum Institute

The American Petroleum Institute (API) sets minimum for performance standards forlubricants. Motor oil is used for the lubrication, cooling, and cleaning ofinternalcombustion engines. Motor oil may be composed of a lubricant base stock only in thecase of non-detergentoil, or a lubricant base stock plus additives to improve the oil'sdetergency, extreme pressure performance, and ability to inhibitcorrosion of engine

parts. Lubricant base stocks are categorized into five groups by the API. Group I basestocks are composed offractionally distilledpetroleum which is further refined withsolvent extraction processes to improve certain properties such as oxidation resistance

and to remove wax. Group II base stocks are composed offractionally distilledpetroleum that has been hydrocracked to further refine and purify it. Group III base
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stocks have similar characteristics to Group II base stocks, except that Group III basestocks have higher viscosity indexes. Group III base stocks are produced by furtherhydrocracking of either Group II base stocks or hydroisomerizedslack wax (a Group Iand II dewaxing process by-product). Group IV base stock arepolyalphaolefins(PAOs). Group V is a catch-all group for any base stock not described by Groups I to

IV. Examples of group V base stocks includepolyolesters(POE),polyalkyleneglycols (PAG), andperfluoropolyalkylethers (PFPAEs). Groups I and II arecommonly referred to as mineral oils, group III is typically referred to as synthetic(except in Germany and Japan, where they must not be called synthetic) and group IVis a synthetic oil. Group V base oils are so diverse that there is no catch-alldescription.

The API service classes[10] have two general classifications: Sfor "service/sparkignition" (typical passenger cars and light trucks using gasoline engines), and Cfor"commercial/compression ignition" (typical diesel equipment). Engine oil which has

been tested and meets the API standards may display the API Service Symbol (also

known as the "Donut") with the service designation on containers sold to oil users. [10]

The API oil classification structure has eliminated specific support for wet-clutchmotorcycle applications in their descriptors, and API SJ and newer oils are referred to

be specific to automobile and light truck use. Accordingly, motorcycle oilsare subjectto their own unique standards.

The latest API service standard designation is SN for gasoline automobile and light-truck engines. The SN standard refers to a group of laboratory and engine tests,including the latest series for control of high-temperature deposits. Current APIservice categories include SN, SM, SL and SJ for gasoline engines. All previous

service designations are obsolete, although motorcycle oils commonly still use theSF/SG standard.

All the current gasoline categories (including the obsolete SH), have placedlimitations on the phosphorus content for certain SAE viscosity grades (the xW-20,xW-30) due to the chemical poisoning that phosphorus has on catalytic converters.Phosphorus is a key anti-wear component in motor oil and is usually found in motoroil in the form ofzinc dithiophosphate. Each new API category has placedsuccessively lower phosphorus and zinc limits, and thus has created a controversialissue of obsolescent oils needed for older engines, especially engines with sliding(flat/cleave) tappets. API, and ILSAC, which represents most of the worlds major

automobile/engine manufactures, states API SM/ILSAC GF-4 is fully backwardscompatible, and it is noted that one of the engine tests required for API SM, theSequence IVA, is a sliding tappet design to test specifically for cam wear protection.

Not everyone is in agreement with backwards compatibility, and in addition, there arespecial situations, such as "performance" engines or fully race built engines, wherethe engine protection requirements are above and beyond API/ILSAC requirements.Because of this, there are specialty oils out in the market place with higher than APIallowed phosphorus levels. Most engines built before 1985 have the flat/cleave

bearing style systems of construction, which is sensitive to reducing zinc andphosphorus. Example; in API SG rated oils, this was at the 1200-1300 ppm level forzinc and phosphorus, where the current SM is under 600 ppm. This reduction in anti-wear chemicals in oil has caused premature failures of camshafts and other high

pressure bearings in many older automobiles and has been blamed for pre-mature
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failure of the oil pump drive/cam position sensor gear that is meshed with camshaftgear in some modern engines.

There are six diesel engine service designations which are current: CJ-4, CI-4, CH-4,CG-4, CF-2, and CF. Some manufacturers continue to use obsolete designations such

as CC for small or stationary diesel engines. In addition, API created a separated CI-4PLUS designation in conjunction with CJ-4 and CI-4 for oils that meet certain extrarequirements, and this marking is located in the lower portion of the API ServiceSymbol "Donut".

It is possible for an oil to conform to both the gasoline and diesel standards. In fact, itis the norm for all diesel rated engine oils to carry the "corresponding" gasolinespecification. For example, API CJ-4 will almost always list either SL or SM, API CI-4 with SL, API CH-4 with SJ, and so on.

[edit] ILSAC

The International Lubricant Standardization and Approval Committee (ILSAC) alsohas standards for motor oil. Introduced in 2004, GF-4[11] applies to SAE 0W-20, 5W-20, 0W-30, 5W-30, and 10W-30 viscosity grade oils. In general, ILSAC works withAPI in creating the newest gasoline oil specification, with ILSAC adding an extrarequirement of fuel economy testing to their specification. For GF-4, a Sequence VIBFuel Economy Test (ASTM D6837) is required that is not required in API servicecategory SM.

A key new test for GF-4, which is also required for API SM, is the Sequence IIIG,which involves running a 3.8 L (232 in3), GM 3.8 L V-6 at 125 hp (93 kW), 3,600

rpm, and 150 C (300 F) oil temperature for 100 hours. These are much more severeconditions than any API-specified oil was designed for: cars which typically pushtheir oil temperature consistently above 100 C (212 F) are most turbochargedengines, along with most engines of European or Japanese origin, particularly smallcapacity, high power output.

The IIIG test is about 50% more difficult[12] than the previous IIIF test, used in GF-3and API SL oils. Engine oils bearing the API starburst symbol since 2005 are ILSACGF-4 compliant.[13]

To help consumers recognize that an oil meets the ILSAC requirements, API

developed a "starburst" certification mark.

A new set of specifications, GF-5,[14] took effect in October 2010. The industry hasone year to convert their oils to GF-5 and in September 2011, ILSAC will no longeroffer licensing for GF-4.

[edit] ACEA

The ACEA (Association des Constructeurs Europens d'Automobiles)performance/quality classifications A3/A5 tests used inEuropeare arguably morestringent than the API and ILSAC standards. CEC (The Co-ordinating European

Council) is the development body for fuel and lubricant testing in Europe and beyond,
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setting the standards via their European Industry groups; ACEA, ATIEL, ATC andCONCAWE.

Lubrizol, a supplier of additives to nearly all motor oil companies, hosts a RelativePerformance Tool which directly compares the manufacturer and industry specs.

Differences in their performance is apparent in the form of interactive spider graphs,which both expert and novice can appreciate.[15]

[edit] JASO

The Japanese Automotive Standards Organization (JASO) has created their own set ofperformance and quality standards for petrol engines of Japanese origin.

For four-stroke gasoline engines, the JASO T904 standard is used, and is particularlyrelevant to motorcycle engines. The JASO T904-MA and MA2 standards aredesigned to distinguish oils that are approved for wet clutch use, and the JASO T904-

MB standard is not suitable for wet clutch use.

For two-stroke gasoline engines, the JASO M345 (FA, FB, FC) standard is used, andthis refers particularly to low ash, lubricity, detergency, low smoke and exhaust

blocking.

These standards, especially JASO-MA and JASO-FC, are designed to address oil-requirement issues not addressed by the API service categories.

[edit] OEM standards divergence

By the early 1990s, many of the Europeanoriginal equipment manufacturer(OEM)car manufacturers resigned on the lacklustre direction of the American API oilstandards as it did not perform to the needs of a motor oil to be used in their motorsand seriously lagged in development of the previous generations. As a result manyleading European motor manufacturers created and developed their own "OEM" oilstandards which were no longer directly compatible with the plain API. (Note that theACEA class of standards is co-developed with all European engine makers to bettersuit the legislative and technical needs, thus ACEA specification on the back labelcompletely or nearly conforms to many OEM specifications.) In recent years similarhappened in the North American diesel engine market in the high performancesegment, with names such as Caterpillar, John Deere, Mack, Cummins, Ford

appearing on the back of the oil cans in lists of certifications. It is irony that thestandard "API C" means "Commercial", and yet it failed to fulfill the needs of themain commercial engine producers.

Some of the of widely used OEM standards are the VW500.**, VW505.** seriesfrom Volkswagen Group, and the MB228.* and MB229.** from Mercedes-Benz.Other European OEM standards are from General Motors (dexos), theFord"WSS"standards, BMWSpecial Oils and BMW Longlife standards,Porsche, and thePSAGroup ofPeugeotand Citron. Prior to the development of the dexos standard,General Motors used the 4718M standard that is used for high-performance engines, astandard that is used in North America for selected North American performance

engines, with a "Use Mobil 1only" sticker was usually placed on those cars.
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More recently, "extended drain", "BMW longlife" and similar oils have arisen,whereby, taking Volkswagen Group vehicles, a petrol engine can go up to 2 years or30,000 km (~18,600 mi), and a diesel engine can go up to 2 years or 50,000 km(~31,000 mi) before requiring an oil change. Volkswagen (504.00), BMW, GM,Mercedes and PSA all have their own similar longlife oil standards. (In case of MB

certified oils, the standard applies to oils used in trucks and personal cars alike, soevery Mercedes engine was expected to use the same oil, while other small carmakers were satisfied with the generic and thus least performing lubricantsavailable and caught up recently when the legislation from the European Councilmandated them to improve fuel consumption and improve emissions.)

This should be not surprising as Mercedes was among the first to differentiate oilsaccording to longevity (1980s to 1990). In personal vehicles is a general oil changeinterval given by oil specification: 228.1 15000 km, 228.3 30000 km, 228.5 45000 km. (Similar rule applies to the MB 229.xx) Oil certified for the longest changeinterval also had the best antioxidative properties and stability. Certain BP Vanellus

oil certified for MB228.5 standard had sulfated ash content around 2%, thus providingsuperior piston ring protection as a side-effect. Such oils were originally marketed forheavy trucking use (100000 miles change interval) and other "long life" oils are likelyto be of similar grade.[16]

The North American habit of having oil changed in the engine every 3000 miles hasits roots if past far ago, when the API SC, CB oils were the norm. Those had reservealkalinity and buffering ability only sourced from the bulk mass of the fresh basestock and offered very, very little in terms of surface protection in corrosion ormechanical resistance. With better lubricants in the beginning of the 1980s, in Europelonger service intervals became the norm, with 10000 km in standard car use as the

typical value in the 1990. Many service technicians still recommend 3000 or 5000miles service intervals in the conservative North American market, as it suits them asa source of revenue and also there is less of a need to provide top quality lubricants.

Another trend of today represent midSAP (sulfated ash


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Because of the need for motor oils with unique qualities, many modern cars for theEuropean market will demand a specific OEM-only oil standard. As a result, it maymake no reference at all to ACEA or API standards. This is case of VW pumpe-dsediesel engines, as the manufacturer cannot guarantee longevity and reliability of acertain engine components without adherence to the specification. While it may be

confusing that the standard may not specify SAE viscosity, it is not the importantparameter. Wear protection and HTHS viscosity are important parameters and are notspecified in the SAE viscosity standard. Additionally, API tests are performed onengines subjected to far lighter loads and shears. The reason for current developmentof new OEM standards is that in the 1970s to 1980s when the SAE and API refused todevelop standards for characterising oils by their HTHS viscosity or by theirlubricating properties, because 'some products would be looking bad even if they werecompletely OK'[17]

Quote from ASTM report on the matter: "The rapid growth of non-Newtonianmultigraded oils has rendered kinematic viscosity as a nearly useless parameter for

characterising "real" viscosity in critical zones of an engine.

... There are those who are disappointed that the twelve-year effort has not resulted ina redefinition of the SAE J300 Engine Oil Viscosity Classification document so as toexpress high-temperature viscosity of the various grades ...

... In the view of this writer, this redefinition did not occur because the automotivelubricant market knows of no field failures unambiguously attributable to insufficientHTHS oil viscosity."[17]

Since low and high quality oils conformed to the same standard which did not

mandate critical parameters, engine manufacturers were forced to develop their ownstandards and tests, as the lubricant providers did not manufacture lubricants withguaranteed minimal lubricity under real world stress conditions at the time of thedevelopment of engines conforming to new legislation. As new lubricant standardswere only always introduced after lengthy proceedings to arrive barely in time withthe new generation of engines, users were always left in the dark when comparingvarious oil brands and products which all conformed to the same maximumspecification, even if particular products could perform far better than others.

All this could be prevented 40 years ago when inclusion of HTHS standards wasdemanded by lubrication experts into any kind of standard.

Thus user today who wants to top up or change engine oil needs to pay close attentionto the list of certificates on the oil label (on the back side), and gain understanding ofthe specific manufacturer designation meaning, which number signifies petrol engine,which diesel engine. Which number marks suitability for a turbocharged engine, etc.

[edit] Other additives

In addition to the viscosity index improvers, motor oil manufacturers often includeother additives such as detergentsand dispersants to help keep the engine clean by

minimizing sludge buildup, corrosion inhibitors, and alkaline additives to neutralizeacidic oxidation products of the oil. Most commercial oils have a minimal amount of
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zinc dialkyldithiophosphate as an anti-wear additive to protect contacting metalsurfaces with zinc and other compounds in case of metal to metal contact. Thequantity of zinc dialkyldithiophosphate is limited to minimize adverse effect oncatalytic converters. Another aspect for after-treatment devices is the deposition of oilash, which increases the exhaust back pressure and reduces fuel economy over time.

The so-called "chemical box" limits today the concentrations of sulfur, ash andphosphorus (SAP).

There are other additives available commercially which can be added to the oil by theuser for purported additional benefit. Some of these additives include:

EP additives, like zinc dialkyldithiophosphate(ZDDP) additives and

sulfonates, preferably calcium sulfonates, are available to consumers foradditional protection under extreme-pressure conditions or in heavy duty

performance situations. Calcium sulfonates additives are also added to protectmotor oil from oxidative breakdown and to prevent the formation of sludge

and varnish deposits. Both were the main basis of additive packages used bylubricant manufacturers up until 1990s when the need for ashless addtitivesarose. Main advantage was very low price and wide availability (sulfonateswere originally waste byproducts). Currently there are ashless oil lubricantswithout these additives, which can only fulfill the qualities of the previousgeneration with more expensive basestock and more expensive organic ororganometallic additive compounds. Some new oils are not formulated to

provide the level of protection of previous generations to save manufacturingcosts. Lately API specifications reflect that

Some molybdenum disulfide containing additives to lubricating oils are

claimed to reduce friction, bond to metal, or have anti-wear properties. MoS2

particles can be shear-welded on steel surface and some engine componentswere even treated with MoS2 layer during manufacture, namely liners inengines. (Trabant for example).[18]They were used in World War II in flightengines and became commercial after World War II until the 1990s. Theywere commercialized in the 1970s (ELF ANTAR Molygraphite) and are todaystill available (Liqui Moly MoS2 10 W-40, www.liqui-moly.de). Maindisadvantage of molybdenum disulfide is anthracite black color, so oil treatedwith it is hard to distinguish from a soot filled engine oil with metal shavingsfrom spun crankshaft bearing.

In the 1980s and 1990s, additives with suspended PTFE particles were

available, e.g., "Slick50", to consumers to increase motor oil's ability to coatand protect metal surfaces. There is controversy as to the actual effectivenessof these products, as they can coagulate and clog the oil filters. It is supposedto work under boundary lubricating conditions, which good engine designstend to avoid anyway. Also, Teflon alone has little to no ability to firmly stickon a sheared surface, unlike molybdenum disulfide, for example.

Various otherextreme-pressure additives and antiwear additives.

Many patents proposed use perfluoropolymers to reduce friction between

metal parts, such as PTFE (Teflon), or micronized PTFE. However, theapplication obstacle of PTFE is insolubility in lubricant oils. Their applicationis questionable and depends mainly on the engine design one that can not

maintain reasonable lubricating conditions might benefit, while properlydesigned engine with oil film thick enough would not see any difference.
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Other invalid claim about PTFE is the friction factor as it depends on materialhardness. PTFE is a very soft material, thus its friction coefficient becomesworse than that of hardened steel-to-steel mating surfaces under commonloads. PTFE is used in composition of sliding bearings where it improveslubrication under relatively light load until the oil pressure builds up to full

hydrodynamic lubricating conditions.

[edit] Synthetic oils

Main article: Synthetic oil

Synthetic lubricants were first synthesized, or man-made, in significant quantities asreplacements for mineral lubricants (and fuels) by German scientists in the late 1930sand early 1940s because of their lack of sufficient quantities of crude for their(primarily military) needs. A significant factor in its gain in popularity was the abilityof synthetic-based lubricants to remain fluid in the sub-zero temperatures of theEastern front in wintertime, temperatures which caused petroleum-based lubricants tosolidify owing to their higher wax content. The use of synthetic lubricants widenedthrough the 1950s and 1960s owing to a property at the other end of the temperaturespectrum, the ability to lubricate aviation engines at temperatures that caused mineral-

based lubricants to break down. In the mid 1970s, synthetic motor oils wereformulated and commercially applied for the first time in automotive applications.The same SAE system for designating motor oil viscosity also applies to syntheticoils.

Synthetic oils are derived from either Group III, Group IV, or some Group V bases.Synthetics include classes of lubricants like synthetic esters as well as "others" likeGTL (Methane Gas-to-Liquid) (Group V) andpolyalpha-olefins (Group IV). Higher

purity and therefore better property control theoretically means synthetic oil has bettermechanical properties at extremes of high and low temperatures. The molecules aremade large and "soft" enough to retain good viscosity at higher temperatures, yet

branched molecular structures interfere with solidification and therefore allow flow atlower temperatures. Thus, although the viscosity still decreases as temperatureincreases, these synthetic motor oils have a higher viscosity index over the traditional

petroleum base. Their specially designed properties allow a wider temperature rangeat higher and lower temperatures and often include a lower pour point. With theirimproved viscosity index, synthetic oils need lower levels of viscosity index

improvers, which are the oil components most vulnerable to thermal and mechanicaldegradation as the oil ages, and thus they do not degrade as quickly as traditionalmotor oils. However, they still fill up with particulate matter, although the matter

better suspends within the oil,[citation needed] and the oil filter still fills and clogs up overtime. So, periodic oil and filter changes should still be done with synthetic oil; butsome synthetic oil suppliers suggest that the intervals between oil changes can belonger, sometimes as long as 16,000-24,000 km (10,00015,000 mi) primarily due toreduced degradation by oxidation.

Tests[citation needed] show that fully synthetic oil is superior in extreme service conditionsto conventional oil, and may perform better for longer under standard conditions. But

in the vast majority of vehicle applications, mineral oil based lubricants, fortified with
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additives and with the benefit of over a century of development, continue to be thepredominant lubricant for most internal combustion engine applications.

[edit] Bio-based oils

Bio-based oils existed prior to the development of petroleum-based oils in the 19thcentury. They have become the subject of renewed interest with the advent of bio-fuels and the push for green products. The development of canola-based motor oils

began in 1996 in order to pursue environmentally friendly products. PurdueUniversity has funded a project to develop and test such oils. Test results indicatesatisfactory performance from the oils tested.[19]

[edit] Maintenance

Oil being drained from a car

The oil and the oil filter need to be periodically replaced. While there is a full industrysurrounding regular oil changes and maintenance, an oil change is a fairly simpleoperation that most car owners can do themselves.

In engines, there is some exposure of the oil to products of internal combustion, andmicroscopic cokeparticles from blacksootaccumulate in the oil during operation.Also the rubbing of metal engine parts produces some microscopic metallic particlesfrom the wearing of the surfaces. Such particles could circulate in the oil and grindagainst the part surfaces causing wear. The oil filterremoves many of the particlesand sludge, but eventually the oil filter can become clogged, if used for extremelylong periods.

The motor oil and especially the additives also undergo thermal and mechanicaldegradation, which reduce the viscosity and reserve alkalinity of the oil. At reducedviscosity, the oil is not as capable of lubricating the engine, thus increasing wear andthe chance of overheating. Reserve alkalinity is the ability of the oil to resistformation of acids. Should the reserve alkalinity decline to zero, those acids form andcorrode the engine.

Some engine manufacturers specify which SAE viscosity grade of oil should be used,but different viscosity motor oil may perform better based on the operatingenvironment. Many manufacturers have varying requirements and have designations

for motor oil they require to be used.
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Motor oil changes are usually scheduled based on the time in service or the distancethat the vehicle has traveled. These are rough indications of the real factors thatcontrol when an oil change is appropriate, which include how long the oil has beenrun at elevated temperatures, how many heating cycles the engine has been through,and how hard the engine has worked. The vehicle distance is intended to estimate the

time at high temperature, while the time in service is supposed to correlate with thenumber of vehicle trips and capture the number of heating cycles. Oil does notdegrade significantly just sitting in a cold engine.

Also important is the quality of the oil used, especially with synthetics (synthetics aremore stable than conventional oils). Some manufacturers address this (for example,BMW and VW with their respective long-life standards), while others do not.

Time-based intervals account for the short-trip drivers who drive short distances,which build up more contaminants. Manufacturers advise to not exceed their time ordistance-driven interval for a motor oil change. Many modern cars now list somewhat

higher intervals for changing oil and filter, with the constraint of "severe" servicerequiring more frequent changes with less-than ideal driving. This applies to shorttrips of under 15 km (10 mi), where the oil does not get to full operating temperaturelong enough to burn off condensation, excess fuel, and other contamination that leadsto "sludge", "varnish", "acids", or other deposits. Many manufacturers have enginecomputer calculations to estimate the oil's condition based on the factors whichdegrade it, such as RPM, temperatures, and trip length; one system adds an opticalsensor for determining the clarity of the oil in the engine. These systems arecommonly known as Oil Life Monitors or OLMs.

Some quick oil change shops recommended intervals of 5,000 km (3,000 mi) or every

three months, which is not necessary, according to many automobile manufacturers.This has led to a campaign by the California EPA against the 3,000 mile myth,

promoting vehicle manufacturer's recommendations for oil change intervals overthose of the oil change industry.

The engine user can, in replacing the oil, adjust the viscosity for the ambienttemperature change, thicker for summer heat and thinner for the winter cold. Lowerviscosity oils are common in newer vehicles.

By the mid-1980s, recommended viscosities had moved down to 10W-30, primarilyto improve fuel efficiency. A modern typical application would be Honda motor's use

of 5W-20 viscosity oil for 12,000 km (7,500 mi). Engine designs are evolving toallow the use of low-viscosity oils without the risk of excessive metal-to-metalabrasion, principally in the cam and valve mechanism.

[edit] Future

A new process to break downpolyethylene, a common plastic product found in manyconsumer containers, is used to make wax with the correct molecular properties forconversion into a lubricant, bypassing the expensive Fischer-Tropsch process. The

plastic is melted and then pumped into a furnace. The heat of the furnace breaks down

the molecular chains of polyethylene into wax. Finally, the wax is subjected to a
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catalytic process that alters the wax's molecular structure, leaving a clear oil. (Miller,et al., 2005)

Biodegradable Motor Oils based on esters or hydrocarbon-ester blends appeared inthe 1990s followed by formulations beginning in 2000 which respond to the bio-no-

tox-criteria of the European preparations directive (EC/1999/45).[20]

This means, thatthey not only are biodegradable according to OECD 301x test methods, but also theaquatic toxicities (fish, algae, daphnie) are each above 100 mg/L.

Another class of base oils suited for engine oil are the polyalkylene glycols. Theyoffer zero-ash, bio-no-tox properties and lean burn characteristics.[21]

[edit] Re-refined motor oil

Main article: Automotive oil recycling

The oil in a motor oil product does break down and burns as it is used in an engine it also gets contaminated with particles and chemicals that make it a less effectivelubricant. Re-refining cleans the contaminants and used additives out of the dirty oil.From there, this clean "base stock" is blended with some virgin base stock and a newadditives package to make a finished lubricant product that can be just as effective aslubricants made with all-virgin oil.[22] The United States Environmental ProtectionAgency(EPA) defines re-refined products as containing at least 25% re-refined basestock,[23] but other standards are significantly higher. The California State publiccontract code defines a re-refined motor oil as one that contains at least 70% re-refined base stock

Which Brand of Motor Oil Is The Best for your Honda or AcuraCar?

Lets discuss how to identify the best brands of engine oil, regardless of the color ofthe bottle.

In a previous blog post (link), we had discussed the importance of using the correctengine oil weight in late model Honda and Acura automobiles; and we had somegreat response on that article. I was amazed at the number of readers that responded inemails. I was also very honored with the local customers, who stated that they go towww.accuratecars.com every few days just to see whats new in our Honda andAcura inventory and if there are any new blog articles posted pertaining tomaintenance, repair and care of Honda and Acura vehicles.

Oil companies spend millions of advertising dollars annually to influence yourpurchase of their brand of engine oil. They will tell you that their brand reducesfriction better, reduces sludge build-up, saves fuel, and promotes longer engine
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life..But dont all engine oils do the those things, regardless of brand?

In todays marketplace, there are many choices of engine oil brands. In addition to thebrand choice, there is also the option of conventional motor oil, partial syntheticmotor oil, or fully synthetic motor oil. In all of these options, there is a lot of choicesand confusion.

When contemplating the brand and type of oil that you want to use in your Honda andAcura vehicles, consider the following:

First,because American Honda Motor Company does not, at the writing of this blogpost, offer a diesel engine in US production cars, vans, trucks or SUVs; always lookfor the American Petroleum Institute (API) symbol on the front of the motor oilcontainer. This looks like a symbol of the sun and is often referred to as the APIStarburst. This indicates that the oil in the container is specifically blended forgasoline engines.

Second, on the back of all legitimate motor oil brands, there will also be a roundsymbol that also indicates what grade of oil the API has determined the oil to be.

The API grades oil forgasoline engines and diesel engines. Gas engine oil is gradedin a S category. Diesel engine oil is graded in a C category. This is easy tounderstand because these are the sources of ignition in both engine applications. TheS stands for sparkand we all know that spark plugs are the source of ignition forgas engines. The C stands for compression and the way a diesel engine consumes

diesel fuel is thru the heat of compression produced in the combustion chamber.


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Not all engine oils are specifically designed for diesel applications (API graded on theC scale) but they should all have an S rating for gas engne application. However,in both applications, the further down the alphabet the letter following in the Sor C category, the better the oil scores. For example: SD oil would be asubstandard to SL / SM grade, which is currently the market standard for all major

brands of engine oil.


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In closing, it isnt the brand of engine oil that is the most important thing. However,the oil that you choose for your Honda or Acura vehicle should have an API grade ofSL/SM on the container and you should always use the correct weight of oil(example, 5W20). When you do choose an oil brand, choose one that you willwant to use for the duration of vehicle ownership. New cars and used cars are

expensive. They

compared recognized by manufacturers and associations for best type of engine oil

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