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 concern over a negative impact on your diesel engine. The three main tests for the CI-4 oil are more severe than for 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 engine oils for gasoline and diesel powered vehicles. Oils displaying the API marks meet performance requirements 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 CATEGORIES Oils designed for gasoline engine service fall under API's "C" category. Look for performance levels such as SJ or SH. What are the API Oil Categories?

Diesel Engines Introduced December 1998. For high speed Four stroke engines designed to meet 1998 CH-4 Current Exhaust 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. Introduced in 1995. For severe duty high Speed 4 stroke engines using fuel less than CG-4 Current 0.5% sulfur weight. For engines meeting 1994 emission standards. Can be used in place of CD, CE, and CF-4 oils. Introduced in 1990. For 4 stroke naturally aspirated and turbo charged engines. Can Be CF-4 Current used in place of CD and CD oils. Introduced in 1994. For severe duty two Stroke engines. Can be used in place of CD-2 CF-2 Current oils. Introduced in 1994. For off road engines Including those using fuel with over 0.5%. CF Current Sulfur. Can be used in place of CD oils. Introduced in 1987. For four stroke high speed Engines. Can be used in place of CC CE Obsolete and 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 For all automotive engines presently in use. Introduced in the API service symbol in SJ Current 1996. 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. SA Obsolete For older engines. No performance requirements. What is the difference between the current CH-4 oil and previous oils?

The API CH-4 oils were developed to meet the needs of the new high performance diesel engines including the low emission engines. These oils will exceed the performance of the previous CG-4 oils in the 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 on pistons for engines with the two piece steel piston. This piston deposit test also evaluates the control of oil consumption. A second test measures the wear on piston rings, wear on cylinder liners, and resistance to corrosion. A third new test measures the wear on the valve train, the resistance of the oil to 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 high soot and have improved oxidation resistance. CH-4 oils must pass an additional test for piston deposit control in engines that use single piece aluminum pistons. Oil performance is also established for engines 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 of premium 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 the specified performance requirements. The re-refined base stock oils can be used exclusively in finished oil of in combination with new base stock oil. The process that is used to produce the re-refined base stock 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 of different types such as ISO hydraulic oils or gear oils. One point to remember is that your IR results on your oil analysis is based on referencing specific new oils and will be inaccurate if oil types or brands are 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 be somewhere in between the two products being mixed. Nevertheless, mixing oils of different viscosities is not 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, and viscosity 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. Can I use engine oil in the transmission or final drives of 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 many engine oils have these chemicals in their additive packages. In addition the new engine oil formulations are designed to reduce friction as much as possible whereas the clutches and discs in the power shift transmission depends on controlled friction for a rapid lock up. The use of engine oil can result in slippage during the engaging process. This can result in high localized heating on the faces with shortened clutch life as a result. The recommended TO-4 oil for use in transmissions has no nitrogen compounds and is totally compatible with all transmission materials. In addition it is formulated to provide 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 to protect gears and bearings. The specialized TO-4 oils recommended for these applications can be formulated 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 oil ratings?

The Engine Manufacturers Association (EMA) has developed lubricant recommendations as an alternative to the API oil classification system. LRG-1 is a recommended guideline that defines a level of oil performance for high speed, four stroke, heavy and light duty diesel engines. LRG-1 oils may be used 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-4 classification. LRG-1 oils are designed to control the harmful effects of soot with improved wear resistance and improved resistance to oil filter plugging. These oils will also provide superior piston deposit 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 Craft 10W hydraulic oils are re brands of engine oil. When selecting the viscosity of the engine oil, which you are going to use as a hydraulic oil, you should consider your start up temperature as well as the regular daytime 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 from your 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 as hydraulic oil) and ISO type industrial hydraulic oil?

Mixing oil types such as these is not a recommended practice as the chemistry of the additive packages is quite different. If the additives are not compatible they will precipitate out and will coat and plug the return line filter. This additive precipitation problem may or may not occur but it is not worth the risk. How do I know if the hydraulic oil is a re branded engine oil?

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 degrees C. 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 engine camshafts. This zinc additive acts to protect the hydraulic pumps in shock load conditions. While industrial type hydraulic oils often contain zinc the concentration is not as great as is found in engine oils. 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 of zinc (which is unlikely) or have passed the Vickers 35VQ vane pump test. Caterpillar warns that less than optimum pump life may result from the use of these oils. What is the recommended cleanliness level for hydraulic oil?

Contamination is the cause of the vast majority of premature hydraulic failure and is responsible for most premature wear. Most mobile machines require an ISO cleanliness level of 18/15 to assure optimum life of components. What oil can I use in the Hydrostatic transmission in my Bobcat?

This depends on the age of the machine. Some machines use regular automotive automatic transmission fluid (Red Oil). Other machines use an ISO 32 Hydraulic oil (Not Red). Why are TO-4 oils recommended for my transmission and final drives on most Cat machines?

TO-4 oils have more load carrying ability than engine oils to protect heavily loaded gears and bearings in these compartments. In addition they also provide controlled friction to assure quick lock up of clutches and discs in power shift transmissions. This reduces heat and wear. Finally they contain no nitrogen products and are completely compatible with all transmission materials. What oil should I use if I operate in very cold conditions?

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. This will 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 an LPD 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 of 18/15. 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 12,000 - 25,000 particles borderline 25,000 plus particles action required

Grader Tandem Drives 0 -30,000 particles normal 30,000 - 50,000 particles borderline 50,000 plus particles action required Motor Oils - Fuel Economy vs. Wear

• Tweet • • Blaine Ballentine, Central Petroleum Company Tags: automotive, motor oils, synthetic lubricants, viscosity

Conventional wisdom states that engine oils that increase fuel economy allow less friction and prolong engine life. The purpose of this article is to challenge 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 selling passenger vehicle is the Ford F-Series Pickup. Five of the top 10 best-selling vehicles are trucks, and trucks outsell cars. Some of the trucks are called sport- utility vehicles, otherwise known as SUVs, because their owners don’t want to admit they are trucks. The mass (size, weight) of these vehicles is not conducive to great fuel economy.

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

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

Figure 1. Bearing Wear

The March to Thinner Oils Thinner oils are being used these days for three reasons: They save fuel in test engines, the viscosity rules have changed, and manufacturers are recommending thinner grades.

The Sequence VI-B is the test used to evaluate fuel economy for the GF-3 specification. The VI-B test engine is fitted with a roller cam where the old Sequence 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. The test oil’s fuel efficiency is compared to the fuel efficiency of a reference oil in the Sequence VI-B test. To pass, the test oil must improve fuel economy one to two percent, depending on viscosity grade. SAE 5W-20 must produce higher relative fuel efficiency than SAE 5W-30.

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

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

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

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

Because the Sequence VI-B test responds to reductions in viscosity, oil formulators rely on polymer shear to pass the test. A shear stable polymer makes passing 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 modern injection systems might allow the engine to start at temperatures lower than the oil could flow into the oil pump. Consequently, the new rules had a thinning effect on oil.

The auto manufacturers now recommend thinner oils for their vehicles than in the past. Years ago, SAE 10W-40 was the most commonly recommended viscosity grade, later migrating to SAE 10W-30. SAE 5W-30 is most popular now, but Ford and Honda recommend SAE 5W-20. It is likely that more widespread adoption of SAE 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 test pushing formulators toward the bottom of the viscosity grade, today’s SAE 10W- 30 oils are more like yesterday’s (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-wheel drive and brick-wall aerodynamics, need powerful, gas-guzzling engines to move their mass around in a hurry. In response, auto manufacturers recommend using thin oils to save fuel. Incredible!

Viscosity and Wear Thinner oils have less drag, and therefore less friction and wear. Right? Perhaps in the test engine or engines that experience normal operation. But somewhat thicker oils may offer more protection for more severe operations such as driving through 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 cause wear. Filters are necessary to keep contaminants small. The other side of the equation is oil film thickness. Thicker oil films can accommodate larger contaminants.

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

In other words, an SAE 20 at 190°F is about the same kinematic viscosity as an SAE 30 at 220°F, which is about the same viscosity as an SAE 40 at 240°F. This approximation works well in the 190°F to 260°F temperature range. One might be 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 260°F is as thin as an SAE 20 oil at 190°F, imagine how thin the oil film becomes when you are using an SAE 5W-20 and your engine overheats. When an engine overheats, the oil film becomes dangerously thin and can rupture.

Ford is bumping up against its CAFE requirements and recommends SAE 5W-20 oil 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 SAE 5W-20 is not even available. If SAE 5W-20 were better for both fuel economy and wear, why would Ford not recommend it for its same engines in Europe?

Antiwear Property Changes Another change that occurred in passenger car motor oils with GF-2 and GF-3 is a more stringent limit on phosphorus, which is part of the zinc phosphate (ZDDP) antiwear additive. The auto manufacturers are concerned that phosphorus will deposit on surfaces of the catalytic converter and shorten its life. This is a complicated issue, and the deposits depend on the specific ZDDP chemistry and the finished oil formulation. The industry was unsuccessful in designing an engine test for an oil’s catalytic converter deposit forming tendencies. Therefore, the auto manufacturers set an arbitrary limit for motor oil of 0.1 percent phosphorus.

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

The mechanism by which phosphorus deposits form on catalytic converter surfaces is not fully understood. It does not correlate directly with oil volatility or oil consumption. On the other hand, if engine wear causes oil consumption to increase, the risk of forming phosphorus deposits in the converter would increase dramatically. 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 more ZDDP. A similar move today would result in an oil formulation that would not support new car warranties.

Short-term Thinking As wear increases, the efficiency of an engine declines. Valve train wear slightly changes valve timing and movement. Ring and liner wear affect compression. The wear 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. Perhaps optimizing wear protection is the way to reduce fuel consumption over the life of the engine.

Certainly engines that have experienced significant ring and liner wear benefit from thicker oils. Thicker oil use results in compression increases, performance improvements and reduced oil consumption.

High-mileage oils are a relatively new category of passenger car motor oils. These products typically contain more detergent/ dispersant and antiwear additives than new car oils. They typically contain a seal swell agent and are available in thicker viscosity grades than most new cars recommend. “High mileage” seems to be defined by “as soon as your car is out of warranty.” Figure 2. Ring Wear

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

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

The best protection against wear is probably a product that is a little thicker (such as SAE 10W-30 or 15W-40) and has more antiwear additives than the oils that support the warranty. The best oil for your vehicle depends on your driving habits, the age of your engine and the climate you drive in, but it is not necessarily the type of oil specified in the owner’s manual or stamped on the dipstick.

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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

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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!

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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 introduce API's most important lubricant standards. 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 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 steel lids. The Society of Automotive Engineers (SAE) has established a numerical code system for grading motor oils according to their viscosity characteristics. SAE viscosity gradings 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, designating their "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 cold or hot viscosity grade. The document SAE J300 defines the viscometrics related to these grades.

Kinematic viscosity is graded by measuring the time it takes for a standard amount of oil 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 manual transmission 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 Viscosity Index Improver (also referred to as Viscosity Modifier) additive. SAE J300 has established eleven viscosity grades, of which six are considered Winter-grades and given 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 motor oil, and single-grade motor oils are often called "straight-weight" oils.

For single winter grade oils, the dynamic viscosity is measured at different cold temperatures, specified in J300 depending on the viscosity grade, in units of mPa·s, or the equivalent older non-SI units, centipoise (abbreviated cP), using two different test methods. They are the Cold Cranking Simulator (ASTMD5293) and the Mini-Rotary Viscometer (ASTM D4684). Based on the coldest temperature the oil passes at, that oil is graded as SAE viscosity grade 0W, 5W, 10W, 15W, 20W, or 25W. The lower the 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 be labeled 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 equivalent older non-SI units, centistokes (abbreviated cSt). Based on the range of viscosity the oil 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 at 150 °C (302 °F) and at a high-shear rate is also required. The higher the viscosity, the higher 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, industrial applications, and vintage or classic cars. [edit] Multi-grade

The temperature range the oil is exposed to in most vehicles can be wide, ranging from cold temperatures in the winter before the vehicle is started up, to hot operating temperatures 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 operating temperature. The difference in viscosities for most single-grade oil is too large between the extremes of temperature. To bring the difference in viscosities closer together, special polymer additives called viscosity index improvers, or VIIs are added 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 to cause the multi-grade oil to have the viscosity of the base grade when cold and the viscosity of the second grade when hot. This enables one type of oil to be used all year. In fact, when multi-grades were initially developed, they were frequently described as all-season oil. The viscosity of a multi-grade oil still varies logarithmically with temperature, but the slope representing the change is lessened.[9] This slope representing the change with temperature depends on the nature and amount 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 individually defined by SAE J300 for single-grade oils. Therefore, an oil labeled as 10W-30 must pass the SAE J300 viscosity grade requirement for both 10W and 30, and all limitations placed on the viscosity grades (for example, a 10W-30 oil must fail the J300 requirements at 5W). Also, if an oil does not contain any VIIs, and can pass as a multi-grade, that oil can be labelled with either of the two SAE viscosity grades. For example, 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, if any 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 diminished soon after it is put into service. The motor oil grade and viscosity to be used in a given vehicle is specified by the manufacturer of the vehicle (although some modern European cars now have no viscosity requirement), but can vary from country to country when climatic or fuel efficiency constraints come into play.

[edit] Standards

[edit] American Petroleum Institute

The American Petroleum Institute (API) sets minimum for performance standards for lubricants. Motor oil is used for the lubrication, cooling, and cleaning of internal combustion engines. Motor oil may be composed of a lubricant base stock only in the case of non-detergent oil, or a lubricant base stock plus additives to improve the oil's detergency, extreme pressure performance, and ability to inhibit corrosion of engine parts. Lubricant base stocks are categorized into five groups by the API. Group I base stocks are composed of fractionally distilled petroleum which is further refined with solvent extraction processes to improve certain properties such as oxidation resistance and to remove wax. Group II base stocks are composed of fractionally distilled petroleum that has been hydrocracked to further refine and purify it. Group III base stocks have similar characteristics to Group II base stocks, except that Group III base stocks have higher viscosity indexes. Group III base stocks are produced by further hydrocracking of either Group II base stocks or hydroisomerized slack wax (a Group I and II dewaxing process by-product). Group IV base stock are polyalphaolefins (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 include polyolesters (POE), polyalkylene glycols (PAG), and perfluoropolyalkylethers (PFPAEs). Groups I and II are commonly 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 IV is a synthetic oil. Group V base oils are so diverse that there is no catch-all description.

The API service classes[10] have two general classifications: S for "service/spark ignition" (typical passenger cars and light trucks using gasoline engines), and C for "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-clutch motorcycle applications in their descriptors, and API SJ and newer oils are referred to be specific to automobile and light truck use. Accordingly, motorcycle oils are subject to 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 API service categories include SN, SM, SL and SJ for gasoline engines. All previous service designations are obsolete, although motorcycle oils commonly still use the SF/SG standard.

All the current gasoline categories (including the obsolete SH), have placed limitations 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 motor oil in the form of zinc dithiophosphate. Each new API category has placed successively lower phosphorus and zinc limits, and thus has created a controversial issue 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 backwards compatible, and it is noted that one of the engine tests required for API SM, the Sequence 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 are special situations, such as "performance" engines or fully race built engines, where the 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 API allowed phosphorus levels. Most engines built before 1985 have the flat/cleave bearing style systems of construction, which is sensitive to reducing zinc and phosphorus. Example; in API SG rated oils, this was at the 1200-1300 ppm level for zinc 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 failure of the oil pump drive/cam position sensor gear that is meshed with camshaft gear 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-4 PLUS designation in conjunction with CJ-4 and CI-4 for oils that meet certain extra requirements, and this marking is located in the lower portion of the API Service Symbol "Donut".

It is possible for an oil to conform to both the gasoline and diesel standards. In fact, it is the norm for all diesel rated engine oils to carry the "corresponding" gasoline specification. 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) also has 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 with API in creating the newest gasoline oil specification, with ILSAC adding an extra requirement of fuel economy testing to their specification. For GF-4, a Sequence VIB Fuel Economy Test (ASTM D6837) is required that is not required in API service category 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 severe conditions than any API-specified oil was designed for: cars which typically push their oil temperature consistently above 100 °C (212 °F) are most turbocharged engines, along with most engines of European or Japanese origin, particularly small capacity, high power output.

The IIIG test is about 50% more difficult[12] than the previous IIIF test, used in GF-3 and API SL oils. Engine oils bearing the API starburst symbol since 2005 are ILSAC GF-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 has one year to convert their oils to GF-5 and in September 2011, ILSAC will no longer offer licensing for GF-4.

[edit] ACEA

The ACEA (Association des Constructeurs Européens d'Automobiles) performance/quality classifications A3/A5 tests used in Europe are arguably more stringent 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, setting the standards via their European Industry groups; ACEA, ATIEL, ATC and CONCAWE.

Lubrizol, a supplier of additives to nearly all motor oil companies, hosts a Relative Performance 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 of performance and quality standards for petrol engines of Japanese origin.

For four-stroke gasoline engines, the JASO T904 standard is used, and is particularly relevant to motorcycle engines. The JASO T904-MA and MA2 standards are designed 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, and this 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 European original equipment manufacturer (OEM) car manufacturers resigned on the lacklustre direction of the American API oil standards as it did not perform to the needs of a motor oil to be used in their motors and seriously lagged in development of the previous generations. As a result many leading European motor manufacturers created and developed their own "OEM" oil standards which were no longer directly compatible with the plain API. (Note that the ACEA class of standards is co-developed with all European engine makers to better suit the legislative and technical needs, thus ACEA specification on the back label completely or nearly conforms to many OEM specifications.) In recent years similar happened in the North American diesel engine market in the high performance segment, 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 the standard "API C" means "Commercial", and yet it failed to fulfill the needs of the main commercial engine producers.

Some of the of widely used OEM standards are the VW500.**, VW505.** series from Volkswagen Group, and the MB228.* and MB229.** from Mercedes-Benz. Other European OEM standards are from General Motors (dexos), the Ford "WSS" standards, BMW Special Oils and BMW Longlife standards, Porsche, and the PSA Group of Peugeot and Citroën. Prior to the development of the dexos standard, General Motors used the 4718M standard that is used for high-performance engines, a standard that is used in North America for selected North American performance engines, with a "Use Mobil 1 only" sticker was usually placed on those cars. 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 or 30,000 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, so every Mercedes engine was expected to use the same oil, while other small car makers were satisfied with the generic — and thus least performing lubricants available and caught up recently when the legislation from the European Council mandated them to improve fuel consumption and improve emissions.)

This should be not surprising as Mercedes was among the first to differentiate oils according to longevity (1980s to 1990). In personal vehicles is a general oil change interval 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 change interval also had the best antioxidative properties and stability. Certain BP Vanellus oil certified for MB228.5 standard had sulfated ash content around 2%, thus providing superior piston ring protection as a side-effect. Such oils were originally marketed for heavy trucking use (100000 miles change interval) and other "long life" oils are likely to be of similar grade.[16]

The North American habit of having oil changed in the engine every 3000 miles has its roots if past far ago, when the API SC, CB oils were the norm. Those had reserve alkalinity and buffering ability only sourced from the bulk mass of the fresh base stock and offered very, very little in terms of surface protection in corrosion or mechanical resistance. With better lubricants in the beginning of the 1980s, in Europe longer 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 5000 miles service intervals in the conservative North American market, as it suits them as a source of revenue and also there is less of a need to provide top quality lubricants.

Another trend of today represent midSAP (sulfated ash <0,8 wt.-%) and lowSAP (sulfated ash <0,5 wt.-%) engine oil (see specifications: MB 229.xx, MB 22x.x1, Renault RN 0720, FORD WSS-M2C934-A). The ACEA specifications C1 to C4 reflect the midSAP and lowSAP needs of automotive OEMs. Reason for this is that the small loss of the oil during engine life — that ends burned, exhaust valve stem cleanliness is improved and much less gypsum ends up plugging the catalyst and/or particulate filter. This improves emissions as the emission regulating system has longer service life then. It is much more remarkable in a trailer truck which can easily make 200000 to 400000 km every year.

Furthermore, European ACEA standards require that during the long drain intervals of 30.000 km and up HTHS viscosity is maintained (High Temperature, High Shear) at around 3.5 cP (3.5 mPa·s). Required minimum HTHS viscosity is given by SAE oil grade. SAE 40 needs at least 3.5cSt, SAE 30 — 2.9cSt, etc. This is important when considering oil change in an engine. A too low HTHS viscosity and protection of piston rings and journal bearings may be compromised. Thus engines requiring SAE 0W-20 oil do so because their operating temperatures are far lower than those using SAE-40 viscosity oil. As in API, no system of marking that the product exceeds this critical specification by a significant amount is in place. Because of the need for motor oils with unique qualities, many modern cars for the European market will demand a specific OEM-only oil standard. As a result, it may make no reference at all to ACEA or API standards. This is case of VW pumpe-düse diesel engines, as the manufacturer cannot guarantee longevity and reliability of a certain engine components without adherence to the specification. While it may be confusing that the standard may not specify SAE viscosity, it is not the important parameter. Wear protection and HTHS viscosity are important parameters and are not specified in the SAE viscosity standard. Additionally, API tests are performed on engines subjected to far lighter loads and shears. The reason for current development of new OEM standards is that in the 1970s to 1980s when the SAE and API refused to develop standards for characterising oils by their HTHS viscosity or by their lubricating properties, because 'some products would be looking bad even if they were completely OK'[17]

Quote from ASTM report on the matter: "The rapid growth of non-Newtonian multigraded 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 in a redefinition of the SAE J300 Engine Oil Viscosity Classification document so as to express high-temperature viscosity of the various grades ...

... In the view of this writer, this redefinition did not occur because the automotive lubricant market knows of no field failures unambiguously attributable to insufficient HTHS 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 own standards and tests, as the lubricant providers did not manufacture lubricants with guaranteed minimal lubricity under real world stress conditions at the time of the development of engines conforming to new legislation. As new lubricant standards were only always introduced after lengthy proceedings to arrive barely in time with the new generation of engines, users were always left in the dark when comparing various oil brands and products which all conformed to the same maximum specification, even if particular products could perform far better than others.

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

Thus user today who wants to top up or change engine oil needs to pay close attention to the list of certificates on the oil label (on the back side), and gain understanding of the 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 include other additives such as detergents and dispersants to help keep the engine clean by minimizing sludge buildup, corrosion inhibitors, and alkaline additives to neutralize acidic oxidation products of the oil. Most commercial oils have a minimal amount of zinc dialkyldithiophosphate as an anti-wear additive to protect contacting metal surfaces with zinc and other compounds in case of metal to metal contact. The quantity of zinc dialkyldithiophosphate is limited to minimize adverse effect on catalytic converters. Another aspect for after-treatment devices is the deposition of oil ash, which increases the exhaust back pressure and reduces fuel economy over time. The so-called "chemical box" limits today the concentrations of sulfur, ash and phosphorus (SAP).

There are other additives available commercially which can be added to the oil by the user 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 for additional protection under extreme-pressure conditions or in heavy duty performance situations. Calcium sulfonates additives are also added to protect motor oil from oxidative breakdown and to prevent the formation of sludge and varnish deposits. Both were the main basis of additive packages used by lubricant manufacturers up until 1990s when the need for ashless addtitives arose. Main advantage was very low price and wide availability (sulfonates were originally waste byproducts). Currently there are ashless oil lubricants without these additives, which can only fulfill the qualities of the previous generation with more expensive basestock and more expensive organic or organometallic additive compounds. Some new oils are not formulated to provide the level of protection of previous generations to save manufacturing costs. 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 components were even treated with MoS2 layer during manufacture, namely liners in engines. (Trabant for example).[18] They were used in World War II in flight engines and became commercial after World War II until the 1990s. They were commercialized in the 1970s (ELF ANTAR Molygraphite) and are today still available (Liqui Moly MoS2 10 W-40, www.liqui-moly.de). Main disadvantage of molybdenum disulfide is anthracite black color, so oil treated with it is hard to distinguish from a soot filled engine oil with metal shavings from 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 coat and protect metal surfaces. There is controversy as to the actual effectiveness of these products, as they can coagulate and clog the oil filters. It is supposed to work under boundary lubricating conditions, which good engine designs tend to avoid anyway. Also, Teflon alone has little to no ability to firmly stick on a sheared surface, unlike molybdenum disulfide, for example. • Various other extreme-pressure additives and antiwear additives. • Many patents proposed use perfluoropolymers to reduce friction between metal parts, such as PTFE (Teflon), or micronized PTFE. However, the application obstacle of PTFE is insolubility in lubricant oils. Their application is questionable and depends mainly on the engine design — one that can not maintain reasonable lubricating conditions might benefit, while properly designed engine with oil film thick enough would not see any difference. Other invalid claim about PTFE is the friction factor as it depends on material hardness. PTFE is a very soft material, thus its friction coefficient becomes worse than that of hardened steel-to-steel mating surfaces under common loads. PTFE is used in composition of sliding bearings where it improves lubrication 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 as replacements for mineral lubricants (and fuels) by German scientists in the late 1930s and 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 ability of synthetic-based lubricants to remain fluid in the sub-zero temperatures of the Eastern front in wintertime, temperatures which caused petroleum-based lubricants to solidify owing to their higher wax content. The use of synthetic lubricants widened through the 1950s and 1960s owing to a property at the other end of the temperature spectrum, the ability to lubricate aviation engines at temperatures that caused mineral- based lubricants to break down. In the mid 1970s, synthetic motor oils were formulated and commercially applied for the first time in automotive applications. The same SAE system for designating motor oil viscosity also applies to synthetic oils.

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" like GTL (Methane Gas-to-Liquid) (Group V) and polyalpha-olefins (Group IV). Higher purity and therefore better property control theoretically means synthetic oil has better mechanical properties at extremes of high and low temperatures. The molecules are made large and "soft" enough to retain good viscosity at higher temperatures, yet branched molecular structures interfere with solidification and therefore allow flow at lower temperatures. Thus, although the viscosity still decreases as temperature increases, these synthetic motor oils have a higher viscosity index over the traditional petroleum base. Their specially designed properties allow a wider temperature range at higher and lower temperatures and often include a lower pour point. With their improved viscosity index, synthetic oils need lower levels of viscosity index improvers, which are the oil components most vulnerable to thermal and mechanical degradation as the oil ages, and thus they do not degrade as quickly as traditional motor 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 over time. So, periodic oil and filter changes should still be done with synthetic oil; but some synthetic oil suppliers suggest that the intervals between oil changes can be longer, sometimes as long as 16,000-24,000 km (10,000–15,000 mi) primarily due to reduced degradation by oxidation.

Tests[citation needed] show that fully synthetic oil is superior in extreme service conditions to 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 additives and with the benefit of over a century of development, continue to be the predominant 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 19th century. 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. Purdue University has funded a project to develop and test such oils. Test results indicate satisfactory 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 industry surrounding regular oil changes and maintenance, an oil change is a fairly simple operation that most car owners can do themselves.

In engines, there is some exposure of the oil to products of internal combustion, and microscopic coke particles from black soot accumulate in the oil during operation. Also the rubbing of metal engine parts produces some microscopic metallic particles from the wearing of the surfaces. Such particles could circulate in the oil and grind against the part surfaces causing wear. The oil filter removes many of the particles and sludge, but eventually the oil filter can become clogged, if used for extremely long periods.

The motor oil and especially the additives also undergo thermal and mechanical degradation, which reduce the viscosity and reserve alkalinity of the oil. At reduced viscosity, the oil is not as capable of lubricating the engine, thus increasing wear and the chance of overheating. Reserve alkalinity is the ability of the oil to resist formation of acids. Should the reserve alkalinity decline to zero, those acids form and corrode 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 operating environment. Many manufacturers have varying requirements and have designations for motor oil they require to be used. Motor oil changes are usually scheduled based on the time in service or the distance that the vehicle has traveled. These are rough indications of the real factors that control when an oil change is appropriate, which include how long the oil has been run 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 the number of vehicle trips and capture the number of heating cycles. Oil does not degrade significantly just sitting in a cold engine.

Also important is the quality of the oil used, especially with synthetics (synthetics are more 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 or distance-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" service requiring more frequent changes with less-than ideal driving. This applies to short trips of under 15 km (10 mi), where the oil does not get to full operating temperature long enough to burn off condensation, excess fuel, and other contamination that leads to "sludge", "varnish", "acids", or other deposits. Many manufacturers have engine computer calculations to estimate the oil's condition based on the factors which degrade it, such as RPM, temperatures, and trip length; one system adds an optical sensor for determining the clarity of the oil in the engine. These systems are commonly 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 over those of the oil change industry.

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

By the mid-1980s, recommended viscosities had moved down to 10W-30, primarily to 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 to allow the use of low-viscosity oils without the risk of excessive metal-to-metal abrasion, principally in the cam and valve mechanism.

[edit] Future

A new process to break down polyethylene, a common plastic product found in many consumer containers, is used to make wax with the correct molecular properties for conversion 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 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 in the 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, that they not only are biodegradable according to OECD 301x test methods, but also the aquatic toxicities (fish, algae, daphnie) are each above 100 mg/L.

Another class of base oils suited for engine oil are the polyalkylene glycols. They offer 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 effective lubricant. 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 new additives package to make a finished lubricant product that can be just as effective as lubricants made with all-virgin oil.[22] The United States Environmental Protection Agency (EPA) defines re-refined products as containing at least 25% re-refined base stock,[23] but other standards are significantly higher. The California State public contract 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 Acura Car?

Let’s discuss how to identify the best brands of engine oil, regardless of the color of the bottle.

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

Oil companies spend millions of advertising dollars annually to influence your purchase of their brand of engine oil. They will tell you that their brand reduces friction better, reduces sludge build-up, saves fuel, and promotes longer engine life…..But don’t all engine oils do the those things, regardless of brand?

In today’s marketplace, there are many choices of engine oil brands. In addition to the brand choice, there is also the option of conventional motor oil, partial synthetic motor oil, or fully synthetic motor oil. In all of these options, there is a lot of choices and confusion.

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

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

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

The API grades oil for gasoline engines and diesel engines. Gas engine oil is graded in a “S” category. Diesel engine oil is graded in a “C” category. This is easy to understand because these are the sources of ignition in both engine applications. The “S” stands for spark and we all know that spark plugs are the source of ignition for gas 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. Not all engine oils are specifically designed for diesel applications (API graded on the “C” 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 “S” or “C” category, the better the oil scores. For example: “SD” oil would be a substandard to “SL / SM” grade, which is currently the market standard for all major brands of engine oil.

In closing, it isn’t 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 of SL/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 will want to use for the duration of vehicle ownership. New cars and used cars are expensive. They are an investment as a tool to get you where you’ve got to go; and the motor oil that protects the internal engine components is a recognized vital ingredient. The registered nurse, the school teacher, the accountant, nor the insurance salesman may understand how the engine in their Honda and Acura vehicle works, but they do understand the necessity of using a good quality motor oil and periodically changing that life blood of the engine. If you use the correct engine oil weight, in an SM / SL API Grade, and change that oil every 3750 miles or 6 months (whichever occurs first), you should have a long service life from your Honda and Acura automobiles. It is a major key to the longevity of the investment….the investment that gets you from point “A” to point “B” everyday.

What grade of Oil?? Did a good search on here to find out what grade oil you guys putting in your engines. I noticed a few threads posting 0W-40 to 5W-30.

To clear it up I called MB dealer and asked what they use...Dealer said 5W-40, which is not a choice most threads have been talking about?! Double checking the manual it says to, "Use MB 229.5 approved synthetic motor oil: Mobil 1 SuperSyn European Car Formula 0W-40." Also lists other oil brands but I'm looking for Mobil 1.

Manual also gave me this: This image has been resized. Click this bar to view the full image. Report this image Digsby IM, Email, and Social Networks in one easy to use application! http://digsby.com . "Select oil visc. according to low temp. before next oil change." Texas doesn't get colder than 14 degrees F. The dealer's suggestion vs the manual states 0W-40, 5W-40, and 5W-50 are in the same class.

2 Questions: a) Is it safe to use 5W-30 because it would do me a HUGE favor considering this is the same as my other vehicle and I don't get anything lower than 14 degrees F?? b) Which grade oil do you use and why??

ILSAC GF-5 Motor Oil Standard - A Smarter Motor Oil

Understanding The New GF-5 Motor Oil Standard. By David Pratte October 20, 2010 1 Dr. Robert Sutherland of Pennzoil isn't just one of the world's leading engine oil chemist

While writing this month's SEMA Action Network story (page 20) and taking a look at the 2016 CAFÉ standards for fleet-wide fuel economy that all the automakers are busily working toward meeting, it seemed fitting to dedicate this month's Tech Talk to an important but oftentimes overlooked piece of that puzzle: motor oil.

Whether you're aware of it or not, your engine's oil isn't just there as a lubricant designed to reduce friction on moving parts. It also plays an important role when it comes to fuel economy and emissions control, not to mention enabling advancements in engine design.

The latest minimum performance standard in passenger car motor oil, called ILSAC GF-5, is scheduled to take effect right about the time you read this (fall of 2010) and will be the factory fill for many 2011 model year engines. Starting in October of next year, GF-5 motor oil will be the required minimum standard for all gasoline engines (OEMs are always free to require more).

What are the ILSAC GF-5 specifications for motor oil, and how is it an improvement over ILSAC GF-4 spec oil? To answer these questions, I called Dr. Bob Sutherland, chief Pennzoil scientist at Shell Global Solutions and one of the world's leading motor oil chemists. Dr. Sutherland is also a member of the GF-5 negotiating team, where he helped define this new standard for motor oil.

According to Dr. Sutherland, "With respect to fuel economy, we always want more. For GF-5, we have a new fuel economy test, where we run the engine for 16 hours and make a fuel economy measurement. This is considered the fresh oil test. Then we age the oil [for 100 total hours or an estimated 4,000 to 6,000 miles] and redo the fuel economy test, which gives us an idea of how fuel economy changes as the oil ages. For GF-5 we have higher standards for both fresh oil fuel economy and aged oil fuel economy versus GF-4."

Sludge buildup is one of the performance-robbing elements that GF-5 oil is designed to red

In general, GF-5 lubricants deliver 1-2 percent improvements in fuel economy. As Dr. Sutherland pointed out, "Some of the fuel economy improvement is the result of using a lighter viscosity, but it's important to always run the specified viscosity level for your engine since it was carefully engineered to run it. If you use a lower than recommended viscosity oil in search of improved fuel economy, you run the risk of increased wear in critical areas of the engine."

ILSAC GF-5 isn't just about improved fuel economy, though. Improved oil robustness, where the oil better protects the engine from deposits and wear, has also been a focus of this new standard. According to Dr. Sutherland, "GF-5 robustness testing looks at sludge formation, varnish formation and resistance to carbon deposits on the pistons and rings. Moving from GF-4 to GF-5, we've really raised the bar on reducing sludge and piston deposits, since these are two of the most critical areas when it comes to engine performance. Sludge can cause blockages in oil flow to VVT devices, and it can also block the oil pickup screen or plug the oil filter, so reducing sludge is always a good thing. Limiting piston deposits as much as possible is also very important to overall engine operation, because as soon as deposits start to form on rings, ring grooves or ring lands, you really start to lose power and fuel economy. You lose the ring seal and as well as oil flow between the rings, which can lead to wear problems or even engine failure if a ring gets stuck and snaps. So keeping pistons clean is very important."

Combating carbon deposits like those seen on the piston on the left, especially in the cri

A third but equally important part of the development of the GF-5 standard for motor oil has to do with emissions system protection. Dr. Sutherland explained, "The amount of sulfur that's permitted in gasoline has come down significantly in order to protect catalytic converters and burn cleaner. In the search to limit sulfur emissions further, its use is being limited in motor oil as well. There's also a desire for a stricter limit on the amount of phosphorus, balanced, of course, protecting engines from wear. So with the new GF-5 standard, if you can't limit phosphorus content in motor oil, then you have to develop ways of keeping it in the oil and out of the exhaust flow. New chemistry has been developed to make phosphorus less volatile, which better protects the emissions system by keeping it where it belongs: in the oil."

Emulsion testing is also an important part of GF-5 compliance, due largely to concerns about exotic fuels like E85 getting into the oil. As Dr. Sutherland explained, "GF-5 testing in this area is done to ensure that the oil can tolerate some fuel contamination without loss of performance. There's also seals testing done to ensure that GF-5 oil works well with new and old engine seals and gaskets, such as valve stem seals and front and rear main crankshaft seals. We have to be certain that the oil gets along well with any newly developed elastomers used to make seals."

The final key stipulation for all GF-5 oil is that it be backward compatible. As Dr. Sutherland stated, "This is a core issue, since we don't want owners of older vehicles to be unable to use the new GF-5 oils. We therefore must ensure that all of the requirements put into GF-5 are equal to or superior to GF-4, GF-3, GF-2 and so on, so that it's always backward compatible. This way, even if your owner manual says to use GF-4 oil, you're safe to go up to the next category, just like you're safe to go up from conventional oil to a synthetic blend to full synthetic oil. You never want to go down in spec, so if you buy a new car with an engine built specifically for GF-5 oil, don't run GF-4 in it."

With GF-5 becoming the new minimum performance level for engine oil starting on October 1, 2011 (and appearing on shelves starting this October), there's a lot of collaborative work going on at the moment between engine makers and oil makers. This kind of collaboration will no doubt lead to more efficient engines and longer lasting and better performing engine oils, the end result being a win for the consumer who gets a more fuel-efficient, cleaner-burning and longer-lasting engine. So when you see the ILSAC GF-5 designation showing up on motor oil containers at your local gas station or auto parts store, don't be afraid to put it to the test - it'll be the most advanced and best performing oil you've ever used.

API Motor Oil Service Classifications

Copyright AA1Car

The service rating of motor oils is classified by the American Petroleum Institute (API). The program certifies that an oil meets certain OEM quality and performance standards. The service rating is shown in the API "Service Symbol Donut" on the product label. There may also be an "API Certified for Gasoline Engines" seal on the label. SN Rated Motor Oils

The latest service category rating for gasoline engines starting in 2011 model year cars and light trucks is "SN." The API SN rating is equivalent to the new GF-5 oil rating by the International Lubricant Standardization and Approval Committee (ILSAC). SN engine oils are designated as Resource Conserving because they help improve fuel economy and protect vehicle emission system components. These oils have demonstrated a fuel economy improvement in the Sequence VID test when compared with a baseline oil used in the Sequence VID test. Additionally, these oils have demonstrated in tests that they provide greater emission system and turbocharger protection and help protect engines when operating on ethanol-containing fuels up to E85.

Oils that meet the new SN and GF-5 motor oil ratings are designed to improve fuel economy, improve the life of emission components (such as the catalytic converter and oxygen sensors), and improve sludge, deposit and oxidation control. The oils also have better low- temperature viscosity, high- and low-temperature corrosion protection, better turbocharger protection and improved filter clogging protection.

Aeration control, the reduction of tiny air bubbles, is a renewed concern because modern engines demand that oil serve as a hydraulic fluid in cam phaser devices, variable valve actuators, timing chain tensioners and hydraulic lash adjusters that allow for variable valve timing. These increased demands cause engine oils to be stressed more than ever before.

The new SN and GF-5 rated motor oils are backwards compatible and may be used in 2010 and older engines.

GM dexos Motor Oils

For 2011, General Motors announced a new oil requirement called "dexos." GM says their new oil performance specification is better than the new GF-5 specification, which also went into effect in 2011. GM says dexos is required in all 2011 and newer GM engines, and is backwards compatible with older engines that use SM oils. There are two versions of dexos: dexos1 for gasoline engines and dexos2 for diesel engines. The specification calls for a high quality synthetic base stock with additives that provide high temperature, high sheer characteristics to reduce friction for better fuel economy, to reduce piston ring deposits and sludge, and to extend oil life (necessary for use with GM's Oil Life Reminder System).

Because it uses high quality synthetic base stocks, dexos and other brands of oil that meet GM's dexos specification are more expensive than conventional motor oils. GM is licensing oil brands that meet their specifications. Pennzoil Platinum and Quaker State Ultimate Durability both claim to meet the new dexos spec in their SAE 5W-30 viscosity grade motor oils.

SM Rated Motor Oils Now Obsolete

The previous API service category rating for gasoline engines was SM, introduced in November 2004 for 2005 and newer engines. SM-rated oils along with the previous SL (2001) and SJ (1997) ratings, are also backwards compatible and can be safely used in older engines with exceptions (see update below). But the opposite is not true. Older obsolete service classifications (SH, SG, SF, etc.) may not meet OEM lubrication requirements for newer engines. Likewise, API SL oils should not be used in 2005 and later vehicles, and SJ oils should not be used in 2001 and newer vehicles.

Motor oils that meet the now obsolete API SM rating may also meet the International Lubricant Standardization and Approval Committee (ILSAC) GF-4 specifications, which some European and Asian auto makers require.

Diesel Motor Oils

For diesel engines, API has a separate rating system. The current category is "CI-4" (introduced in 2002 for newer diesels that have exhaust gas recirculation). The previous CH-4 (1998), CG-4 (1995), and CF-4 (1990), can all be used in older four-stroke diesel engines. CF-2 (1994) is the API classification for two-stroke diesels.

Energy Conserving Motor Oils

API also gives oils an "Energy Conserving" rating if the oil meets certain criteria for reducing friction and oil consumption, and improving fuel economy.

New Motor Oils Are Bad for Older Engines with Flat Tappet Camshafts

The lobes on this 289 Ford Mustang flat tappet cam suffered excessive wear because the motor oil did not contain adequate levels of ZDDP anti-scuff additive. If you are driving an older classic muscle car or hot rod that has an engine with a flat tappet camshaft, you should be aware of the fact that today's SM and SN rated motor oils contain much lower levels of anti-scuff additive called "ZDDP" (Zinc Dialkyl Dithio Phosphate). The level of ZDDP in current motor oils has been reduced to no more than 0.08% phosphorus to extend the life of the catalytic converter. Phosphorus can contaminate the catalyst over time if the engine uses oil, causing an increase in tailpipe emissions.

The lower ZDDP content is not harmful to late model engines with roller lifters or followers because the loads are much lower on the camshaft lobes. But on pushrod engines with flat tappet cams, the level of ZDDP may be inadequate to prevent cam lobe and lifter wear. In some cases, cam failures have occurred in as little as a few thousand miles of driving! This is even more of a risk in engines if stiffer valve springs and/or higher lift rocker arms are used.

To avoid such problems, you should add a ZDDP additive to the crankcase, or use an oil that meets the previous SL service rating, or use diesel motor oil or racing oil that contains adequate levels of ZDDP to protect the camshaft and lifters.

If you are installing a new camshaft in the engine, be sure to use the cam manufacturers assembly lube and follow the recommended break-in procedure. But you will still need to add ZDDP to the crankcase or use an oil that contains adequate levels of ZDDP for continued protection.

Chattanooga Retail Lubricant Sales Department

Parman Energy’s retail and wholesale department provides competitive pricing on all national-branded passenger car engine oils. We market to lubricant distributors and marketers, auto parts wholesalers and suppliers, wholesale grocery distributors, convenience store chains, petroleum brokers, and mass merchants throughout the U.S.

By combining our knowledge and skills in procurement, logistics, inventory management with our comprehensive inventories, Parman Energy enables our customers to combine multiple brands and products for just-in-time delivery (J.I.T.) or pickup. Please contact one of our retail sales professionals to learn more about monthly specials and to assist you in achieving your competitive advantage by empowering you to buy more efficiently, sell smarter, and operate more profitably.

What Are Our Primary Brands?

Havoline, Chevron, Castrol, Pennzoil, Shell, Valvoline, Signature (house brand), Xtreme, Mobil, Quaker State, Motorcraft, Peak, Mercury Quicksilver, Texaco AF/Coolant, UltraGard AF/Coolant, Power Service What Products Do We Sell? • Passenger Car Motor Oil • Heavy Duty Motor Oil • Two Cycle Engine Oil • Antifreeze/Coolant • Automatic Transmission Fluid • Brake and Power Steering Fluid • Windshield Wash • Tractor Hydraulic Fluid • AW Hydraulic Oil • Fuel Injector Cleaner

What Programs Are Available?

Please contact Tim Skinner 615-350-5568 (office) 615-708-5568 (cell) or Parker Hunt 615-350-7819 (office) 615-504-7999 (cell) for available programs and monthly promotional items.

The Best Motor Oil Brands By Jeremy Dunn, eHow Contributor • • • • Print this article Most vehicle owners change their oil every 3,000 miles. Engine oil is a vital component of vehicle maintenance. Consumers have different ways of deciding which products to use based on several factors. Quality and price are two priorities for vehicle owners when selecting a motor oil brand. Furthermore, you should consider the dependability, longevity and credibility of the motor oil company as well as the vehicle manufacturer's preference.

Other People Are Reading

• What Synthetic Oil Is Best?

• The Best Quality Motor Oils

1. Castrol

o Castrol Motor Oil is a leading motor oil brand in the industry. In fact, Popular Mechanics magazine named Castrol as the favorite motor oil brand of consumers in 2009. The types of motor oil Castrol provides include the conventional Castrol GTX, Castrol high mileage for vehicles exceeding 75,000 miles, Castrol Syntec, Castrol Syntec Blend and Castrol Edge. The company introduced the Castrol Edge type in 2009 to enhance the performance of vehicles with special circumstances, such as towing and hauling, stop and go traffic conditions, and extreme temperatures.

Pennzoil

o Pennzoil is another popular motor oil brand. Pennzoil offers a wide array of motor oils for different needs based on mileage and type of vehicle. Pennzoil Ultra is a full synthetic that keeps the surface of essential engine parts uncontaminated from dirt and sludge buildup. Pennzoil Platinum is an advanced full synthetic motor oil that cleans up to 46 percent of sludge in the initial oil change. Their synthetic oils increase engine protection. Pennzoil SUV and Minivan blends combine conventional oil and synthetic oil, providing added protection against contamination on larger vehicles. Pennzoil also manufactures conventional oil and motor oil designed for high-mileage vehicles.

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Mobil 1

o Mobil 1 is another high-profile motor oil brand. Mobil 1 has a line of different levels of motor oil, such as Mobil Extended Performance, Mobil Clean 7500, Mobil Clean 5000 and Mobil 1 High Mileage. The Extended Performance formula guarantees protection of vital engine components for up to 15,000 miles.

AMSOIL

o AMSOIL is an environmentally-conscious company formulating extended life synthetic motor oils that offer engine protection up to 7,500 miles or six months. AMSOIL also provides specialty motor oils, such as the synthetic European engine oil, which provides protection for European-branded cars and trucks. The Premium Protection brand suits the needs of diesel-powered vehicles. You can purchase AMSOIL products online or at a local AMSOIL dealer. Sponsored Links • Custom Graphic Kits

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Hard as it is to imagine, some cars out there have 300,000 miles on their odometers. Not many, but some. Quaker State motor oil is launching a campaign that promises to reward drivers who use one of its specialty motor oil brands on a regular basis -- and keep their vehicles alive for a few hundred thousand miles.

The company's Cash Back Bonus program offers owners the cash trade-in value of up to $3,000 when their cars or trucks reach 300,000 miles -- based on the "good" listing in the Kelley Blue Book.

Quaker State is tying the program to a new Quaker State Lubrication Limited Warranty, with consumers who opt for the warranty online being enrolled automatically in the Cash Back Bonus program. Consumers must use one of the Quaker State products in the vehicle starting no later than the 100,000-mile mark.

Chris Hayek, Quaker State global brand manager, said the idea for the program came from conversations with the company's agencies about the fact that consumers regularly contact Quaker State to say they have as much as 300,000 miles on their odometers: "If you look at it, over 8% of vehicles on the road now have over 200,000 miles, Also, cars are made so much better now than they used to be. They are lasting a lot longer."

Hayek said the program is transferrable, so that the original owner doesn't have to be the one who makes it to 300,000 miles.

"As a brand, we want to stand for durability; we want to create programs that show us helping consumers get the most out of their vehicles," he said, adding that while the warranty is designed along those lines, everyone has a warranty. "Motor oil is a low- interest category and our concern is that what consumers feel for such products is that one brand is as good as another. Also, a warranty is focused on the negative -- we'll cover you if something goes wrong. But we wanted a way to say 'thank you,' to embrace consumers who are loyal to us."

A TV spot supporting the effort shows one Quaker State customer who has reached 300,000 miles. Hayek says the media focus is on radio and digital, including a Web site revamp that allows consumers to enter their vehicle identification number to get specific oil change requirements both for severe and normal driving habits. "We will email and text based on what you told us," said Hayek. "Digital and mobile allows us to have more communication and dialogue with consumers over the course of their vehicle's life." He said a mobile app will be the next phase: "We have neat ideas around that."

"A lot of it [will] be auto vertical, but [we] will also take it broader too. Speed Channel and Power Block on Spike resonates very well, but this message is broader than just the heavy enthusiast. The idea of someone who all they have to do is make regular oil changes appeals both to the do-it-yourself and do-it-for me, so radio and TV will be broader than heavy auto media and NASCAR."

Hayek added that the program isn't just an offer, but a cornerstone of the brand, and is intended to appeal to more than a niche group who would actually attempt to reach the milestone -- no pun intended. "This is what Quaker State wants to stand for in the future. It will always be in the forefront with us," he said. "With initial testing, we had people who said they were not the guy who will get 300,000 miles, but they said -- to a person -- that this is such an intriguing idea they would go to the Web site and check it out because it's so unique and different."

QuakerState.com will also have video content featuring people who have reached the mileage mark, with details on how they maintained their vehicles. Hayek said the digital strategy includes deals with sites like KBB.com.

There is also a tie-in through Quaker State's sponsorship of NASCAR and Hendrick Motorsports: "We are working with [Rick Hendrick] and with Quaker State drivers Dale Earnhardt Jr. and Jimmie Johnson." Hayek said the company is mulling the use of on-car branding that talks about the cash-back program. The company became title sponsor of the Quaker State 400 at the Kentucky Motor Speedway, which takes place mid-July, and where the company will be promoting the warranty and cash-back programs.

The Differences Between Oil Brands Thursday, June 11, 2009 @ 11:06 AM BoatsOfFury When it comes to motor oil, no matter who slaps their label on it, the oil itself and the additive packages most often come from oil refineries. Most oil refineries are owned by third parties, and have little to no affiliation with the various companies that purchase their oil (except for a business affiliation). Thus the difference between Yamalube oil and Evinrude oil, if the two were purchased from the same oil refinery, might not be all that significant. However, one difference between the various brands of motor oil is the additives. The additives are what make different formulations of oil work better in certain kinds of engines. While some motor oil brands will purchase additive packages from the refineries that are quite similar if not identical to the competition, the big name brands, like Yamaha and Evinrude, often have their own special additives. These additives maximize the oil’s effectiveness in the Yamaha or Evinrude engines.

It’s important to be aware of the brand of oil in the engine, and not just stick in any motor oil that seems to work well. The effects of using one motor oil over another will manifest over time, and using the right oil will prolong the life of the engine. Comparative Motor Oil Testing Motor Oils Tested Test Areas • AMSOIL Synthetic • Thin Film Oxygen Uptake (ASTM D-4742) • Castrol GTX • NOACK Volatility (ASTM D-5800) • Chevron Supreme • Pour Point (ASTM D-97) • Shell Formula • Total Base Number (ASTM D-2896) • Valvoline SynPower • Cold Cranking Simulator (ASTM D-5293) • Mobil1 Extended Performance • Motorcraft Synthetic Blend • Four-Ball Wear (ASTM D-4172) • Kendall GT-1 High Performance • Pennzoil Platinum • Quaker State Horse Power

• Trop Arctic Synthetic Blend AMSOIL Synthetic 10W-30 Motor Oil (ATM) and 10 competing conventional, synthetic and synthetic blend 10W-30 motor oils were subjected to a series of motor oil tests. The competing oils included petroleum-based Castrol GTX, Chevron Supreme, Havoline, Formula Shell and Pennzoil, as well as synthetic-blends Trop Artic and Motorcraft, and full-synthetic Pennzoil Platinum, Quaker State Advanced Full Synthetic and Mobil 1 Extended Performance.

Seven tests were run on the motor oils. The Thin-Film Oxygen Uptake Test (TFOUT) measures the oxidation stability of engine oils. The High Temperature/High Shear Test (HTHS) measures a lubricant's viscosity under severe operating conditions. The NOACK Volatility Test measures the evaporation loss of oils in high temperature service. Pour Point indicates the lowest temperature at which a fluid will flow. Total Base Number (TBN) is the measurement of a lubricant's reserve alkalinity for combating acids. The Cold Cranking Simulator Test (CCS) indicates the degree to which a lubricant can impact cold weather starting. The impressive test results show AMSOIL Synthetic 10W-30 Motor Oil outperformed the competitors in nearly every test. Extends Oil Life

The Thin Film Oxygen Uptake Test (TFOUT) is used to evaluate engine oil's ability to resist heat and oxygen breakdown when contaminated with oxidized/nitrated fuel, water, and soluble metals such as lead, copper, iron, manganese and silicon. This test is designed to mimic the operating conditions of a gasoline engine.

AMSOIL 10W-30 Synthetic Motor Oil has superior heat and oxidation resistance to control sludge deposits and extend oil life. Engines stay clean for maximum protection and oil changes are reduced, saving time and money.

Protects Hot Engines

The High Temperature/High Shear Test measures a lubricant's viscosity under severe high temperature and shear conditions that are similar to severe service applications in an engine. In order to prevent wear, it is important for a lubricant to maintain its protective viscosity level under severe operating conditions.

AMSOIL 10W-30 Synthetic Motor Oil does not "shear back" and thin out like other motor oils. Its superior viscosity stability provides unsurpassed bearing protection for dependable engine operation, especially during hot operating conditions. Maximizes Fuel Economy, Reduces Oil Consumption and Emissions

The NOACK Volatility Test determines the evaporation loss of lubricants in high temperature service. The more motor oils vaporize, the thicker and heavier they become, contributing to poor circulation, reduced fuel economy and increased oil consumption, wear and emissions.

AMSOIL 10W-30 Synthetic Motor Oil resists high temperature volatilization (evaporation) better than other motor oils. AMSOIL Synthetic Motor Oil maintains peak fuel efficiency and reduces oil consumption and emissions.

Improves Cold Temperature Startup

The Pour Point Test determines the lowest temperature at which a lubricant will flow. The lower a lubricant's pour point, the better protection it provides in low temperature service. Unlike conventional oils that solidify in cold temperatures, AMSOIL 10W-30 Synthetic Motor oil remains fluid down to -58° F. AMSOIL Synthetic Motor Oil helps engines turn over easier and flows quickly to engine parts for critical start-up protection. Engines start faster and wear is greatly reduced for extended engine life.

Controls Acid Formation

Total Base Number (TBN) is the measurement of a lubricant's reserve alkalinity, which aids in the control of acids formed during the combustion process. The higher a motor oil's TBN, the more effective it is in suspending wear-causing contaminants and reducing the corrosive effects of acids over an extended period of time.

The high TBN of AMSOIL Synthetic 10W-30 Motor Oil allows it to effectively combat wear-causing contaminants and acids, providing superior protection and performance over extended drain intervals.

Helps Engines Start Easier

The Cold Crank Simulator Test determines the apparent viscosity of lubricants at low temperatures and high shear rates. Viscosity of lubricants under these conditions is directly related to engine cranking and startability. The lower a lubricant's cold crank viscosity, the easier an engine will turn over in cold temperatures. The low cold crank viscosity of AMSOIL Synthetic 10W-30 Motor Oil reduces drag on moving engine parts and allows engines to achieve critical cranking speed in extremely frigid temperatures. Engines turn over quickly and dependably in the coldest winter temperatures.

Nothing Protects Against Wear Like AMSOIL

The Four-Ball Wear Test evaluates the protection provided by engine oil under conditions of pressure and sliding motion. The size of the scar left as a result of the test determines the amount of wear protection the lubricant provides. The smaller the wear scar, the better the protection. Tests show that AMSOIL 10W-30 Synthetic Motor Oil has better antiwear performance than all other oils tested. With AMSOIL Synthetic Motor Oil, engine life can be extended and major repairs are often reduced.

Saves Money

By extending oil drain intervals through its premium formulation, AMSOIL Synthetic Motor Oil saves drivers money. A value comparison shows AMSOIL Synthetic Motor Oil costs less than competing motor oils over 25,000 miles. While competing motor oils must be changed up to five times over 25,000 miles, AMSOIL Synthetic Motor Oil is only changed once, saving both time and money.

Oil Myths and Facts MORE OIL MYTHS CLICK HERE Myth #1- Paraffinic oils cause engine sludge. Oils from paraffin-based crude are loaded with wax and create engine sludge. Paraffin base stocks cause sludge. "x" Brand of motor oil causes sludge, varnish and/or engine deposits. “Paraffinic” motor oils cause wax-like deposits on the underside of the oil fill cap. Fact: There are two basic types of crude oil, naphthenic and paraffinic. Most conventional engine lubricating oils today are made from paraffinic crude oil. Paraffinic crude oil is recognized for its ability to resist thinning and thickening with temperature, as well as its lubricating properties and resistance to oxidation (sludge forming tendencies). In the refining process, the paraffinic crude oil is broken down into many different products. One of the products is wax, and others are gasoline, kerosene, lubricating oils, asphalt, etc. Virtually every oil marketer uses paraffinic base stocks in blending its engine oil products. Many people believe the term paraffinic to be synonymous with wax. Some have the misconception that paraffinic oils will coat the engine with a wax film that can result in engine deposits. This is not true. The confusion exists because paraffinic molecules can form wax crystals at low temperatures. In lubricating oils, this wax is removed in a refining process called dewaxing. Wax is a premium product obtained from crude oil, and in order to ensure that we produce the highest quality base stocks available, Havoline removes the maximum amount of wax possible during the refining process. The end result is a motor oil product formulated with premium lubricating base oil.

Myth #2 - If the oil turns dark or black quickly, it's no good. You can tell the condition of oil by the look, smell or color of it. Dirty (black) motor oil means the oil is breaking down. Fact: A common misconception is that high quality motor oil should come out of an engine looking clean at the time of an oil change. Nothing could be further from the truth. If the oil is doing its job of cleaning the engine, then it should be dirty when it is drained. Havoline motor oil will start looking dirty a short time after it is put to use. In the case of diesel engines, the oil will look dirty within a few hours of operation. These are signs that the motor oil is doing its job of keeping soot, dirt, and other combustion contaminants in suspension to be carried to the filter or removed from the crankcase when the oil is changed. Havoline motor oils have been formulated to hold these contaminants in suspension until they can be removed with an oil and filter change.

Myth #3 - Using synthetic motor oil will void a manufacturer's warranty. Fact: As long as the synthetic product meets the viscosity and performance requirements outlined in the vehicle’s owner’s manual, using synthetic oil will not interfere with the warranty coverage. However, one exception would be the rotary (Wankel) engine used in certain Mazda vehicles, which recommend against the use of synthetic oil in that particular engine. Myth #4 - Once you start using synthetic motor oil you cannot go back to conventional oil. Synthetic and conventional engine oils can't be mixed, or else they react and cause engine problems. Fact: As long as the synthetic motor oil product and conventional motor oil product meet the viscosity and performance requirements outlined in the vehicle’s owner’s manual, you may interchange them with each other.

Myth #5 - Synthetic oil causes engine leaks. Synthetic motor oils eat gasket material and cause engines to leak. Synthetic motor oils affect engine seals and result in excessive oil leakage. Synthetic oil can’t be used on high-mileage engines. Synthetic and synthetic blend motor oils cannot be used in older or high-mileage vehicles. Fact: Synthetic oils do not cause engine oil leaks. Deteriorated and hardened seals and gasket material cause engine oil leaks. If the seals are already leaking with conventional motor oil, they will leak with synthetic oil. If the seals are in good condition, synthetic oils may be used in high-mileage engines.

Myth #6 - Engines have to be “broken in” before using synthetic oil. I need to break in my engine with non-detergent oil. If I use regular oil or synthetic oil in a new engine, my engine will take longer to break in. Fact: It was common years ago for engine manufacturers to recommend non-detergent oils for engine break-in. This was when the pistons used cast-iron “square-faced” rings and the rings needed to wear some to “seat” into the engine. With today’s technology of oils and engine manufacturing, engine manufacturers no longer recommend the use of non-detergent oils for the break-in period. In fact, engines today are factory-filled with high quality API SL performance motor oil, which contains high levels of detergents and dispersant additives.

Myth #7 - Synthetic oil lasts longer than conventional oil or extends the oil drain interval. You can go longer (i.e., 25000 miles) with synthetic oils. Using synthetic motor oils can double your oil drain interval. Synthetic motor oils can be used twice as long as conventional motor oils. Changing only your oil filter every 3000 miles and topping off the oil can extend drain intervals. Fact: Havoline does not recommend extending oil drain intervals beyond the “severe service” maintenance interval of three months or 3,000 miles, whichever comes first. Also, we are unaware of any automobile manufacturer in the United States that currently recognizes using any synthetic oil beyond the recommended oil change intervals outlined in their owner’s manual. We emphasize severe service since the majority of motor vehicles are operated in severe driving conditions such as short trips (under 10 miles), dusty or sandy conditions, cold weather, extended idling periods, trailer towing or other harsh conditions. Under ideal conditions, however, such as a dust-free climate, highway driving, light loads, perfect engine performance, etc., the oil drain interval may be extended to the vehicle manufacturer’s recommended “normal service” period (generally between 3,000 to 7,500 miles). Contamination by normal wear particles, water, fuel, and other combustion by- products, as well as additive depletion, are the main reasons for changing conventional oils on a regular basis. Synthetic oils are equally susceptible to this problem. The only way to remove these contaminants is to change the oil and filter within manufacturers’ recommended intervals. While it is desirable to change the oil filter before it plugs up because of dirt and contaminant build-up, it is nearly impossible to detect when that condition exists or is about to occur. Regardless of how good an oil filter appears to be, it only makes good sense to change the oil filter at every oil change.

Myth #8 - Heavier is better. Thicker is better. You can tell the viscosity of oil by feel (between your thumb and fore finger). “I’ve used straight 30 weight for years.” Motor oil viscosity is not that big a deal. Thicker motor oil is better for your engine and increases engine life. One must use SAE 20W-50 motor oil if the vehicle has over 100,000 miles on it. SAE 5W-20 is too thin to protect the engine. Synthetic SAE 5W- 30 is thinner than conventional SAE 5W-30 motor oil. Straight weight oils (i.e., SAE 30) give better protection than multi-viscosity oils. Fact: There are two main reasons why vehicle manufacturers recommend thinner or lighter viscosity grades of motor oil. First, a gain in fuel economy can be achieved with lower viscosity oil. At cold temperatures and at start up, lower viscosity oil will reduce internal engine friction. About 10% of the engine's horsepower is lost to internal engine friction, resulting in a drop in fuel economy. Additionally, vehicle manufacturers are struggling to meet Corporate Average Fuel Economy (CAFE) requirements set by the government and avoid paying associated fines. Any fuel mileage improvement associated with a lubricant use would be good for them, and lighter viscosity grade motor oil will make a difference.

Second, thinner motor oil is essential for easy starting, particularly in cold weather, and for proper lubrication once the engine starts. Today's smaller engines have smaller clearances and tighter tolerances between moving parts, and there have been some instances where camshaft damage has occurred because of inadequate lubrication with higher viscosity grades in colder weather. Thinner oils, such as SAE 5W-30, will flow faster than heavier motor oils during start-up and initial engine operation and will help protect the engine from excessive wear. Multigrade oil will also offer the same high temperature protection as single grade motor oil. Always check your vehicle owner's manual to select the proper viscosity grade based on the expected temperature range. The viscosity grade(s) recommended by the vehicle manufacturer depend somewhat on engine design. Engine manufacturers have spent considerable time and expense experimenting with different viscosity grades and have indicated in the owner's manual the grades they feel will best protect the engine at specific temperatures. While one manufacturer's engine may require an SAE 10W-30, another manufacturer's engine may require an SAE 5W-20 viscosity grade. This is likely due to different tolerances within the engine or other engine design factors.

Myth #9 - All 2-cycle oils are the same. Fact: Generally 2-cycle oils formulated specifically for air-cooled engines, such as chain saws, may contain additive chemistry not recommended for water-cooled engines, such as outboard motors. Ensure that the product you use meets the equipment manufacturer’s requirements. Some oil marketers formulate products to meet both water- and air-cooled engine requirements.

Myth #10 - You can't use motor oil in a manual transmission. Fact: Fluids recommended for manual transmissions/transaxles vary from manufacturer to manufacturer and are dependent upon application. The type of fluid recommended for a given unit will depend on a number of variables which include the low temperature fluidity required, the amount of gear wear protection needed, the effects of the fluid on synchronizers and the transmission/transaxle. Some transmission manufacturers may require motor oil to be used in the manual transmission. Other fluids used may be ATF, gear oil or a special manual transmission fluid, depending on variables previously mentioned. Always check the owner’s manual to ensure the fluid being used has the proper performance requirements.

Myth #11 - Oil is oil … ATF is ATF. All oils are the same. Fact: Motor oils and Automatic Transmission Fluids (ATF) are formulated differently. Motor oil is formulated to withstand the harsh combustion environment of an engine, while ATF is formulated to provide specific properties for a transmission.

Myth #12 - Adding a quart of ATF the day before an oil change will clean your engine. ATF added to the motor oil will clean the engine due to the high levels of detergent in ATF. Fact: ATF does not contain detergent chemistry. ATF does contain dispersants, which have properties similar to detergents. But ATF is not formulated to withstand the combustion environment inside the engine. Havoline recommends that you keep the fluids where they belong: motor oil in the crankcase, and automatic transmission fluid in the transmission. Performance of Base Oils and Future Trends - The Evolution of Base Oil Technology - Part 3

• • • Chevron Global Lubricants Chevron Global Lubricants Chevron Global Lubricants Chevron Global Lubricants Tags: industrial lubricants

This is the third of a three-part series on base oil technologies and applications.

Lubrication technology evolved slowly from ancient times until the 1950s. Solvent-refining technology then emerged and displaced naturally occurring petroleum distillates due to improved lubricant properties. In the 1970s and 1980s, hydroprocessing technologies, especially hydrocracking, allowed the manufacture of Group II base oils. These were recognized as a separate API category in 1993 due to their positive differentiation over previous stocks. Hydroisomerization processes convert wax to very high-quality base oil. Modern hydroisomerization technologies, such as Isodewaxing®, became widely accepted and commercialized rapidly after 1993. Widespread licensing of this technology has created an abundant supply of Group II oils that have exceptional stability and low-temperature performance relative to their Group I predecessors. This type of technology is now used to make almost half of all base oils in North America. A similar trend is emerging with Group III base oils, especially those made using modern hydroisomerization. These oils provide equivalent performance to traditional PAO-based synthetic oils for most products and can be manufactured in volumes and at price points unachievable by PAO. This equivalent performance was validated by the 1999 ruling of the National Advertising Division of the Better Business Bureau which allowed lubricants made with Group III oils to be labeled “synthetic.”

Group III vs. PAO (Group IV) Performance Historically, polyalphaolefins (PAOs) have had superior performance characteristics such as viscosity index (VI), pour point, volatility and oxidation stability that could not be achieved with conventional mineral oils. With modern base oil manufacturing, VI, pour point, volatility and oxidation stability all can be independently controlled.

A modern Group III oil can actually outperform a PAO in several areas important to lubricants, such as additive solubility, lubricity and antiwear performance. Group III base oils can now rival PAO stocks in pour point, viscosity index and oxidation stability performance. Some of the key measures for finished lubricant performance where Group III must compete with Group IV include:

• Pour Point • Cold Crank (property) • NOACK Volatility • Oxidation Stability

Pour Point Pour point is one property where a gap certainly exists, but pour point depressants have closed the performance gap significantly. It is important to understand that the pour point of the fully formulated lubricant (base oils plus additives) is the critical property. Base oils manufactured with modern isomerization catalysts respond well to small doses of pour point depressant additives. For example, turbine oils formulated with conventional Group II base oils (-12°C base oil pour point) are available with a formulated pour point of -36°C. Fully formulated Group III base lubricants can be made with pour points of -45°C or below.

On the other hand, in a traditional synthetic lubricant the additive package will typically degrade the pour point of the PAO blend stock, bringing the pour point of the PAO-based finished lubricant close to that made with Group III stocks. This means that Group III base oils available today can be formulated into lubricants suitable for all but the very coldest applications.

Cold Crank Simulator Viscosity in engine journal bearings during cold temperature startup is a key factor in determining the lowest temperature at which an engine will start. Viscosity by Cold Cranking Simulator (CCS), as measured by ASTM Method D5293, is determined under conditions similar to those experienced in engine bearings during starting. For base oils, this viscosity is determined almost entirely by viscosity and VI. Because Group III stocks typically have VIs comparable to that of 4 cSt PAO, one would expect comparable CCS performance. This is demonstrated in Figure 1, where it can be seen that a 4 cSt Group III base oil, with a kinematic viscosity of 4.2 cSt at 100°C and a VI of 129 has similar CCS values to PAO 4, with a viscosity of 3.9 cSt and VI of 123.

Figure 1. Cold Cranking Performance, Group III Comparable to PAO

If we were to blend the PAO to a 4.2 cSt viscosity, their CCS values would be virtually identical. Both have about half the CCS value of a 4 cSt Group II base stock of about 100 VI. Thus, Group III stocks work very well for formulating fuel- efficient, synthetic, multigrade engine oils in the 5W-20 to 10W-40 range. 0W-20 and 0W-30 engine oils, with their extremely low temperature performance requirements, will continue to be dominated by PAO-base fluids for the next few years.

Noack Volatility Noack volatility of an engine oil, as measured by ASTM D5800 and similar methods, has been found to correlate with oil consumption in passenger car engines. Strict requirements for low volatility are important aspects of several recent and upcoming engine oil specifications, such as ACEA* A-3 and B-3 in Europe and International Lubricant Standardization and Approval Committee (ILSAC) GF-3 and GF-4 in North America. Low volatility oils are also required for modern heavy-duty engine oils. Figure 2 shows that from a blender’s perspective, Group III base oils are as effective as PAOs for achieving these low volatility requirements in engine oil applications. Figure 2. Group III Performance vs. PAO, Comparable Noack Volatility

Volatility is a strong function of VI. The VIs of modern Group III oils typically match or exceed PAO, so they can match the volatility of PAO VIs at a reasonable distillation cut width.

Oxidation Stability Oxidation and thermal stability are among the most important advantages that synthetics bring to the table. Better base oil stability means better additive stability and longer life. High stability is the key to making the premium-quality lubricants of the future with longer drain intervals. Here, Group III oils routinely challenge PAO performance.

The stability of modern Group III stocks is well predicted by their VI, because VI is an indication of the fraction of highly stable isoparaffinic and saturated structures in the base oil.1 Unlike older generation Group III stocks, which can have more than five percent aromatics, modern Group III stocks also undergo subsequent severe hydrofinishing after hydrocracking and hydroisomerization. Consequently, they have exceptional purity with aromatics levels of much less than one percent, resulting in high thermal and oxidative stability. On the other hand, PAO stability depends largely on residual olefin content, which can be present at significant levels - up to five percent. Even though PAOs have generally excellent oxidation stability, in many applications such as engine oils or high-temperature compressor oils, their performance is matched by modern, severely processed Group III base oils.

In some applications, even Group II-based lubricants can provide competitive oxidation resistance to traditional synthetics. Group II base oil technology, along with specially designed additives, can match traditional synthetic oils made from PAO in applications such as turbine oils. The benefits of severe hydroprocessing are shown in Figure 3, which compares a Group II oil with a Group I. Figure 3. Higher Base Oil Quality Extends Turbine Oil Life as Measured by the Turbine Oil Stability Test

The Turbine Oil Stability Test (TOST), or ASTM D943, measures the time required for a turbine oil to oxidize to the point where the acid number reaches 2.0 mg KOH/g.

Turbine oils contain only about one percent additives, so this test is a good measure of the inherent stability of the base oil. Unadditized Group I base oils fail in about 200 hours. A turbine oil formulated with Group I base oil typically fails in less than 7,000 hours. A high-quality Group II oil formulated with the same additive package at the same additive treat rate can run more than twice as long before it fails. In actual service, well-formulated Group II-based turbine oils provide excellent lubrication with change intervals of three to five years.

The benefit of all-hydroprocessed Group III base oils in oxidation stability is illustrated in Figure 4 for hydraulic oils formulated by using the same additive system in four different base oils. Figure 4. Oxidation Stability, Acid Number in Hydraulic Oils

Here, the time required to reach an acid number of 2.0 (defined by neutralization of 2.0 mg of KOH/g of oil) in the Universal Oxidation Test (ASTM D4871), a common measure of oil oxidation, was substantially longer for the Group III formulation than for either the Group I or II products. Moreover, the performance of the Group III product was essentially the same as that for an oil formulated with a PAO.

Table 1 lists a variety of North American lubricants which are formulated using all-hydroprocessed Group III base stocks.

Click Here to See Table 1

These products include engine oils, industrial oils and driveline fluids, and are targeted at the same performance levels achieved by traditional synthetic formulations.

Evolution Looking to the future, the trend is toward lubricants and base oils with even higher purity, lower volatility and longer life. The molecular structure of base oils will be designed to provide ever higher lubrication performance. Selectivity toward desired molecular compositions will be enhanced by employing better hydroprocessing catalysts, feedstocks and process improvements.

Incredibly, one new base oil feedstock is natural gas. In this decade, we will see a new type of ultraperformance base oil derived from wax which is derived from natural gas via the Fischer-Tropsch process (see Related Reading at end of article). The plants making these super-synthetic Group III base oils will employ the latest hydroprocessing technology. Dubbed GTL, for gas-to-liquids, these base stocks are already being referred to as Group III+, or “Super-Group III.” ChevronTexaco’s brand name for these products is FTBOTM base oils (FT for Fischer-Tropsch). They will have VIs significantly higher than PAOs, and they will be used to make the fuel-efficient, long-life automotive and industrial oils of the future.

Other competing technologies are likely to emerge as well. New feeds for manufacturing PAOs have been proposed, and the quality of these traditional synthetic oils continues to improve.2 Unfortunately for PAO producers, their feedstock prices will continue to be relatively high, and the authors believe that this will relegate PAO-based lubricants to smaller, specialized markets in the future. Driven by the substantially lower price of Group III oils, the synthetic automotive lubricant market in North America is rapidly converting most of its volumes to Group III base stocks.

Selected top-tier lubricants requiring PAO will continue to coexist with Group III oils as they have for years in Europe. But widespread availability of modern Group II and III mineral oils is accelerating the rate of change in lubricant markets. New and improved base oils are helping engine and equipment manufacturers economically meet increasing demands for better, cleaner lubricants.

As base oil technology continues to evolve and improve, consumers will enjoy even greater protection of automobiles, trucks and expensive machinery such as turbines. Lubrication performance that previously was achieved only in small- volume niche applications, using PAO and other specialty stocks, is now widely available using the new generation of Group II and Group III oils.

References * ACEA stands for Association des Constructeurs Européens d’ Automobiles, the European Automobile Manufacturers Association.

1. Kramer, D. C., Ziemer, J. N., Cheng, M. T., Fry, C. E., Reynolds, R. N., Lok, B. K., Krug, R. R., and Sztenderowicz, M. L. “Influence of Group II and III Base Oil Composition on VI and Oxidation Stability.” AIChE Spring Meeting, March 1999. 2. Heilman, W. J., Chiu, I. C., and Chien, J. C. W., “New Polyalphaolefin Base Oil.” American Chemical Society Meeting, New Orleans, August 1999. 3. Kramer, D., Lok, B. and Krug, R. “The Evolution of Base Oil Technology.” Turbine Lubrication in the 21st Century, ASTM STP #1407, W. Herguth and T. Warne, Editors. American Society for Testing and Materials, West Conshohocken, Pa., 2001.