Lubricating Australia for Over Eighty Five Years Penrite is a 100% family owned private Australian oil company and has been in continuous operation for over 85 years. Its premium lubricants are developed and manufactured in Australia in Melbourne and Brisbane and in Bream in England – they are exported to Europe, North America, Asia and New Zealand. By maintaining constant liaison with suppliers and international partners the latest technological developments are adapted to Australian conditions, and are continually applied to Penrite products globally.

PENRITE OIL COMPANY pty. ltd. ABN 25 005 001 525 88 Lewis Road, Wantirna South Victoria AUSTRALIA 3152 Enquiries Phone: 1300-PENRITE (1300 736 7483) Fax: 1800-PENRITE (1800 736 7483) International Phone: 61 3 9801 0877 Fax: 61 3 9801 0977 Web: www.penriteoil.com.au Email: [email protected] Technical Enquiries: [email protected]

PENRITE OIL NZ PO Box 5247 Wellesley Street, Auckland 1141 NEW ZEALAND Phone: 0800 533 698 Fax: 0508 736 748 Web: www.penriteoil.com.au Email: [email protected]

PENRITE OIL UK Hang Hill Works, Bream, Nr Lydney, Glos. GL 15 6HT Phone: +44 (0) 1594 562357 Fax: +44 (0) 1594 564234 Web: www.penrite.co.uk Guide to Email: [email protected] Oils and Greases iPEN173 A

JULY 2011 www.penriteoil.com About Penrite Les Mecoles made his first blend of oil as a teenager John immediately began to expand the Penrite range, on the stove in his mother’s kitchen in 1926. Les introducing products such as the now famous HPR 30 was a young man of initiative and ability and he and HPR 50, as well as a range of lubricants specifically was soon making larger and larger quantities of formulated for vintage, veteran and classic vehicles. oil, eventually purchasing his first factory in Hoddle John’s technical background and commitment to Street, Melbourne. quality ensured that Penrite produced the best possible Initially, Les imported base oil from Pennsylvania – product for every application – from the highest recognised at the time as the best base oils available. performing vehicles to lawn mowers, from heavy-duty The finished product was supplied to workshops and diesel engines to industrial gears. While the range of garages in 44 gallon drums and due to the quality Penrite products continues to expand as technology of the product and the service supplied by Penrite advances, this philosophy implemented by John in to their customers, the Company flourished forcing 1979 continues with the Company to this day. Les to move to larger premises at 3 Cross Street Penrite’s expansion continued steadily to now see Brunswick, Melbourne in the early 70’s. blending plants in Melbourne, Brisbane and the UK, By 1979 ill health meant Les was no longer able to and offices or warehouses in all capital cities and major run the business and he offered it for sale to John regional centres across Australia and New Zealand. Dymond who, as the Australian Sales Manager for Penrite Oil Company remains proudly Australian Lubrizol, an American Petro Chemical company, had and family owned. The Company’s continual growth been a supplier to Penrite for many years and had in Australia and expansion into New Zealand, the developed a firm relationship with Les and a mutual United Kingdom, Europe, USA and Asia can be respect for the way lubricants should be produced. attributed to the passion of its employees to maintain John, a mechanical engineer by trade and a car the commitment to quality of product and service that enthusiast at heart, eagerly accepted the offer. first began back in 1926. What is Extra 10 Penrite make a Better Class of Oil. Their premium engine oils always go the Extra 10 above the industry benchmark. So if the industry recommends a 10W- 30 for example, Penrite make a 10W-40. That’s just another part of their commitment to making the best oil for your car. The W number on the front of the pack tells you the viscosity of the oil at start up temperature, while the second number describes the oil’s viscosity at its operating temperature. All oils thin out as they get hotter. The higher the second number, the less the oil will thin out. The thicker the oil at operating temperature, the greater the protection for your engine. Which means less wear and greater oil flow which is good news for you and your car. Penrite make a higher rated oil for all applications, which is why they are known for their innovation and commitment to creating superior lubricants.

Oil Viscosity

SAE 10W-40 • 10W is the oil’s thickness at cold. All oils of a similar number are the same base thickness or level of pumpability. • All liquids, including oil thin out as temperature increases. • The second number (40) is a measure of the oil’s viscosity at operating temperature. • The higher the second number, the less the oil thins out as temperature increases. • The higher the second number, the better the level of protection provided at operating temperature. Guide to Oils and Greases

This booklet is designed to help you understand a So what does this mean for Penrite Products? little more about oils and greases, their specifications We recognise that different engine designs required and how they work. The level of detail has been kept a range of oils to properly lubricate and protect fairly basic and can be used as a simple reference. the engine while preserving the fuel economy or power of the engine. Hence we first look at what CONTENTS the original oil requirement is for start up viscosity at typical Australian ambient conditions. We then OIL FUNCTIONS 03 apply the most appropriate oil grade in our range ADDITIVES 06 that would also ensure good protection at operating BASE OILS 09 temperature. This is one of the reasons why Penrite INDUSTRY OIL CLASSIFICATIONS 10 petrol engine oils have some of the widest multigrade ranges of any oil company. TYPES OF INDUSTRIAL OILS 31 SHELF LIFE OF LUBRICATING OILS 33 Penrite make a Better Class of Oil. Their premium engine oils always go the Extra 10 above the industry GREASES 35 benchmark. So if the industry recommends a 10W- PENRITE PRODUCTS TECHNICAL DATA 41 30 for example, Penrite make a 10W-40. That’s just INDUSTRY TERMS 73 another part of their commitment to making the best What all the abbreviations and other words oil for your car. actually mean. Covers all types of lubricants, not just industrial. The W number on the front of the pack tells you the PERMANENT VS TEMPORARY SHEAR 79 viscosity of the oil at start up temperature, while the second number describes the oil’s viscosity at its MODERN BASE OILS 80 operating temperature. All oils thin out as they get HOW TRANSMISSIONS AND hotter. The higher the second number, the less the DIFFERENTIALS WORK 85 oil will thin out. The thicker the oil, the greater the protection for your engine. Which means less wear and greater oil flow which is good news for you and Also included, is a large amount of technical data your car. on Penrite products. While correct at the date of printing, it is subject to change as formulations progress. The changes do not impact on the performance of the product. Penrite do not skimp on quality. We choose the best additives we can to do all the above. Our choices 02 result in Penrite-only additives being used for many products in our range. When you buy Penrite, you are buying an uniquely Australian product, not only from a physical perspective but potentially a chemical one. Our viscosity modifiers are chosen to minimise shear losses, to help keep the fluid film as thick as possible for the life of the drain.

01 Guide to Oils and Greases

Penrite now has top line oils to cover all engines from Keep Components Clean 1970s technology to 21st Century technology. There are Oils need to be very stable under heat and not cause also special oils (not covered here) to handle Vintage, system deposits. Different oils will last different lengths Veteran and Classic era vehicles. of time in a given application. Our ATFs are chosen to give the best performance in an automatic transmission. We would rather not Be Compatible with Seals recommend an oil than recommend one that may The oil must lubricate and not cause deterioration cause problems in the transmission. of seals. Our MTFs use specialised additives to ensure a smooth shift – they are not simple downtreats Prevent Foam of hypoid oils, which is quite often the Foam reduces the lubrication properties of the oil, case for some companies. therefore industrial oils must be resistant to foaming or be able to ‘release’ any foam quickly.

OIL FUNCTIONS SPECIAL PROPERTIES FOR To properly lubricate, an oil or grease must: ENGINE OILS Lubricate Parts and Prevent Wear Permit Easy Starting This is the basic function of all oils. Keeping the Most wear occurs in an engine at start up. Therefore, moving parts separated. In general the thicker the oil must have the correct low temperature the oil film, the better the wear protection, but viscosity to flow quickly to the bearings and valve the oil additives also play an important role. train to prevent wear. Some engines require low Modern additives often allow an oil of slightly viscosity oils to start at all, especially some of lesser viscosity to be used and still provide the the new diesel engines found in four wheel drives, same level of protection. where the oil is used to operate the pump to prime the fuel injectors. Reduce Friction The film of oil reduces friction simply because there Cool the Engine is no metal-to-metal contact. The heavier the oil At least 40% of the engine is cooled by the oil, not the though, the greater the drag and hence more heat radiator system. This means the oil is always under may be generated. Correct oil selection is therefore a heat stress (oxidation) as it transfers heat from hot 04 balance of what is needed to protect the component spots back to the sump. This includes main without generating excessive drag. and big end bearings, the crankshaft, rods, other bearings plus timing Protect Against Rust and Corrosion gear and pistons. As oils degrade they form corrosive by-products so the oil contains anti-corrosion and acid neutralising additives to protect components.

03 Guide to Oils and Greases

Reduce Combustion Chamber Deposits SPECIAL PROPERTIES Some oil will always reach the combustion chamber – either via the cylinder walls or via the valves. It is FOR GEAR AND then burned off with the fuel. So it must burn clean enough that it does not build up on valve seats or DIFFERENTIAL OILS pistons tops which can cause problems. • Must protect against pitting, spalling, scoring and scuffing caused by the large shear loads SPECIAL PROPERTIES placed on the oil by the gear set. FOR AUTOMATIC • Protect against copper corrosion. Older technologies were not kind to copper alloys and used to turn them TRANSMISSION FLUIDS black via chemical attack. Most modern hypoid oils do not tend to do this due to advances in • They are a power transmission medium for the technologies. torque converter. • Limited slip oils must enable the cone or clutch to • Act as a hydraulic fluid for the hydraulic (and work properly when distributing power to the drive electronic) control systems. wheels. As such, they contain a special friction • They must transmit sliding friction energy in modifier to achieve this. It should be noted that oils bands and clutches. This property varies between designed for use in limited slip differentials can be transmission makes, and is why there are so many used in standard hypoid differentials. ATFs on the market. Friction is the key. • They transmit this energy in such a way that the ADDITIVES shift is always smooth. There are many types of oils and greases and they use many of the same types of ingredients. However, SPECIAL PROPERTIES these are put together a little differently. Not all of these are found in every oil or grease. FOR MANUAL Firstly you have base oils, made from either crude oil at a refinery or man-made (synthetics). To achieve TRANSMISSION FLUIDS the functions required by finished lubricants, you • Be capable of providing an easy gearshift for the must then put additives in the oil. These all do life of the oil drain. This is a function of both friction different things. modifiers and viscosity. 06 • Maintain long clutch life and prevent seal leaks.

05 Guide to Oils and Greases

Detergents user has smooth gear changes. In limited slip differentials, these prevent chatter and squawk and Any oil with an API engine rating of SC or above ensure the differential works as it should. They are all has a level of detergency. This detergency level is different types of chemistry. not necessarily related to all of the quoted API ratings of the oil, as some high detergent diesel oils may only Oxidation Inhibitors meet lower petrol engine oil specifications. It is a balance. Detergents are usually metallic compounds Reduce oxygen attack on the oil, reducing oil and they control deposits and keep engines clean. thickening, especially at high temperatures. They can clean up dirty engines depending on the product. Rust and Corrosion Inhibitors Prevent rust and attack on metal surfaces from acids. Dispersants Anti-Wear Agents These are usually ashless (non metallic) organic chemicals. They keep contaminants and by-products Prevent wear due to seizure or scuffing of rubbing dispersed in the oil helping to prevent deposits from surfaces. They are normally zinc, phosphorus or forming. They are highly effective in controlling low other organo-metallic types. temperature contaminants. They can keep them so fine in suspension, they pass through the oil filter with Foam Depressants/Air Release Agents the oil additives! Prevent foam from forming, thereby maintaining a lubrication film and the ability of the oil to be pumped Extreme Pressure Additives at the required rate. API GL-2 and up oils, all contain extreme pressure (EP) Pour Point Depressants additives of some description. They tend to be sulphur- Reduce the oils tendency to crystallise at low phosphorus based although chlorine is also used. Some temperatures, ie it’s ability to pour. types are also found in compressor and hydraulic oils, and especially in slideway oils and chain lubricants. Viscosity Index Improvers (VII) Friction Modifiers These change the oil’s rate of thinning out (the VI) as temperatures increase – ie make multigrade These reduce friction and vary in chemical nature depending on the type of oil. oils. They are polymers that expand as temperature increases – think of them as like a slowly uncoiling Friction Modifiers - Engine Oils spring. VIIs change the Viscosity Index (VI) of a product – the higher this number is, the less the Used to reduce internal engine friction and are 08 oil viscosity will change with temperature. common in low viscosity oils where fuel economy is There are many different types and those important. They are also effective anti-wear agents. used in engine oils are very different to Current technologies do not cause the same problems those in gear oils, as an example. with bore glazing as in the past. Friction Modifiers - Transmission and Gear The most important part of an ATF and a purpose designed MTF is the friction modifier. These enable the transmission to function correctly so the end 07 Guide to Oils and Greases

BASE OILS INDUSTRY OIL All oils must contain base oils! They go with the additives mentioned previously. Not all base oils are CLASSIFICATIONS created equally however. The API classifies these into There are many oil industry classifications covering 6 main groups. viscosity and other performance criteria. Just a few Sulphur Saturates Manufacturing Group VI are quoted in the following pages, and some you % % Method will recognise. I >0.03 <90 80 -119 Solvent Refined II <0.03 >90 80 -119 Hydro-processed SAE Viscosity Severely hydro- III <0.03 >90 120 + processed SAE stands for Society of Automotive Engineers. The Poly alpha olefins Oligomerization SAE developed a classification system to define the IV (PAOs) (man made) viscosity, or thickness, of the oil. This system has been All Others (including V Various progressively modified over the years. esters) Poly internal olefins Oligomerization VI It defines “operating” engine oil viscosities (PIOs) (man made) for different grades and contains specifications

Group III, IV and VI oils are 100% synthetic. Some for “cranking” viscosity and pumpability at start very high quality Group II oils (called Group II Plus) up, the “W” grades or winter. A multigrade oil are also accepted as having synthetic performance. is one that meets both a “W” low temperature When looking at the table, think of saturate (relates viscosity requirement and a 100°C “operating to aromatics and other hydrocarbon molecules) and temperature” requirement. For engine oils there is sulphur levels as the degree of purity of the oil. The a specification that must be met at 150°C, known Group III products used by Penrite are over 99% pure, as a High Temperature/High Shear (HT/ and hence as good as the man made PAO products. HS) viscosity. This is to simulate what happens Group III products have many marketing names in high stress areas of the engine eg bearings. such as XHVI (Shell) and VHVI (Petro-Canada). These synthetic base oils are used for two main reasons Centipoise (cP) and Centistokes (cSt) are the units – greater oxidation stability (for longer oil life) and each is measured in. low volatility (to decrease oil consumption) In order In addition, gear oils require a KRL test. This is a to meet the ACEA specifications on oil volatility, severe oil shear test, and the oil must stay in grade many lighter engine oil viscosity grades must use a or within a nominated range after shear. Its severity percentage of these products, especially if Group I is the main reason why 75W-x gear oils are expensive base oils are used. as these are difficult to make. Note that Group V contains synthetic esters (among 10 SAE Viscosity has little relevance to industrial others) but it also contains other products such as oils but some compressor oils are stated as mineral aromatic and naphthentic base oils and even meeting SAE 30 for example. vegetable oils. From a Penrite perspective, we choose the combination of the above base oils to ensure maximum performance for a given oil. For more on base oils, refer to the appendix at the end of this book. 09 Guide to Oils and Greases

ISO VISCOSITY SAE J300 - Engine Oils Cold Cranking Pumpability This is the defining category for industrial oils. The Viscosity @100 °C HT/HS@ SAE MAX Viscosity Max Viscosity following table shows the kinematic viscosity limits 150 °C Grade cP@Temp, cP@ Temp, Min cSt Max cSt Min cP for each ISO Viscosity Grade. Each viscosity grade is °C °C 50% higher in viscosity than the preceding viscosity 0W 6200 @ -35 60,000 @ -40 3.8 NA NA grade. These limits are set at a 10 percent tolerance 5W 6600 @ -30 60,000 @ -35 3.8 NA NA level above and below the mid-point of a grade. Any 10W 7000 @ -25 60,000 @ -30 4.1 NA NA product with a viscosity outside these tolerance levels 15W 7000 @ -20 60,000 @ -25 5.6 NA NA is not a recognized ISO Viscosity Grade. 20W 9500 @ -15 60,000 @ -20 5.6 NA NA ISO-Viscosity System for industrial lubricants

25W 13000 @ -10 60,000 @ -15 9.3 NA NA ISO Mid Point Kinematic Viscosity Limits 20 NA NA 5.6 <9.3 2.6 Viscosity cSt @ Minimum Maximum Grade 40˚C 30 NA NA 9.3 <12.5 2.9 cSt S.U.S. cSt S.U.S. 2 2.2 1.98 32.0 2.42 34.0 40 NA NA 12.5 <16.3 See note 3 3.2 2.88 35.5 3.52 37.5 50 NA NA 16.3 <21.9 3.7 5 4.6 4.14 39.5 5.06 42.5 60 NA NA 21.9 <26.1 3.7 7 6.8 6.12 46.0 7.48 50.5

10 Note: 2.9cP for 0W-40, 5W-40 and 10W-40 grades, 3.7cP for 15W-40, 10 9.00 55.5 11.0 62.5 20W-40, 25W-40 and 40 grades. Penrite define “70” engine oils as above 15 15 13.5 71.5 16.5 83.5 26.1cSt at 100°C and “30W” as less than 13,000cP at -5°C. 22 22 19.8 97.0 24.2 116 32 SAE J306 (Jun 2005) Gear Oils 32 28.8 136 35.2 165 46 46 41.4 193 50.6 235 Max Temperature for a Viscosity @100 °C 68 68 61.2 284 74.8 347 SAE Grade Viscosity of 150,000cP Min cSt Max cSt 100 100 90.0 417 110 510

70W -55 4.1 NA 150 150 135 625 165 764 220 220 198 917 242 1121 75W -40 4.1 NA 320 320 288 1334 352 1631 80W -26 7.0 NA 460 460 414 1918 506 2344 85W -12 11.0 NA 680 680 612 2835 748 3465 80 NA 7.0 <11.0 1000 1000 900 4169 110 0 5095 85 NA 11.0 <13.5 1500 1500 1350 6253 1650 7643 90 NA 13.5 <18.5 12 110 NA 18.5 <24.0

140 NA 24.0 <32.5

190 NA 32.5 <41.0

250 NA 41.0 NA

Note: Limit must also be met after testing in 20 hour KRL Shear Stability Test (CEC-L45-T-93 Method C).

11 Guide to Oils and Greases

AGMA VISCOSITY NUMBERS Viscosity Equivalents The American Gear Manufacturers Association (AGMA) has set up a numbering system to define gear oil viscosities required for various industrial gear boxes and applications. These AGMA ISO VG AGMA GRADE SAE GEAR OILS Lubricant Numbers are normally stamped on the SAE ENGINE OILS 10,0000 manufacturer’s metal name plate. 2000 1500 Viscosity Ranges for AGMA Lubricants (ANSI/AGMA 9005-D94) 250 5000 1000 1000 8A Rust & Extreme Viscosity 800 oxidation Pressure Synthetic Equivalent 680 3000 Range 600 8 190 inhibited gear Gear Gear Oils ISO grade cSt @ 40˚c 500 oils Lubricants 460 2000 400 7 140 300 320 6 60 AGMA AGMA 110 Lubricant No. Lubricant No. 200 220 5 50 1000 150 4 90 0 - 0S 28.8-35.2 32 40 500 1 - 1S 41.4-50.6 46 100 100 85W 3 30 400 2 2EP 2S 61.2-74.8 68 80 68 2 80W 300 3 3EP 3S 90 -110 100 60 20 50 4 4EP 4S 135-165 150 46 1 200 40 5 5EP 5S 198-242 220 75W 30 32 0 15W 6 6EP 6S 288-352 320 10W KINEMATIC VISCOSITY, CENTISTOKES (cSt) @ 40ºC 22 5W&0W 100 7.7 Comp 7EP 7S 414-506 460 20 8.8 Comp 8EP 8S 612-748 680 15 60

8A Comp 8AEP - 900-1100 1000 10 10 KINEMATIC VISCOSITY, SAYBOLT UNIVERSAL SECONDS (SUS) @ 100 F 9 9EP 9S 1350-1650 1500 NOTE: 10 10EP 10S 2880-3520 - • Read across horizontally 11 11EP 11S 4140-5060 - • Assumes 100 VI Single grade oils 12 12EP 12EP 6120-7480 - • Equivalence is in terms of viscosity at 40˚C only 190-220 • Viscosity limits are approximate: for precise data 13 13EP 13S - cSt @ 100˚C consult ISO, AGMA and SAE specifications. • W grades are represented only in terms of So there are three systems of viscosity measurement. approximate 40˚C viscosit y. For low temperature However, all is not lost. The next chart shows how you limits consult SAE specifications. 14 convert from one grade to another. • Penrite Technical Bulletin No 32 has a large version of this chart.

13 Guide to Oils and Greases

API SERVICE CLASSIFICATIONS CB Moderate duty, lower quality API stands for American Petroleum Institute. In (high sulphur) fuel 1970 along with the SAE and ASTM (American CC Moderate to severe duty diesel and gasoline Society for Testing and Materials), they established service MIL-L-2104B, 1964 the API Service Classification System to define the CD Severe duty diesel, including turbo, performance level of a given oil, unrelated in the Caterpillar Series 3, MIL-L-2104C main, to oil viscosity. CD-II API CD plus Detroit Diesel 6V53T approval for two stroke engines The API requirements “S” for Spark Ignition (petrol) and “C” for Compression Ignition (diesel) can be CE Turbo/Supercharged heavy duty diesels briefly described as follows. from 1983 CF Off road indirect injection diesel engines Designation and Description and others using a broad range of fuel types including high sulphur. May be used SA Oil without additive to replace API CD oils SB Some antioxidant and anti scuff properties CF-2 Severe duty two stroke diesel engine service SC Meets 1964-1967 requirements of from 1994 Automotive manufacturers CF-4 Severe Duty four stroke diesel engine service SD Meets 1968-1971 requirements of for lower emission diesel engines (from Automotive manufacturers 1988) SE Meets 1972-1979 requirements of CG-4 Severe Duty four stroke engines meeting Automotive manufacturers 1994 emission standards (less than 0.5% SF Meets 1980-1988 requirements of fuel sulphur) Automotive manufacturers CH-4 High speed four stroke engines meeting SG Meets 1989-1993 requirements of 1998 emission standards (less than 0.5% Automotive manufacturers fuel sulphur). SH Meets 1994-1997 requirements of CI-4 High speed four stroke engines fitted with Automotive manufacturers cooled EGR (released Dec 2001) and using SJ Meets 1998-2000 requirements of low-sulphur fuel. Automotive manufacturers CI-4 PLUS SL Meets 2001-2004 on requirements of As per CI-4 but with further restrictions Automotive manufacturers on after shear viscosity and performance. SM Meets 2004-on requirements of automotive (released September 2004). Aust. 2008. manufacturers. XW-20 and XW-30 grades CJ-4 Released in 2006 for 15ppm maximum 16 have chemical limits fuel sulphur. Enhanced wear, protection SN Meets MY2010 requirements of automotive 1.0% ash maximum. US EPA ‘07. manufacturers. XW-20 and XW-30 grades CA to CG-4 are obsolete. have chemical limits SA to SJ are obsolete. CA Light duty, high quality fuel, for MIL-L-2104A, 1954

15 Guide to Oils and Greases

HISTORY OF API SPECIFICATIONS for applications described under A3/B3. Originally it used an “M” and “D” system but in the A5/B5 Similar to A3/B3 but for engines capable 1960s, this changed to the one we are familiar with of using low friction, low viscosity and low HT/HS oils. May be unsuitable for use in today. Specifications exist for petrol and “heavy duty” some engines. diesel engines only. C1 Stable, stay in grade oil of A5/B5 CURRENT OLD OR YEAR OF RELEASE performance level and a phosphorus limit SA ML of 0.05% (low SAPS). These oils cannot meet SB MM API SM/SN. SC MS (1964) and AMA ASTM G IV C2 Stable, stay in grade oil of A5/B5 performance SD MS (1968) and AMA ASTM G IV and mid-SAPs (Phosphorus 0.08%). SE MS (1972) and AMA ASTM G IV C3 Stable, stay in grade oil with mid-SAPs CA DG (1954, MIL-L-2104A) (phosphorus 0.08%). These oils may also CB DM meet A3/B4* and API SN. HT/HS >3.5cP CC DM (1964, MIL-L-2104B) C4 Stable, stay in grade oil similar to C1 but CD DS (MIL-L-45199/2104C Caterpillar Series 3) with tighter volatility limits and no lower limit on phosphorus. ACEA ENGINE SERVICE CLASSIFICATIONS E2 General purpose oil for naturally aspirated ACEA stands for Association des Constructuers and turbocharged diesel engines, medium to heavy duty service and mostly normal Europeens de l’Automobile. This classification drain intervals. (Obsolete by 2010) system is the European equivalent of the API classification system, but is stricter and has more E4 Stable, stay in grade oil more severe than E7, for significantly extended severe requirements. Hence an oil that meets both oil drain intervals. Usually synthetic or API and ACEA specifications uses a better additive predominantly synthetic. Also for Euro 3 package than one that is designed to meet only and Euro 4 engines. API specifications. Unlike the API, ACEA has three E6 As for E4 but with chemical limits to allow main groups – “A/B” for gasoline and light duty use in engines with particulate filters and (passenger car, 4WD etc) diesel engines, “C” for light SCR NOx reduction systems. Only for diesel duty three way catalyst (TWC) and diesel particulate fuel with<50ppm sulphur. 1.0% ash, 0.08% filter (DPF) compatible oils and “E” for heavy duty phosphorus. Euro 4 and 5. diesel engines. These can be defined as follows. E7 Designed for use in Euro 1, Euro 2 and Euro 3 emission diesel engines in severe Designation and Description heavy duty service and extended A1/B1 For use in gasoline and light duty diesel drain intervals where allowed. 18 engines capable of using low friction, low More severe than E2/E3 but viscosity, and low HT/HS shear (2.9 to 3.5cP) not as severe as E4. oils. A fuel economy specification, this oil may not be able to be used in all engines. A3/B3 Stable, stay in grade oil intended for use in high performance gasoline and diesel engines or extended drain intervals. A3/B4 For use in direct injection diesel engines where 17 special oils may be required, but also suitable Guide to Oils and Greases

E9 Designed for Euro 5 engines with DPFs. oil. Parameters such as high and low temperature SAPS limits line up with API CJ-4 and 7BN wear, oxidation, soot control, oil thickening, deposit minimum. control, volatility, stay in grade performance, fuel ACEA specification oils have tighter shear stability economy, chemical composition and many others and oil volatility requirements than equivalent API are tested against limits and rated. specification oils In the case of the API, the oil specifications become *ACEA 2010 specification oils can no longer meet more severe as the letters climb the alphabet, eg SL both C3 and A3/B4. is more severe than SJ. This is not necessarily the case with ACEA as their specifications are more HISTORY OF EUROPEAN SPECIFICATIONS application specific. Prior to ACEA, the CCMC was the issuing body for Europe up until 1990’s. A rough comparison is GLOBAL SPECIFICATIONS shown below Developed by ACEA, API and JAMA for diesel oils with different limits to the ‘donor’ categories. ACEA Old CCMC (not in absolute terms, a guide only) Heavy Duty: DHD-1 = E7/CI–4 + JASO tests A2 G1, G2 Light Duty: DLD-1 = B2 + JASO tests A3 G4, G5 DLD-2 = B1 + JASO tests B2 PD1 DLD-3 = B3 + JASO tests B3/B4 PD2 E2 D4 OTHER FOUR STROKE CLASSIFICATIONS E3 D5 JASO DL-1 Similar to ACEA CI for light duty diesel engines. ILSAC ENGINE SERVICE CLASSIFICATIONS JASO DH-1 Heavy duty diesel, higher ash ILSAC (International Lubricants Standardisation and formulation with performance Approval Committee) includes the major automobile superior to API CF-4. Has manufacturers that manufacture vehicles in the additional valve train wear and USA. This includes the Japanese manufacturers. piston cleanliness requirements. Effectively, ILSAC specifications are the fuel economy JASO DH-2 Heavy duty diesel, similar to API version of the API specifications. CJ-4 and ACEA E9. GF-1 is obsolete JASO MA Japanese four stroke motorcycles, GF-2 is equivalent to API SJ non-friction modified. Now further GF-3 is equivalent to API SL split into MA1 and MA2. GF-4 is equivalent to API SM JASO MB Japanese four stroke motorcycles low friction oil. GF-5 is equivalent to API SN 20 NMMA FC-W® Released in 2004 for four ILSAC grades only apply to viscosities XW-20 stroke outboard oils. and XW-30. GF-4 has introduced a phosphorus limit of 0.08% maximum and a sulphur limit of 0.2% maximum, GF-5 is similar, but it introduced new requirements relating to phosphorus volatility and compatibility with ethanol fuels. ILSAC, API and ACEA specifications require a large range of engine tests and laboratory tests on the 19 Guide to Oils and Greases

TWO STROKE OILS AUTOMATIC TRANSMISSION FLUID These are low ash or ashless oils depending on the CLASSIFICATIONS end use. Products can be used in oil injection systems There are no API standards for automatic transmission or premixed with the fuel. As they are consumed with fluids. Indeed, it is only in recent times that the the fuel, two stroke oils must not cause excessive Japanese have released a general industry standard combustion chamber or piston deposits, or that stands alongside their individual requirements. engine failure may result. (JASO-1A).

The most common two stroke specifications are GENERAL MOTORS Air Cooled TYPE A AND TYPE A SUFFIX A The original fluids. They came out on 1949 and 1957 API TC respectively and are long obsolete. ISO EG-B/JASO FB DEXRON®-IID Provides good protection against scuffing Now obsolete as far as General Motors is and varnish concerned, it was the closest we had to an ISO EG-C/JASO FC industry specification. Indeed, it formed the basis of As per EG-B/FB but with severe restrictions on many other OEM (Original Equipment Manufacturer) exhaust smoke, system blocking and detergency ATFs specifications. It is still used by GM Europe ISO EG-D/JASO FD up until recently and by other European and some Enhanced detergency and varnish protection Japanese OEMs. compared to EG-C/FD DEXRON®-IIE TISI A development that had better low temperature Thai Industrial standard with limits on smoke, properties than IID. Now superseded. generally equivalent to JASO FC DEXRON®-III For many years it was in “F” and “G” specifications, Water Cooled which had the same low temperature characteristics NMMA TC-W3® as the IIE version, but with modifications to Ashless Oil for two stroke outboard engines. Oils can antioxidancy and friction material. The 2003 IIIH be licensed to this category. specification was for 160,000km drain intervals and extended durability and superceded “G”. This specification became obsolete at the end of 2006 and was replaced by; 22 DEXRON®-VI  Initially released in 2005, this is a special low viscosity fluid which will replace DEXRON®-III in all GM manufactured

21 Guide to Oils and Greases

automatic transmissions. It has a very long oil drain CHRYSLER capability of up to 400,000km. ATF+3® (MS -7176F/MS7176E) DEX-CVT®  Satisfied by modified DEXRON®-IID/IIE type fluids Special specification for CVTs. such as MM SP and MM SP2.

® FORD MOTOR COMPANY ATF+4 (MS-9602) Synthetic or semi synthetic product with special M2C33-F and M2C33-G shift requirements. F came out for the USA and G for Europe. These are non-friction modified fluids and as such cannot be MERCEDES BENZ used in most transmissions. They have the 236.x series of approvals. Some M2C138-CJ and M2C166-H are DEXRON®-IID/III type and some are not. With Introduced to deal with problems with the C-6 some of the newer transmissions, highly specific and C-5 transmissions, these are satisfied products are used. Their sheet numbers also may by DEXRON®-IID. be indicative of a transmission from a supplier such as ZF. The more common ones are shown below. MERCON® The original MERCON® fluids were again satisfied 236.1 For MB, Allison and ZF transmissions. by DEXRON®-IID and the revised MERCON®-IV 236.2 Older specification used in power steering fluids by DEXRON®-IID/E and DEXRON®-III. (now and manual transmissions, although it is also used in some MAN automatics and in the obsolete) Differential Lock in UNIMOG. MERCON®-C 236.6, 236.7 Special specification for CVTs. most common ones used, and satisfied by DEXRON®-IID. ® MERCON -V 236.9 long drain fluid usually a DEXRON®-III type This is the first MERCON® fluid not satisfied with more severe shear stability limits. by a standard DEXRON® type fluid. Usually semi 236.10 for 5 speed Mercedes EC3 transmissions or fully synthetic, it has more severe requirements (NAG-1) on friction, fluidity, shear loss and oil drain. While 236.11 for 5 speed ZF automatics used by fluids meeting MERCON®-V must pass DEXRON®-III Mercedes Benz initially, they are then subjected to many other tests. 236.12 For 7 speed Mercedes automatics (NAG-2) Updated in mid 2008. (now replaced) MERCON®-SP and MERCON®-LV 236.13 Issued as an in-service ‘fix’ oil for transmissions specifying 236.12 Both fluids are low viscosity fluids. MERCON®-SP 236.14 New initial and service fill specification 24 was based around a ZF specification and was used for NAG-2 transmissions in six speed automatic transmissions, for both front 236.20 For CVT and rear wheel drive. LV was introduced in 2007 and Ford plan to make it backwards compatible. BTR 5M-52 Special fluid for Ford Australia that uses the BTR 4 speed automatic models, 85/91/95LE. Modified DEXRON®-IID type. 23 Guide to Oils and Greases

MITSUBISHI ALLISON MM SP and MM SP2 – DEXRON®-III fluidity but with C-4 Designed for heavy-duty transmissions different frictional characteristics. in off-highway vehicles. ATFs and special MM SP 3 – a more developed version with better fluids are qualified against it. Supercedes low temperature properties and longer drain life and C-3. shift durability. Semi-synthetic at minimum. TES295 Special formulation-specific, PAO based fluid for heavy duty applications. ZF TES389 Introduced in 2006 to cover DEXRON®- Stands for Zahnradfabrik Friedrichshafen in case you III applications. Now required for all were wondering. on-highway transmissions instead of C-4.

A large transmission maker, it supplies units to many CATERPILLAR car and truck OEMs. TO-4 specialised fluid for Caterpillar units. TE ML-11 Oils meeting TO-4 and C-4 find wide Contains the special products listing application in heavy-duty construction for many passenger car automatic equipment manufactured by many transmissions (such as MB 236.11 type) OEMs such as Komatsu. Also used in and also for where automatic transmission manual transmissions. fluids are used in manual transmissions. TE-ML 14A Other OEM specifications worth noting: Full mineral, DEXRON®-IID/III type, 5.3cSt Honda ATF 96, Z1 after shear, 30,000km drains. Nissan Nissanmatic C, D, J, K TE-ML 14B Part synthetic, DEXRON®-III type, 5.3cSt Mazda MIII, MIV, MV after shear, 60,000km drains. Toyota TII, TIII, TIV, WS TE-ML 14C Voith G607, G1363 Full synthetic, DEXRON®-IID/III type, 5.7cSt after shear 120,000km drains.

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25 Guide to Oils and Greases

Gear Oil Designation and Description Caterpillar TO-4 For gear oils (loosely including MTFs), there is the Makes an appearance here as the SAE 30, 50 and 60 below set of standards: versions are used in manual transmissions and some final drive units. GL-1 Oil without additive GL-2 Usually contains fatty materials Caterpillar FD-1 GL-3 Contains a mild EP additive Describes a fluid used in differentials of heavy- GL-4 Equivalent to MIL-L-2105B and is usually duty Caterpillar equipment where additional wear satisfied by a 50% GL-5 additive level. protection is needed. Cannot be used in wet-brake GL-5 Equivalent to MIL-PRF-2105E. Primary field applications. Usually a SAE 60 grade or multigrade service recommendation for Passenger cars synthetic. and trucks worldwide. MB 235.5 GL-6 For severe service involving high offset Heavy duty API GL-4. hypoid gears. Often used to describe oils used in limited slip differentials. MB 235.0/235.6 MT-1 For non-synchronised manual transmissions Heavy duty API GL-5 type oils for long drains. in buses and trucks at a higher level than MB 235.10 GL-4. Light duty, synthetic performance 75W-80 for MB GL-2, GL-3 and GL-6 are not normally used for Sinter Synchromesh tranmissions. automotive applications. MIL-PRF-2105E – designed by the US military it Mack GO-J takes conventional GL-5 and adds more demands Designed to deliver 250,000km oil-drain intervals. More to the specification. Most hypoid oils conform to this severe than API GL-5. GO-J/S is the synthetic version. standard. Now superceded by SAE J2360 (2003). Mack TO-A Plus MANUAL TRANSMISSION FLUID AND GEAR Specialised manual transmission fluid with long life. OIL CLASSIFICATIONS Volvo 1273.07 Most of these start with a basic API GL-3, GL-4 or SAE 30 type (SAE 80) oil based on GL-4. GL-5 and add their own requirements. Some started from engine oils. Volvo 1273.10 API GL-5, SAE 80, 90 HONDA MTF-94/ROVER MTF-94 28 Volvo 1273.12 Describes a GL-4 type 10W-30/75W-80 oil that is semi-synthetic for long drain and good low SAE 50 (SAE 90) type usually satisfied temperature shift feel. by TO-4 type oils.

MAN 341 API GL-4 type.

MAN 342 API GL-5 type. 27 Guide to Oils and Greases

ZF BTR specifications: TE ML-01 5M-42, 5M-31, 5M–36, 5M-41, 5M-50, 5M-48 Non-synchro, heavy-duty manual transmissions. SAE 80W to 90, API GL-4 Ford specifications: and SAE 30/40 engine oils M2C-86A/B/C, M2C 105A, M2C 1013A, TE ML-02 M2C 108A, M2C 197A, M2C 1006B, M2C 104A, Manual and automatic transmissions for M2C 200C trucks and buses. Various sub-groups. Holden specifications: TE ML-03 HN1855, HN1820, HN1046, HN1070, HN1181, Torque converters in off road vehicles. HN 386, HN1561, HN1187, HN 2013, HN2040 TE ML-04 Marine transmissions, SAE 30/40 engine Rockwell: oils. O-76A, O-76B, O-76N, O-76D TE ML-05 Eaton Fuller: Axles in off road vehicles. Various sub PS 164 (Rev. 7) groups for different grades and types. TE ML-06 Tractor transmissions and hydraulics. TE ML-07 Hydrostatic and mechanical drives and electric drive systems. TE ML-11 Manual and automatic transmissions in cars. TE ML-12 Axles for cars, commercial vehicles and buses. Various sub-groups

30

29 Guide to Oils and Greases

TYPES OF INDUSTRIAL OILS HEAT TRANSFER FLUIDS As the name suggests they transfer heat in a system. There are many different types of industrial oils. Let’s They must be highly oxidatively stable to minimise take a little time to look at some of them. build up of carbon deposits (which of course inhibit heat transfer). HYDRAULIC OILS The primary application of a hydraulic oil is to transmit CUTTING FLUIDS force applied at one point in a system to another. These are ‘neat fluids’ which are straight petroleum As well as this it must also protect seals, lubricate oils with specialised additives or ‘soluble oils’ which and transfer heat. are designed for use in water. They are used for many different machining applications and come in The viscosity of the oil is important to ensure efficient a wide range of viscosities and additive types. Some power transfer. Too heavy, and high-pressure drops are clear, some not. Use of the wrong type of oil can may occur, the system becomes sluggish and power lead to bit wear problems or staining of the metal usage increases. If too low, then wear can be a surfaces. problem, efficiency decreases and leaks may occur. Typically these products contain anti wear, anti rust/ TRANSFORMER OILS corrosion and anti oxidation inhibitors. These may be Highly specialised fluids used in electrical transformers. ashless (non-metallic) or use a zinc di-thiophosphate They are characterised by extremely low water content type system. Some older higher zinc additives can be and good oxidation stability. corrosive to silver. Hydraulic oils can be a ‘monograde’ (HM) or WHITE OILS ‘multigrade’ (HV) type. Ever wonder what baby oil is? Highly refined mineral oil, 100% paraffinic and approved by health and INDUSTRIAL GEAR OILS food authorities. Used by the food and cosmetic industry as a lubricant or carrier fluid. Typically API GL-3 oils which use low doses of conventional sulphur-phosphorus additives. They PROCESS OILS tend to be straight grade oils. Straight oils used in various industrial processes such as in rubber or as flushing fluids. Large quantities of COMPRESSOR OILS these are used by heavy industry. Compressors may use a multitude of products, depending on the type of compressor and its service. MISCELLANEOUS Types of oils include: There are many special products used by industry that • Conventional motor oils are not covered here. The mining and food industries 32 • Non-metallic hydraulic oils have some special lubricants for very specific • Ashless engine oils applications. These may be fire resistant fluids, specialised greases, control • Specialised fluids (mineral or synthetic) fluids and many others. • Automatic transmission fluids • Refrigeration oils The use of the wrong oil can cause wear, failure, carbon build up and even reaction with the gas being compressed, so great care must be taken when 31 recommending fluids. Guide to Oils and Greases

SHELF LIFE OF Soluble Oil Should only be stored for 1 year. Storage under LUBRICATING OILS unprotected conditions can result in water ingress which causes the oil to become ‘milky’ or form a The performance properties of liquid lubricants (oils) ‘mayonnaise’ and can also cause rust formation/ will remain intact for many years provided they have corrosion in metal containers. been in protected storage and not exposed to severe high/low temperature cycles. Generally, the simpler the oil formulation, the longer the oil will remain satisfactory. The old ‘cool dry place’ term certainly applies when storing oil products.

Hydraulic Food Grade/Compressor/Turbine and General Purpose Lubricating Oils These oils contain low but very effective additive treatments. They may be stored for 3 years under protected conditions without any significant deterioration in performance.

Engine/Motor Oils and Transmission Oils Although these oils contain high additive contents, they are extremely stable. They may be stored for 5 years under protected conditions without any significant deterioration in performance. However, as the industry is always developing new specifications these oils may be out of date by the time they are fully used.

Industrial and Automotive Gear Oils These highly additised formulations can occasionally exhibit some long term instability. Under protected conditions they should only be stored for 3 years. 34 Neat (Non-Emulsifiable) Metal Working Fluids/Way Lubricants (eg Honing Oil) These formulations are often quite delicately balanced. Hence, under protected conditions they should only be stored for 2 years.

33 Guide to Oils and Greases

GREASES GREASE DEFINITIONS Consistency – is the degree of hardness of a grease Greases are defined as solid or semi-solid materials and may vary considerably with temperature. This produced by the dispersion of a thickening agent in a has been classified by the National Lubricating liquid lubricant (like adding a sponge to water). Grease Institute (NLGI) into the following categories: Greases are manufactured in either a grease kettle or in a contactor. A soap-based grease uses a NLGI GRADE PENETRATION @ 25°C (1/10th mm) thickener made by reacting a metallic hydroxide with 000 445 - 475 a fatty acid, which is where we get our basic types 00 400 - 430 from, eg lithium soap. 0 355 - 385 1 310 - 340 Non-soap greases include silica, polyurea and 2 265 - 295 clay (bentone). 3 220 - 250 Depending on what the grease needs to achieve, 4 175 - 205 different thickener and base oils can be used. 5 130 - 160 6 (block grease) 85 – 115 GREASE CHARACTERISTICS Oil Separation – is the percentage of oil which separates The most important factors affecting the properties from the grease under static (eg. storage) conditions. and characteristics of a grease are: It cannot predict separation tendencies in use under • Amount and type of thickener dynamic conditions. • Additives High Temperature Stability – is the ability of a grease to retain it’s consistency, structure and performance A grease is expected to: at temperatures above 125°C. • Reduce friction and wear • Provide corrosion protection GREASE SERVICE CLASSIFICATION • Seal bearings from water and contaminants There are 5 categories for Automotive Service Greases developed by the NLGI. The classification (ASTM D • Resist leakage, dripping and throw off 4950) covers greases designed for the lubrication of • Resist change in structure or consistency chassis components and wheel bearings of passenger during service cars, trucks and other vehicles. The NLGI classifies • Maintain mobility under conditions of application automotive service greases into two main groups. Chassis greases, designed by the prefix L and Wheel • Be compatible with seals Bearing greases designated by the prefix G. 36 • Tolerate or repel moisture These are shown in the following table.

35 Guide to Oils and Greases

CATEGORY SERVICE PERFORMANCE GREASE TYPES LA Chassis Frequent relubrication Oxidation resistant, shear There are many types of greases which are shown intervals (<3200 km). stable, and corrosion and Mild duty (non-critical wear protective. below. As can be seen they have different properties applications). which helps to define where they are best suited. LB Chassis Prolonged relubrication Oxidation resistant shear intervals (>3200 km). stable, and corrosion and Mild to severe duty (high wear protective even under loads, vibration, exposure heavy loads and in presence to water). of aqueous contamination. Temperature range: -40˚C to 120˚C GA Wheel Frequent lubrication Temperature range: Bearings intervals. Mild duty (non- -20˚C to 70˚C critical applications). THICKENER POINT,ºC DROP MAX SERVICE CONTINUOUS OPERATING TEMP,ºC HIGH TEMP USE STRUCTURE SHEAR STABILITY WATER RESISTANCE

Calcium 100 <80 GB Wheel Mild to moderate duty Oxidation and evaporation bearings (cars, trucks in urban and resistant, shear stable and highway service). corrosion and wear protective. Lithium 160 - 200 125 Temperature range: – 40˚C to 120˚C with Calcium occasional excursions to >260 150 complex 160˚C. GC Wheel Mild to heavy duty Oxidation and evaporation Lithium Bearings (vehicles in frequent resistant, shear stable, and >240 160 complex stop-and-go service, corrosion and wear protective. trailer hauling, mountain Temperature range: Aluminium driving, etc) – 40˚C to 120˚C with frequent >260 150 complex excursions to 200˚C. Barium >200 150 GREASE SHELF LIFE complex The shelf life of any grease is affected by the type Polyurea >230 150 and amount of thickener used, consistency of the grease, manufacturing method employed and the Bentone NA 150 formulation complexity. Generally straight Lithium, Lithium Complex and Calcium Complex greases Sodium 170 - 190 125 remain stable for a long time. Aluminium Complex greases tend to set and harden, but remain stable. Bentone and Barium greases tend to soften on aging. Very Poor Poor Fair Good Excellent Based on these observations: Buttery Smooth Fibrous Gel The shelf life of most Penrite greases is about 5 years. Opaque 38 However, Steering Box Lubricant and Semi Fluid Grease only have a 2 year shelf life.

37 Guide to Oils and Greases

GREASE COMPATIBILITY GREASE APPLICATIONS Occasionally, grease substitution in an application Greases are used instead of oils in many applications. may be necessary to correct problems arising from They find use where: the original product in service. If the thickeners are • a good seal from the elements is required incompatible, the mixture will not meet the properties of the individual greases and in some cases, the • leakage is a problem greases will fall apart. The below table provides a • exposed gears or chains are used and water wash-off rough guide. is a problem • less frequent application of lubricant is possible

due to isolation or inaccessibility

Calcium Lithium Calcium Complex Lithium Complex Aluminium Complex Barium Complex Polyurea Bentone Sodium Some examples where greases are used include: Calcium • Wheel bearings Lithium • Universal joints Calcium Complex • Chassis lubrication Lithium • Track rollers Complex Aluminium • Rolling bearings Complex • Shackles and pins Barium Complex • CV Joints Polyurea • Electric motor bearings* Bentone *(Note that extreme pressure greases are not generally recommended in electric motors.) Sodium

Compatible Incompatible l Borderline It is strongly advised that, in all cases, the old grease be purged or cleaned out from the system before a new one is introduced. However, compatibility between greases is temperature dependent. As the temperature rises, the problems associated with incompatibility also increase. With unknown 40 competitors’ products, it is strongly advised to treat them as incompatible.

39 Guide to Oils and Greases

PENRITE PRODUCTS PRODUCT SPECIFICATIONS SPECIFIC VEHICLES HPR 0 API CH-4/SL Volvo ACEA A3/B4 Subaru TECHNICAL DATA Ford This section contains technical and application HPR 5 API SN/CF Nissan (for 7.5W-30) Semi-Synthetic ACEA A3/B4 SAAB information not always found on the Product Ford M2C 153G/H Porsche Information Sheets, where only essential information Ford M2C 912-A Volvo Ford M2C 913-A Renault is given. This data provides further back up Ford M2C 917-A MG-F and support for Penrite products to show more Rover RES.22.OL.22 Toyota VVTi VW 502.00/505.00 Subaru clearly what each product has gone through in MB229.3 VZ Commodore on testing. Not all products have been through all Chrysler MS-6395G BA Falcon on GM LL-B-025 Mazda tests – the tests chosen for each are those most PSA E-02 specific and most required for the end Opel B040 2095 use. While Penrite choose additives of the HPR 10 API SN/CF Nissan Semi-Synthetic ACEA A3/B4 Honda highest quality and specification, due to our Holden HN 2100 Toyota size we are not able to pursue many specific Ford M2C 153F/G BMW Ford M2C 910-A Renault manufacturer approvals. Therefore, we recommend Ford M2C 905 A3 SAAB our products against certain manufacturer Rover RES.22.OL.22 FTe/FPV VW 500.00 Mazda specifications and ensure the technology we use VW 502.00/505.00 Commodore VT-VY meets those same specifications. MB 229.3 AU to AU-III Falcon Chrysler MS-6395 Subaru PSA E-02 Fiat-Lancia- HPR ENGINE OILS GM 9986126 Alfa Romeo HPR 15 API SN/CF Renault Penrite HPR engine oils are tailored to be the best Semi-Synthetic ACEA A3/B4 Fiat-Lancia- products for a given application in light duty vehicles Ford M2C 153E Alfa Romeo Ford M2C 902-A3 (<3.5MT GVM) and cover all vehicles from the latest Rover RES.22.OL.22 releases to classics of the 1970s. In addition to the VW 500.00 VW 502.00/505.00 HPR range is the SIN engine oil range for maximum MB 229.1 performance and the new Enviro+ range for low Chrysler MS-6395 emissions systems. Opel B0401013 HPR 30 API SM/CF ACEA A3/B3 HEAVY DUTY TRUCK ENGINE OILS Ford M2C 153E Rover RES 22.OL.22 Penrite truck engine oils have been tailored for VW 500.00 two specific end uses. The 10W-40 and 15W- Chrysler MS-6395 40 grades are for new trucks, under warranty. 42 The 25W-60 grades have been designed for trucks that operate in high ambient temperatures or for older vehicles where oil consumption and/or low oil pressure is becoming a problem. The monogrades are for two cycle diesel engines and other engines that may require this type of oil. Diesel GS, Diesel LA and Diesel HD are the best oils to use for mixed fleets. 41 Guide to Oils and Greases

PRODUCT SPECIFICATIONS SPECIFIC VEHICLES PRODUCT SPECIFICATIONS SPECIFIC VEHICLES HPR 40 API SL SIN Engine Oil API SN/CF Lamborghini HPR 50 API SL 15W-50 ACEA A3/B4 HPR Gas 10 API CH-4/SL Falcon AU - on Fully Synthetic MB 229.5 Semi-Synthetic ACEA A3/B4 Commodore VT - on JASO MA Ford M2C 905-A3 Camry/Avalon/Aurion SIN Engine Oil API SN/CF Ford M2C 910-A Magna/380 20W-60 ACEA A3/B4 Holden HN 2314 Fully Synthetic MB 229.5 MB 229.1/228.1 JASO MA Peugeot D-02/E-02 Everyday API SN/CF SAAB HPR Gas API CG-4/SL Synthetic ACEA A3/B4 Volvo ACEA A3/B4 5W-40 Ford M2C 153G/H Renault Ford M2C 902-A3 Rover RES.22.OL.22 BMW LL-01 VW 501.01 VW 505.00, 506.01 Subaru MB 229.1 VW 502.00/505.00 VT-VY Commodore HPR Diesel 5 API CI-4/SL Mercedes Benz BMW LL-01 AU to AU-III Falcon Semi-Synthetic ACEA A3/B4 Ford Transit MB 229.5 Mazda Global DLD-2/3 Holden Jackaroo 3L Chrysler MS-6395G Mercedes (app.) MB 229.3/228.5 LandRover Td5 Porsche A40 Opel B0402098 Range Rover Td6 Everday API SN/CF Nissan Peugeot D-02 Jeep Synthetic ACEA A3/B4 SAAB VW 502.00/505.00 Iveco 10W-40 Ford M2C 153G/H Porsche Ford M2C 171C Nissan Ford M2C 912-A Volvo Ford M2C 913A/B Fiat Ford M2C 913-A Renault HPR Diesel 15 API CI-4/SL Nissan Ford M2C 917-A BMW LL-01 Semi-Synthetic ACEA A3/B4 Toyota Rover RES.22.OL.22 MG-F Ford M2C 171C Mitsubishi VW 505.00, 506.01 Toyota PSA D-02 VW 502.00/505.00 Subaru Global DLD-1/DLD-3 BMW LL-01 VZ Commodore on MB 229.5 BA Falcon on HPR Diesel API CH-4/SJ Chrysler MS-6395G Mazda ACEA A3/B3 GM LL-B-025 Ford M2C 911-A1 PSA E-02 PSA D-99 Global DLD-1 Enviro+ 0W-40 API SN DPF equipped light Full Synthetic ACEA A3/B4/C3 duty diesel engines. SIN Engine Oil API SN/CF FPV Mercedes 229.51 Aston Martin 0W-50 BMW LL-98 Porsche Boxster BMW LL-04 BMW Fully Synthetic MB 229.1 Viper VW 505.01 Hyundai Santa Fe VW 502.00/505.00 Subaru GM DEXOS®-2 Mitsubishi Pajero Chrysler MS-6395H Nissan Also if A5/B5 specified Holden Captiva Opel LL-B-025 HSV (GenIV) Enviro+ 10W-50 API SN DPF equipped light SIN Engine Oil API SN/CF Porsche Full Synthetic ACEA A3/B4/C3 duty diesel engines. 5W-60 ACEA A3/B4 HSV Mercedes 229.51 BMW Fully Synthetic Ford M2C 153H SAAB BMW LL-04 Mitsubishi Pajero Ford M2C 913-A Jaguar VW 505.01 Ford M2C 917-A FTe/FPV Ford M2C 903-A3 Renault BMW LL-01 Rover 44 VW 502.00/505.00 MG-F Chrysler MS-6395H PSA E-02 MB 229.1/229.3 GM 4718M SIN Engine Oil API SN/CF 10W-70 ACEA A3/B4 Fully Synthetic MB 229.1 BMW LL-01 VW 502.00/505.00

43 Guide to Oils and Greases

PRODUCT SPECIFICATIONS SPECIFIC VEHICLES PRODUCT SPECIFICATIONS SPECIFIC VEHICLES Enviro+ 5W-30 VW 504.00/507.00 DPF equipped light Multi Truck 25 API CH-4/SL Full Synthetic VW 505.01 duty diesel engines. ACEA E7 BMW LL-04 VW (approved) Volvo VDS MB 229.51 Mercedes (app.) Mercedes Benz 228.3 Porsche C30 MTU Type 2 Enviro+ 5W-40 API SN DPF equipped light Renault RLD Full Synthetic ACEA A3/B4/C3 duty diesel engines. MAN 3275 Mercedes 229.51 Mazda, Ford, Renault JASO CD Plus BMW LL-04 Mono API CF-2/CF/SF VW 505.01 SAE 30,40,50 (SG SAE 30) GM DEXOS®-2 ACEA E1 Enviro+ DL-1 ACEA C2 Mazda MIL-L-2104F Full Synthetic JASO DL-1 (SAE 30, 40) Mercedes Benz 227.0 Enviro+ GF-5 API SN RC HSV Detroit 7SE-270 Full Synthetic ILSA GF-5 GM 4718M Caterpillar TO-2 GM DEXOS®-1 Mack EO-K/2 Allison C-3 (SAE 30) Diesel GS API CI-4 PLUS/SL DAF API CJ-4/SM Semi-Synthetic ACEA E7/A3/B3 Scania Diesel HD Volvo VDS 2 Deutz Hydrocracked ACEA E9 Volvo VDS 3 Iveco Mineral Cummins CES 20081 Mercedes Benz 228.3 Volvo Mack E0-0 Premium Plus MTU Type 2 Leyland Caterpillar ECF-1-a/ECF-2/ECF-3 Renault RLD Perkins Mercedes Benz 228.31 MAN3275 Caterpillar Volvo VDS-4 Japanese JASO DH-I Detroit Diesel MTU Type 2 Allison C-4 JASO DH-2 Mack EO-N Premium Plus ‘03 Cummins CES 20078 MAN 271 Mercedes Benz 228.3/229.1 Allison C-4 Global DHD-1 Caterpillar ECF-1-a Diesel SP API CI-4 Full Synthetic ACEA E4/E7/E6 MB Approval 228.51 MAN 3277 CRT/3477 Renault RXD Volvo VDS-3 MTU Type 3 Diesel LA API CJ-4/SM Semi-Synthetic ACEA E9 Cummins CES 20081 Mack E0-0 Premium Plus 46 Caterpillar ECF-1-a/ECF-2/ECF-3 Mercedes Benz 228.31 Volvo VDS-4 MTU Type 2 JASO DH-2 Diesel FX API CI-4/SL ACEA E7 Mercedes Benz 228.3 Volvo VDS-3

45 Guide to Oils and Greases

PRODUCT SPECIFICATIONS SPECIFIC VEHICLES / PRODUCT SPECIFICATIONS SPECIFIC VEHICLES / APPLICATIONS APPLICATIONS ATF FM5 MERCON®-V Ford Explorer HYPOID API GL-5/PG-2 Full Synthetic Ford M2C 202 Ford North America 80W-90 API MT-1 DEXRON®-IIIH (Since 1997) MIL-PRF-2105E/SAE J2360 ATF+3® MS 7176E Jaguar S and X Type Mack GO-J ATF+4® MS 9602 Ford Focus BTR 5M-36 MB 236.1/236.9/236.10/236.11 MB 5 speed Ford M2C 105A/1013A Allison C-4/TES 295 VW-Audi 4/5 speed Ford M2C 108A/197A ZF TE ML 14C ZF 4/5 speed Chrysler MS 9020 Honda ATF 89/96/Z1 Holden HN1181 Toyota T-II/T-III/T-IV/WS Rockwell O-76D JASO 1A HYPOID API GL-5/PG-2 BMW LT71141 85W-140 API MT-1 ATF DX-VI GM DEXRON®-VI GM 6 speed Autos MIL-PRF-2105E/SAE J2360 Semi Synthetic (Licence J-60312) Mack GO-J BTR 5M-36 ATF DX-III BTR 5M-52 Holden Ford M2C 105A/1017 Hydrocracked DEXRON®-IIIH (US/Aust built) DEXRON®-IID Holden HN1181 Ford Mercon®-IV Rockwell O-76A Ford M2C 163A HYPOID 140 API GL-5/PG-2 Ford M2C 166H MIL-PRF-2105E Ford M2C 138CJ Rockwell O-76A MB 236.6/236.7 Mack GO-J TES-389 LIMSLIP 90 API GL-5/GL-6/PG-2 Toyota D-2/T-II Allison C-4/ API MT-1 Voith G607, G1363 DIWA Mack GO-J ZF TE ML 11 Ford M2C 1006B/104A ZF TE ML 14A Holden HN 1561/1187 ZF TE ML 03 BTR 5M-31 ® ATF MHP ATF+4 Ford Falcon etc LIMSLIP API GL-5/GL-6/PG-2 Semi Synthetic BTR 5M-52 Holden/Opel 85W-140 API MT-1 ® Chrysler MS-7176E (ATF+3 ) Maserati 3200GT Ford M2C 1006B/104A ® Chrysler MS-9602 (ATF+4 ) Ssangyong Musso Holden HN 1561/1187 ES-X64022SP3 Ssangyong Rexton BTR 5M-41 Honda ATF 96/Z1 Subaru Mack GO-J Hyundai 05243-330 Volvo (-97 on) JASO 1A LIMSLIP 140 API GL-5/GL-6/PG-2 Kia Mack GO-J MB 236.9/10/11 Ford M2C 1006B/104A Mitsubishi MM SP 3 Nissan 4WD Nissanmatic C, D, J, K Proton Toyota T-II/T-III/T-IV/WS ATF TOP UP DEXRON®-IIE/III MB 236.1/236.3 Allison C-4 Ford M2C 163A Ford M2C 166H Ford M2C 138CJ 48 ZF TE ML 11 SIN COMP M2C-33F AUTO 33 CVT FLUID V MB 236.20 DEX-CVT® MERCON® -C Nissan NS-2/II EZL 799 Volvo 4959

47 Guide to Oils and Greases

PRODUCT SPECIFICATIONS SPECIFIC VEHICLES / PRODUCT SPECIFICATIONS SPECIFIC VEHICLES / APPLICATIONS APPLICATIONS SIN GEAR OIL 75 API GL-6/PG-2 BMW SIN MANUAL API GL-4 Aisin Warner SAE 75W-90 API MT-1 Mercedes TRANS MB 235.10 6 speed Manual Full Synthetic MIL-PRF-2015E SAE 75W-85 MB 235.4 Mitsubishi Mack GO-J/S Full Synthetic MTF 94 Nissan 4WD BTR 5M-50 MAN 341 Ford M2C 200C Volvo 1273.07 Holden HN2013 FLEET TRANS C4 API GL-3/CF Komatsu Rockwell O-76N Allison C-4 Dana Axle Caterpillar TO-4 Eaton 90-104 ZF TE ML 03 SIN GEAR OIL 80 API GL-6/PG-2 Ford FLEET GEAR 30 API GL-3/CF Komatsu SAE 80W-140 API MT-1 Holden Allison C-4 Full Synthetic MIL-PRF-2015E Jeep Caterpillar TO-4 Mack GO-J/S Tremec TTC BTR 5M-48 ZF TE ML 01 Ford M2C 104A FLEET GEAR 50 API GL-3/CF Eaton/Fuller Holden HN2040 Caterpillar TO-4 Road Ranger Rockwell O-76B Volvo 1273.13 Spicer Dana Axle Rockwell O-81 MANUAL API GL-4 Plus Landrover SYNFLEET 50 API GL-3 Roadranger GEAR OIL 70 ZF TE ML 11 -Freelander 2 Fully Synthetic EATON PS-164 (approved) Full Synthetic BOT 338 -Discovery 3 Volvo VW 6 Speed Meritor Rockwell O-81 (S) T-56 Mack T0-A Plus MANUAL API GL-4 T-5 GEAR OIL 75 Rover MTF 94 Semi Synthetic Honda MTF 94/7289 ZF TE ML02 MB 235.10 MANUAL API GL-4 GEAR OIL 80 ZF TE ML 01/02/03 MAN 314 N/ML MB235.5 BTR 5M-42 HN 1855/1046/1070 Volvo 1273.07 TRANSAXLE 75 API GL-5/MT-1 Semi Synthetic ZF TE ML 01/02/05/07/08 MB 235.6, MB 235.0 Volvo 1273.10 MAN 342 N/ML TRANSAXLE 80 API GL-5/MT-1 ZF TE ML 01/05/07/08 MAN 342 N/ML MB 235.6 Volvo 1273.10 50 BTR 5M-31

49 Guide to Oils and Greases

PRODUCT SAE HPR 0 HPR 5 HPR 10 HPR 15 HPR Diesel 5 HPR Diesel 15 HPR Diesel 0W-30 5W-40 10W-50 15W-60 PRODUCT SAE 5W-40 15W-50 20W-60 V40 64 88 127 177 V40 95 142 227

V100 11.4 15.5 19.0 24.3 V100 15.3 19.2 24.6 VI 174 188 169 169 VI 171 154 136 CCS 5765 4274 6354 4895 CCS 6086 4746 8209 Ca 0.305 0.274 0.274 0.274 Ca 0.305 0.305 0.305 Mg 0.000 0.000 0.000 0.000 Mg 0.000 0.000 0.000 Zn 0.122 0.114 0.114 0.114 Zn 0.122 0.122 0.122 P 0.110 0.104 0.104 0.104 P 0.110 0.110 0.110 B 0.000 0.000 0.000 0.000 B 0.000 0.000 0.000 Mo 0.034 0.000 0.000 0.000 Mo 0.012 0.012 0.012 Na 0.000 0.000 0.000 0.000 Na 0.000 0.000 0.000 S.Ash 1.26 1.08 1.08 1.08 S.Ash 1.22 1.22 1.22 NOACK 7 13 12 6.8 NOACK 12 9.6 7 Density 0.854 0.856 0.861 0.866 Density 0.857 0.872 0.887 Base Number 9.4 8.8 8.8 8.8 Base Number 9.4 9.4 9.4

HPR 30 HPR 40 HPR 50 PRODUCT SAE 20W-60 25W-70 5W-40 V40 216 263 271

V100 24.4 29.1 29.3 VI 141 147 145 CCS 6615 8408 8151 Ca 0.262 0.176 0.176 Mg 0.000 0.000 0.000 Zn 0.110 0.145 0.145 P 0.100 0.132 0.132 B 0.000 0.000 0.000 Mo 0.017 0.003 0.003 Na 0.000 0.000 0.000 S.Ash 1.08 0.85 0.85 NOACK 7 7 7 Density 0.877 0.879 0.879 52 Base Number 8.2 5.8 5.8

51 Guide to Oils and Greases

HPR Gas 10 HPR Gas Enviro+ 5W-30 Enviro+ 5W-40 PRODUCT SAE 10W-50 20W-60 PRODUCT SAE 5W-30 5W-40 V40 130 227 V40 74 81

V100 19.1 24.6 V100 12.2 13.4 VI 167 136 VI 159 168 CCS 4817 8209 CCS 6160 4822 Ca 0.305 0.305 Ca 0.140 0.183 Mg 0.000 0.000 Mg 0.000 0.000 Zn 0.122 0.122 Zn 0.067 0.089 P 0.110 0.110 P 0.060 0.080 B - B 0.000 0.007 Mo 0.012 0.012 Mo 0.000 0.000 Na 0.000 0.000 Na 0.000 0.000 S.Ash 1.22 1.22 S.Ash 0.600 0.800 NOACK 12 9.6 NOACK 8 10 Density 0.875 0.887 Density 0.853 0.852 Base Number 9.4 9.4 Base Number 5.2 8

Enviro+ 0W-40 Enviro+ DL-1 Enviro+ GF-5 Enviro+ 10W-50 PRODUCT SAE 0W-40 5W-30 PRODUCT SAE 5W-30 10W-50 V40 78 53 V40 63 114

V100 13.8 9.5 V100 11.1 18.8 VI 183 163 VI 168 186 CCS 5763 4130 CCS 5020 4921 Ca 0.183 0.120 Ca 0.214 0.183 Mg 0.000 0.000 Mg 0.000 0.000 Zn 0.089 0.080 Zn 0.085 0.089 P 0.080 0.073 P 0.077 0.080 B 0.007 0.000 B 0.000 0.007 Mo 0.000 0.000 Mo 0.008 0.000 Na 0.000 0.000 Na 0.000 0.000 S.Ash 0.800 0.590 S.Ash 0.870 0.800 NOACK 12.5 11.1 NOACK 10.3 7 Density 0.847 0.884 Density 0.852 0.852 54 Base Number 8 5.8 Base Number 7.9 8

53 Guide to Oils and Greases

SIN 0 SIN 5 SIN 10 Everyday Full Everyday Full PRODUCT SAE 0W-50 5W-60 10W-70 PRODUCT SAE Synthetic Synthetic 5W-40 10W-40 V40 108 142 172 V40 86 99

V100 18.7 24.7 28.4 V100 14.9 14.9 VI 194 208 205 VI 182 157 CCS 5770 6051 6440 CCS 6000 5513 Ca 0.299 0.269 0.269 Ca 0.296 0.296 Mg 0.000 0.000 0.000 Mg 0.000 0.000 Zn 0.125 0.105 0.105 Zn 0.124 0.124 P 0.113 0.096 0.096 P 0.113 0.113 B 0.064 0.007 0.007 B 0.000 0.000 Mo 0.000 0.000 0.000 Mo 0.000 0.000 Na 0.000 0.000 0.000 Na 0.000 0.000 S.Ash 1.41 1.09 1.09 S.Ash 1.17 1.17 NOACK - - - NOACK 10.0 9.0 Density 0.864 0.865 0.865 Density 0.856 0.862 Base Number 9.9 10.1 10.1 Base Number 9.5 9.5

SIN 15 SIN 20 PRODUCT SAE 15W-50 20W-60

V40 111 194

V100 17.6 25.3 VI 174 166 CCS 5545 7268 Ca 0.296 0.296 Mg 0.000 0.000 Zn 0.124 0.124 P 0.113 0.113 B 0.000 0.000 Mo 0.000 0.000 Na 0.000 0.000 S.Ash 1.17 1.17 NOACK - - 56 Density 0.854 0.860 Base Number 9.5 9.5

55 Guide to Oils and Greases

Everyday Everyday Everyday Everyday Pro 5 Pro 10 Pro Extra Pro 15 Plus Pro 20 PRODUCT SAE Driving Driving Driving Driving PRODUCT SAE 5W-30 10W-30 10W-40 15W-50 20W-50 5W-30 10W-30 15W-40 20W-50 V40 67 68 115 169 V40 65 66 98 149 157

V100 11.3 10.6 15.1 18.5 V100 11.3 10.4 14.1 19.4 19.3 VI 161 144 136 123 VI 169 145 148 149 140 CCS 5944 4371 6065 8503 CCS 4893 4270 5906 5819 6680 Ca 0.000 0.000 0.000 0.000 Ca 0.214 0.214 0.262 0.262 0.262 Mg 0.136 0.136 0.136 0.136 Mg 0.000 0.000 0.000 0.000 0.000 Zn 0.108 0.108 0.108 0.108 Zn 0.085 0.085 0.110 0.110 0.110 P 0.098 0.098 0.098 0.098 P 0.077 0.077 0.100 0.100 0.100 B 0.013 0.013 0.013 0.013 B 0.000 0.000 0.000 0.000 0.000 Mo 0.011 0.011 0.011 0.011 Mo 0.008 0.008 0.017 0.017 0.017 Na 0.000 0.000 0.000 0.000 Na 0.000 0.000 0.000 0.000 0.000 S.Ash 0.83 0.83 0.83 0.83 S.Ash 0.870 0.870 1.08 1.08 1.08 NOACK 13 13 8 6 NOACK 12 9 8 9 6 Density 0.861 0.865 0.879 0.879 Density 0.856 0.866 0.868 0.869 0.877 Base Number 7.6 7.6 7.6 7.6 Base Number 7.9 7.9 8.2 8.2 8.2

STOPS OIL RUNNING PRODUCT SAE BURNING IN OIL 30-70 15W-40 V40 271 112

V100 29.3 14.9 VI 145 138 CCS 8151 6358 Ca 0.176 0.000 Mg 0.000 0.117 Zn 0.110 0.161 P 0.100 0.144 B 0.000 0.000 Mo 0.003 0.000 Na 0.000 0.000 S.Ash 0.80 0.74 NOACK 7 8 58 Density 0.879 0.877 Base Number 5.8 6

57 Guide to Oils and Greases

Diesel LA Diesel GS Diesel FX Multi Truck Mono 30 Mono 40 Mono 50 PRODUCT SAE 15W-40 15W-40 15W-40 PRODUCT SAE 25

V40 117 123 105 V40 232 104 131 205

V100 15.5 15.2 14.3 V100 24.5 12.1 14.6 19.1 VI 138 128 139 VI 133 107 112 105 CCS 5705 4617 4844 CCS 6150 NA NA NA Ca 0.122 0.339 0.305 Ca 0.239 0.176 0.176 0.176 Mg 0.084 0.000 0.000 Mg 0.027 0.021 0.021 0.021 Zn 0.126 0.122 0.122 Zn 0.132 0.098 0.098 0.098 P 0.115 0.110 0.110 P 0.120 0.088 0.088 0.088 B 0.000 - - B 0.000 0.000 0.000 0.000 Mo 0.005 0.000 0.000 Mo 0.000 0.000 0.000 0.000 Na 0.000 0.000 0.000 Na 0.000 0.000 0.000 0.000 S.Ash 0.98 1.34 1.22 S.Ash 1.2 0.88 0.88 0.88 NOACK 10 10 9 NOACK 6 7 6 5 Density 0.872 0.874 0.872 Density 0.884 0.894 0.896 0.899 Base Number 9.7 10.7 9.4 Base Number 9.7 7.2 7.2 7.2

Diesel SP Diesel HD PRODUCT SAE 10W-40 15W-40

V40 90 115

V100 14.2 15.1 VI 165 136 CCS 4140 6360 Ca 0.174 0.122 Mg 0.072 0.084 Zn 0.088 0.126 P 0.081 0.115 B - 0.000 Mo 0.000 0.005 Na 0.000 0.000 S.Ash 1.05 0.99 60 NOACK 9 9.4 Density 0.864 0.880 Base Number 12.3 9.6

59 Guide to Oils and Greases

SMALL ENGINE FOUR STROKE PRODUCT MARINE OUTBOARD SYNMARINE OUTBOARD Viscosity 10W-30 20W-50 30 TWO STROKE OIL TWO STROKE V40 74 176 94 V40 48 45 V100 11.4 19.1 11.0 V100 8.3 7.9 VI 147 123 102 VI 93 147 Flash Point, ºC 216 226 231 Flash Point, ˚C 115 140 Calcium, % Mass 0.256 0.000 0.000 Calcium, % mass 0.000 0.000 Magnesium, % Mass 0.000 0.117 0.117 Zinc, % mass 0.000 0.000 Phosphorus, % Mass 0.107 0.105 0.105 Phosphorous, % mass 0.000 0.000 Zinc, % Mass 0.098 0.117 0.117 Density @ 15˚C 0.867 0.960 Molybdenum, mass % 0.000 0.000 0.000 Sulphated Ash, % mass 0.00 0.00 Density @ 15ºC 0.859 0.877 0.894 Base Number 5.2 - Sulphated Ash, Mass % 1.000 0.67 0.67 Base Number 8.3 6.0 6.0 PRODUCT SMALL ENGINE SMALL ENGINE SIN TWO GREENKEEPERS HI-PER TWO STROKE MARINE ENDURO HD OIL TWO STROKE STROKE OIL FOUR MOTORCYCLE (MOTORCYCLES) OIL STROKE OIL V40 71 57 39 OIL V100 9.7 9.0 7.8 Viscosity 10W-50 25W-70 50-70 VI 116 136 175 V40 125 269 281 Flash Point, ˚C 115 97 94 V100 18.1 28.1 28.8 Calcium, % mass 0.027 0.039 0.000 VI 162 138 137 Zinc, % mass 0.000 0.000 0.000 CCS 5,155 6,379 5,336 Phosphorous, % mass 0.000 0.000 0.000 Ca 0.207 0.207 0.207 Density @ 15˚C 0.880 0.862 0.890 Mg 0.000 0.000 0.000 Sulphated Ash, % mass 0.09 0.09 0.01 Zn 0.132 0.176 0.176 Base Number 1.7 1.6 2.5 P 0.121 0.160 0.160 B 0.000 0.000 0.000 Density @ 15ºC 0.873 0.890 0.890 Sulphated Ash, Mass % 0.91 0.98 0.98 Base Number 7.4 7.4 7.4

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61 Guide to Oils and Greases

GEAR OILS LIMSLIP GEAR OILS SIN MAN SIN RACE HDPS SIN 75 SIN 80 SAE Viscosity 80W-90 85W-140 140 TRANS GEAR 110 FLUID V40 135 371 455 SAE Viscosity 75W-90 80W-140 75W-85 85W-110 75W V100 15.7 27.2 30.7 V40 108 241 72 306 43 VI 121 98 96 V100 15.7 28.2 11.7 23.8 7.4 Brookfield Viscosity 136,600 52,900 NA VI 154 153 158 98 138 KRL Viscosity Pour Point, ˚C -30 -9 -6 Flash Point, ˚C 210 214 236 cSt @ 100˚C 13.6 26.5 11.0 23.8 TBA AfterShear Calcium, % mass 0.00 0.00 0.00 Brookfield Viscosity 122,000 44,650 88,250 NA TBA Zinc, % mass 0.00 0.00 0.00 Pour Point, ˚C -47 -41 -42 -18 TBA Phosphorus, % mass 0.099 0.099 0.099 Flash Point, ˚C 200 210 218 254 200 Density @ 15˚C 0.881 0.912 0.914 Phosphorus, 0.174 0.186 0.130 0.046 0.142 % mass MANUAL TRANSMISSION OILS Density @ 15˚C 0.887 0.896 0.871 0.920 0.880 MANUAL TRANS- TRANS- GEAR OIL 70 75 80 AXLE 75 AXLE 80 Zinc, % mass 0.000 0.000 0.139 0.043 0.139 SAE Viscosity 70W-75 75W-80 80W-85 75W-90 80W-85 HYPOID GEAR OILS V40 34 55 108 97 95 SAE Viscosity 80W-90 85W-140 140 V100 6.9 10.4 13.1 15.7 11.2 V40 146 337 455 VI 171 182 117 172 104 Brookfield V100 15.2 28.2 30.7 82,700 11,880 92,000 98,000 37,000 Viscosity VI 105 113 96 KRL, Viscosity Brookfield Viscosity TBA TBA NA cSt @ 100˚C NA 8.5 NA 14.0 NR Flash Point, ˚C 203 214 187 AfterShear Calcium, % mass 0.00 0.00 0.00 Pour Point, ˚C -65 -51 -27 -42 -36 Zinc, % mass 0.00 0.00 0.00 Flash Point, ˚C 202 192 200 200 187 Magnesium Phosphorus, % mass 0.030 0.030 0.099 0.090 0.000 0.000 0.000 0.000 % mass Density @ 15˚C 0.901 0.911 0.914 Calcium, % 0.000 0.337 0.335 0.000 0.000 mass Zinc, % mass 0.131 0.139 0.139 0.00 0.00 Phosphorus, 0.119 0.142 0.130 0.067 0.051 % mass Density @ 15˚C 0.876 0.865 0.875 0.871 0.886 64

63 Guide to Oils and Greases

HEAVY DUTY TRANSMISSION OILS AUTOMATIC TRANSMISSION FLUIDS FLEET FLEET FLEET SYN SIN COMP ATF TOP UP TRANS GEAR GEAR FLEET AUTO 33 C4 30 50 50 V40 38 55 SAE Viscosity (engine) 10W 30 50 50 V100 7.4 9.3 SAE Viscosity (gear) NA 85 90 90 VI 160 152 V40 34 93 235 132 Brookfield Viscosity NA 50,700 V100 6.0 11.5 20.0 17.5 VI 123 112 98 146 Flash Point, ˚C 200 200 Cold Cranking Viscosity Calcium, % mass 0.000 0.000 CCS 3,005 NA NA NA Zinc, % mass 0.000 0.000 Brookfield Viscosity NA NA NA 104,000 Phosphorus, % mass 0.021 0.031 Flash Point, ˚C 200 214 240 221 Boron, % mass 0.000 0.014 Calcium, % mass 0.242 0.242 0.242 0.005 Density @ 15˚C 0.857 0.863 Zinc, % mass 0.109 0.109 0.109 0.000 ATF FM5 CVT FLUID V Phosphorus, % mass 0.092 0.092 0.092 0.128 Density @ 15˚C 0.860 0.875 0.901 0.860 V40 34 34 AUTOMATIC TRANSMISSION FLUIDS V100 7.2 7.4 VI 183 192 ATF DX-VI ATF DX-III ATF MHP Brookfield Viscosity 11,977 12,060 V40 30 38 36 Pour Point, ˚C -51 NA V100 6.0 7.9 7.4 Flash Point, ˚C 204 190 VI 151 189 178 Calcium, % mass 0.026 0.024 Brookfield Viscosity 12,030 11,298 13,000 Zinc, % mass 0.000 0.000 Pour Point, ˚C -54 -53 -54 Phosphorus, % mass 0.065 0.038 Flash Point, ˚C 200 185 226 Boron, % mass 0.027 0.027 Calcium, % mass 0.000 0.000 0.000 Density @ 15˚C 0.852 0.852 Zinc, % mass 0.000 0.000 0.000 Phosphorus, % mass 0.019 0.029 0.031 Boron, % mass 0.000 0.013 0.014 Density @ 15˚C 0.846 0.848 0.848

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65 Guide to Oils and Greases

POWER STEERING FLUIDS HYDRAULIC JACK OIL MB15 LEVELLING FLUID POWER PAS LHM LDAS HPSO ISO Viscosity 46 15 STEERING FLUID PLUS V40 44.6 15.6 FLUID V100 6.7 3.9 V40 62 25.6 18.6 18.5 77 VI 103 151 V100 10.4 6.4 6.4 6.3 11.8 Flash Point, oC 225 200 VI 157 196 346 340 146 Calcium, % mass 0.000 0.000 Flash Point, ˚C 218 185 150 132 190 Zinc, % mass 0.032 0.000 Sodium, % mass 0.000 0.000 0.007 0.017 0.000 Phosphorus, %mass 0.025 0.000 Zinc, % mass 0.139 0.000 0.000 0.000 0.139 Density @ 15˚C 0.877 0.835 Phosphorus, 0.130 0.021 0.007 0.000 0.130 % mass INDUSTRIAL GEAR OILS Colour Natural Green Green Green Natural Density @ 15˚C 0.873 0.860 0.846 0.830 0.873 GEAR OIL EP GEAR OIL SYN HYDRAULIC OILS ISO Viscosity 150 220 320 460 680 220 INDUS HV AGMA No 4EP 5EP 6EP 7EP 8EP 5EP ISO Viscosity 46 68 100 V40 158 227 322 471 658 220 V100 15.2 19.4 25.1 32.0 53.5 23.0 V40 46 71 103 VI 98 96 95 96 141 124 V100 8.3 11.7 14.6 Flash Point, ˚C 260 262 252 255 250 238 VI 157 160 147 Pour Point, ˚C -33 -27 -21 -12 -9 -37 DIN 51382 30 Cycle Viscosity After Shear TIMKEN, OK Load kg 32 32 32 32 32 32 cSt @ 100ºC 8.29 11.5 14.3 FZG Pass Stage 12 + 12 + 12 + 12 + 12 + 12+ Pour Point, ºC -36 -27 -27 Density @ 15˚C 0.868 0.871 0.873 0.875 0.883 0.872 Flash Point, ºC 205 228 208 Phosphorus, %mass 0.023 0.023 0.023 0.023 0.023 NA FZG Pass Stage 11 11 11 Calcium, % mass 0.000 0.000 0.000 Zinc, % mass 0.000 0.000 0.000 Phosphorus, %mass 0.000 0.000 0.000 Density @ 15ºC 0.855 0.867 0.871 Colour Green Green Green

PRO HYDRAULIC OILS ISO Viscosity 32 46 68 68 V40 30.2 44.6 72.1 V100 5.1 6.7 9.0 VI 94 103 98 Flash Point, ˚C 210 225 245 Calcium, % mass 0.000 0.000 0.000 Zinc, % mass 0.032 0.032 0.032 Phosphorus, %mass 0.025 0.025 0.025 Density @ 15˚C 0.869 0.877 0.885 67 Guide to Oils and Greases

SLIDEWAY AND AIRTOOL OILS

ROCKSLIDE EXTREME QCA GREASE MX9 ISO Viscosity 68 320 PRESSURE GREASE V40 69 27.7 Type Lithium Mixed V100 10.5 31.3 NLGI Grade 2 2 VI 141 119 Base Oil ISO Viscosity 320 680 Flash Point, ˚C 192 250 Drop Point, ˚C 190 >250 Phosphorus, %mass 0.027 0.027 Colour Red Grey TIMKEN OK Load, kg 18 NA CUTTING FLUIDS Four Ball Weld Load, kg 400 >800 SOLUBLE OIL HONING OIL MOLYGREASE GRAPHITE Type Emulsifiable Neat EP 3% GREASE Viscosity, cSt @ 40˚C 36 13 Type Lithium Calcium Flash Point, ˚C 200 168 NLGI Grade 2 3 Density @ 15˚C 0.884 0.880 Base Oil ISO Viscosity 220 220 Colour White(emuls) Brown Drop Point, ˚C 190 80 Odour Bland Bland Colour Grey-Black Grey-Black TIMKEN OK Load, kg 18 NA GREASES Four Ball Weld Load, kg 250 NA HIGH TEMP. WHEEL INDGREASE BM3 Solids Content 3% 15% BEARING GREASE Type Lithium Complex Bentone NLGI Grade 2 3 NLGI Performance GC/LB NA Base Oil ISO Viscosity 220 100 Drop Point, ˚C 270 Non-melt Colour Purple Grey-Black TIMKEN OK Load, kg 22 NA

Four Ball Weld Load, kg 620 NA

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69 Guide to Oils and Greases

COPPER-EZE WATER PUMP GREASE Type Bentone Calcium NLGI Grade 1.5 4 Base Oil ISO Viscosity 460 NA Drop Point, ˚C Non-melt 80 Colour Copper Yellow TIMKEN OK Load, kg NA NA Four Ball Weld Load, kg NA NA

SEMI FLUID RUBBER GREASE GREASE Type Polymer Bentone NLGI Grade 00 2 Base Oil ISO Viscosity 880 320 Drop Point, ˚C 105 275 Colour Brown Red TIMKEN OK Load, kg 18 NA Four Ball Weld Load, kg 250 NA

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71 Guide to Oils and Greases

after a sample of lubricating oil has been exposed to high INDUSTRY TERMS temperatures under ASTM Method D189 (Conradson) ACEA – Association des Contructuers Europeens or D524 (Ramsbottom). de l’Automobile. CENTISTOKE (cSt) – (see VISCOSITY) ACID NUMBER – (see NEUT NUMBER) CENTIPOISE (cP) – (see VISCOSITY) AGMA – American Gear Manufacturers Association, CHANNELLING – formation of a ‘groove’ in grease (or in one of whose activities is the establishment and promotion oil too viscous to flow readily under existing conditions). of standards for gear lubricants. COMPOUNDED OIL – a blend of petroleum oil with small ANTI-FOAM AGENT – (see FOAM INHIBITOR) amounts of fatty or synthetic fatty oils ANTI-WEAR AGENT – An additive that minimises wear COPPER STRIP CORROSION – evaluation of a product’s caused by metal-to metal contact during conditions of tendency to corrode copper or copper alloys, ASTM D130. mild boundary lubrication (e.g. stops and starts, oscillating motion). The additive reacts chemically with, CORROSION INHIBITOR – a lubricant additive and forms a film on, metal surfaces under normal for protecting surfaces against chemical attack from operating conditions. contaminants in the lubricant. ANTI-OXIDANT – (see OXIDATION INHIBITOR) DEMULSIBILITY – test time required for a specified oil- water emulsion to break, using ASTM D1401 test method. API – (American Petroleum Institute) – society organised to further the interests of the petroleum industry. DETERGENT – an additive in crankcase oils generally combined with dispersant additives. A detergent chemically ASH CONTENT – non-combustible residue of a lubricating neutralises acidic contaminants in the oil before they oil (also fuels) determined in accordance with ASTM D582 become insoluble and fall out of the oil, forming sludge. – also D874 (sulphated ash). DISPERSANTS – operate to break up insoluble contaminant ASTM – (American Society for Testing and Materials) – particles already formed. Particles are kept finely divided organisation devoted to “the promotion of knowledge so that they can remain ‘dispersed’ or colloidally suspended of the materials of engineering, and the standardisation in the oil. of specifications and methods of testing DROPPING POINT – the temperature at which a AUTO IGNITION TEMPERATURE – See description under grease changes from semisolid to a liquid state under FLASH POINT. test conditions. BASE NUMBER – (see NEUT NUMBER) EMULSION – a mechanical mixture of two mutually BOUNDARY LUBRICATION – a state of lubrication insoluble liquids (such as oil and water). characterised by partial contact between two metal surfaces, and partial separation of the surfaces by a fluid film of 74 lubricant. Due to metal-metal contact, severe wear can take place during boundary lubrication. BROOKFIELD VISCOSITY – viscosity, in centipoises, as determined on the Brookfield viscometer (ASTM D2983). The operating principle for the Brookfield viscometer is the torque resistance on a spindle rotating in the fluid being tested. CARBON RESIDUE – percent of coked material remaining 73 Guide to Oils and Greases

EP AGENT – an additive to improve the extreme pressure odour of fuels and lubricant basestocks. properties of a lubricant. HYDRODYNAMIC LUBRICATION – a lubrication FIRE POINT - the minimum sample temperature at hich regime characterised by a full fluid film between two vapor is produced at a sufficient rate to sustain combustion. moving surfaces. FLASH POINT – minimum temperature of a petroleum INHIBITOR – additive for the control of an undesirable product or other combustible fluid at which vapor is phenomenon in grease, oils, or fuels, etc., for example: produced at a rate sufficient to yield a combustible mixture. oxidation inhibitors, rust inhibitors, foam inhibitors, etc. FOAM INHIBITOR – an additive which causes foam to ISO – (International Organization for Standardisation) – an dissipate more rapidly. It promotes the combination of organisation which establishes internationally recognised small bubbles into large bubbles which burst more easily. standards for products and test methods. FOUR BALL TESTS – two test procedures based on the NEUT NUMBER – or NEUTRALIZATION NUMBER: same principle – the Four-Ball EP Test (ASTM D2596) the specific quantity of reagent required to ‘neutralise’ and Four-Ball Wear Test (ASTM D2266). The three lower the acidity or alkalinity of a lube oil sample balls are clamped together to form a cradle upon which OXIDATION – A form of chemical deterioration to which the fourth ball rotates in a vertical axis. The balls are petroleum products like most other organic materials immersed in the lubricant under investigation. The FOUR are subject. BALL WEAR TEST is used to determine the relative wear-preventing properties of lubricants operating under OXIDATION INHIBITOR – chemical added in small boundary lubrication conditions. The FOUR-BALL EP TEST quantities to a petroleum product to increase its oxidation is designed to evaluate performance under much higher resistance and hence to lengthen its service or storage life. unit loads Two values are generally reported – LOAD WEAR INDEX (formerly mean Hertz load) and WELD POISE – CGS unit of absolute viscosity: shear stress POINT. (in dynes per square centimetre) required to move one layer of fluid along another, over a total layer thickness HYDROCRACKING – is a process which is used by of one centimetre at a shear rate of one centimetre per a few manufacturers of superior quality lubricant second. The CENTIPOISE (cP) is 1/100 of a poise and basestock. In the process, a petroleum feedstock is is the unit of absolute viscosity most commonly used. reacted with hydrogen, in the presence of a catalyst, at very high temperatures (400-425°C) and pressures POUR POINT – is a widely used low-temperature flow (3000 plus psi). Under these severe conditions, virtually indicator and is 3°C above the temperature to which all the aromatic hydrocarbons present are isomerised a normally liquid petroleum product maintains fluidity. and saturated to yield a basestock containing 96% to RUST INHIBITOR – a lubricant additive for protecting 99.5+% saturated hydrocarbons. The process also virtually ferrous (iron and steel) components from rusting caused eliminates all traces of sulphur, nitrogen and oxygen- by water contamination or other harmful materials from containing impurities.Hydrocracking produces very high quality, synthetic-like basestocks, which when blended 76 with carefully selected additives, give extremely stable lubricants of a synthetic level performance. HYDROFINISHING – (see HYDROTREATING) HYDROTREATING – a generic name for a refinery process for treating fuels and lubricant feedstocks, at elevated temperatures, in the presence of pressurised hydrogen and a catalyst. This relatively mild process is sometimes called ‘Hydrofinishing’ and is used to improve the colour and 75 Guide to Oils and Greases

oil degradation. SAPS – Sulphated Ash, Phosphorus and Sulphur. Basic chemical specifications in engine oils that are being further limited as emissions requirements tighten. SCR – Selective Catalytic Reduction. Exhaust emissions treatment system used mainly on heavy duty trucks SCUFFING – engine wear resulting from the localised welding and fracture of rubbing surfaces. SOLVENT EXTRACTION – a traditional refinery process that is used to upgrade chemical and physical properties in the manufacture of lube oil basestocks. STLE – Society of Tribologists and Lubrication Engineer. SULPHATED ASH – (see ASH) SYNTHETIC LUBRICANTS - lubricants manufactured by a process where a chemical conversion or transformation of one complex mixture of molecules into another complex mixture takes place. Common types of synthetic base oil include: • Polyalpha olefins • Hydrocracked/HydroIsomerised Unconventional Base Oils (UCBOs) • Organic esters • Polyglycols TIMKEN OK LOAD – measure of the extreme pressure properties of a lubricant. TOTAL BASE NUMBER – (see NEUT NUMBER) VISCOSITY – measure of a fluid’s resistance to flow. It is ordinarily expressed in terms of the time required for a standard quantity of the fluid at a certain temperature to flow through a standard orifice. VISCOSITY INDEX (V.l.) – an indicator of the rate of change of viscosity with temperature. 78 VOLATILITY – that property of a liquid that defines its evaporation characteristics.

77 Guide to Oils and Greases

PERMANENT VS MODERN BASE OILS

TEMPORARY SHEAR Current trend is toward Group II and Group III The below diagrams show the two types of shear that Separation process – Conversion process can occur with viscosity index improvers (VII). Permanent Hydrocracking with (wax) hydroisomerization provides Shear is defined as the physical breaking apart of the greatest flexibility polymer into smaller pieces and hence the oil suffers from a permanent loss of viscosity. Temporary shear Hydroprocessing technology can be integrated with occurs when the polymer is squashed but does not existing solvent refineries break apart and hence “springs back” to its original Slack wax and Gas to Liquids (GTL) products can be size after going through the area of high stress. used to produce base oils similar to PAO.

Normal polymer coil in oil Group 1

Non-reversible Reversible Solvent Refining Separation process (Temporary Shear) (Permanent Shear) • Remove Aromatics • Remove Wax • May include “Hydro Finishing”

Rupture of coil under Polymer coil is squashed permanent shear under temporary shear forces

The shearing effect occurs when the oil is forced through areas of tight clearances or is “squashed” (eg cam lobe to follower) and if the gap is too small, then the polymer will rupture.

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Penrite SIN 15 and 25 are formulated “shear free” and do not use any polymers but use special base oil combinations to achieve the desired viscosity grades. As such, there are no components in the oil that can suffer from Permanent shear so the oil holds its original viscosity for the life of the 79 oil drain. Guide to Oils and Greases

Primary process for Group II/III base oils Hybrid Process is all Hydroprocessing Utilizes existing Group I plant • Molecular conversion • Wax production can be maintained • Hydrocracking • Increased VI via hydroprocessing of solvent • Catalytic dewaxing (wax cracking) extracted material • Hydroisomerization • Relatively mild conditions vs. Hydrocracking • Dewaxing can be either solvent or catalytic

Slack Wax Hydroisomerization Production of high VI Group III base oils • Production limited to slack wax availability and quality

Dewaxing can be either solvent or catalytic

Gas to Liquids (GTL) Conversion Technology for converting methane to liquid products ty • Sulfur and nitrogen free • Very low aromatic content • Products are very much like PAOs.

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Hydroprocessed based oils – what do they look like? SYNTHETIC BASE OILS – Group II MAN MADE TYPE • 400°C PAOs – Poly alpha olefins • >500 psi H PAOs are derived from the oligomerization of • Removes sulfur & nitrogen 1-decene • Converts aromatic hydrocarbons to 1-decene is derived from the oligomerization of high cycloparaffins. purity ethylene (C2H4) Converts aromatic hydrocarbons to cycloparaffins PAOs are extremely pure • Identical molecules • No sulfur or phosphorus • No wax Group III So from a “purity perspective”, the graph • 425-430°C looks like this. • 1,500-3,000 psi H • Converts cycloparaffins to paraffin chains 1,500-3,000 psi H Converts cycloparaffins to paraffin chains

Esters Manufactured by reacting an acid and an alcohol to give ester plus water. Principal Types of Diesters 84 • Adipates, Phthalates, Azelates, Sebacates, Principal Types of Polyolesters • Glycols, Trimethylolpropane (TMP), Pentaerythritol (PE)

83 Guide to Oils and Greases

HOW DOES A DIFFERENTIAL WORK? Locking differentials contain a mechanism to fully lock both halves of the axle at the same speed: The wheels are connected to the differential unit via half shafts. Power from the transmission drives the • Must not be locked on a hard surface, but quite pinion gear which in turn drives the ring gear. common to improve traction in heavy trucks, especially in poor weather conditions and off-road The ring gear is connected to 1 or 2 pairs of smaller applications. bevel gears (known as spider gears), and ultimately power is transferred to the wheels. • Locking differentials may be automatically activated (when the difference in wheel speeds reaches a It is these smaller bevel gears that form the heart of given point) or driver-actuated. the differential unit: a mechanical device that detects when one wheel is turning faster than the other, and Torque Sensing or Torsen® differentials uses the spider gears to absorb the different speeds of both wheels and allow smooth cornering. • These tend to be complex arrangements of spur, helical and/or bevel gears, which prevent extreme Types of differential differences in wheel speeds, therefore maintaining useful traction at each wheel all the time. The most basic type is an :- • They do not use clutches or electronics, so are both Open differential: reliable and durable, and are used in many rear, • Under good traction, it applies the same torque to front and centre differentials. both wheels Centre differentials manage the power split • However when traction is poor and one wheel slips between front and rear axles or axle pairs, in vehicles on ice or mud, the slipping wheel will receive all the with more than one drive axle: torque whilst the other wheel receives none, even though it does have grip. • Centre differentials can be any of the above mentioned types, or can be a viscous coupling Limited Slip differentials are better in poor similar to a torque converter in operation. traction conditions: Limited slip differentials with electronic control • Similar to open differentials but they have clutch packs inside the differential carrier, which apply Similar to Limited Slip differentials with clutch packs friction between the side gears and the carrier. to prevent slipping of one wheel. The friction of the clutches is controlled externally using sensors at the • The friction from the clutches encourages wheels to detect slipping. The hydraulic pressure the side gears to turn at the same as needed for the clutches is electronically controlled. 86 the differential carrier. • When torque is applied under slippery conditions, friction from the clutch packs prevents the wheel with little traction from spinning wildly and ensures that some torque is transmitted to the other wheel which has grip.

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HOW DOES AN AUTOMATIC Most CVTs only have three basic components: TRANSMISSION WORK? • A high-power metal or rubber belt • A variable-input “driving” pulley Automatic transmissions do not have a solid style conventional clutch like manual transmissions. • An output “driven” pulley Instead, they use a fluid coupling called a torque The variable-diameter pulleys are the heart of a CVT. converter to transmit power from the engine to Each pulley is made of two 20-degree cones facing the transmission. each other. A belt rides in the groove between the The changes in the ratios by the planetary gear sets (as two cones. V-belts are preferred if the belt is made distinct from hypoid or bevel type used in differentials of rubber. or manual gear boxes), are done through the combined When the two cones of the pulley are far apart (when use of multiple disc clutches, one-way clutches and the diameter increases), the belt rides lower in the bands. These are the friction elements. The shift points groove, and the radius of the belt loop going around are now electronically controlled (instead of simple the pulley gets smaller. When the cones are close hydraulic pressure) and these electronics in the valve together (when the diameter decreases), the belt bodies are also reliant on the oil. rides higher in the groove, and the radius of the belt loop going around the pulley gets larger. This is how HOW DOES A CVT WORK? it “changes gear”. CVTs may use hydraulic pressure, centrifugal force or spring tension to create the force necessary to adjust the pulley halves. Variable-diameter pulleys must always come in pairs. One of the pulleys, known as the drive pulley (or driving pulley), is connected to the crankshaft of the engine. The driving pulley is also called the input pulley because it’s where the energy from the engine enters the transmission. The second pulley is called the driven pulley because the first pulley is turning it. As an output pulley, the driven pulley transfers energy to the driveshaft. Both types put specific strains on the oil and it must A CVT (continuously variable transmission) be very shear stable. Penrite CVT Fluid V is our is different again. There are two types of CVT. They primary recommendation for most CVTs, but there 88 both work on the basis of keeping the engine at the is no Penrite product for European CVTs (that most efficient rev range for power and economy. use “Luk“ chains, eg VW/Audi), at this Traditional automatic transmissions use gears. stage. General Motors and VW are Continuously variable transmissions don’t have a among those manufacturers gearbox but they operate on an pulley system that who have specifications allows an infinite variability between highest and for these oils. lowest gears with no discrete steps or shift.

87 Guide to Oils and Greases

HOW DOES A MANUAL Other types of Manual Transmission include: Automated Manual Transmission (AMT) - a manual TRANSMISSION WORK? transmission where shifting and clutch operation is The purpose of a transmission is to provide different done by hydraulic or electric actuators under electronic ratios of speed between the crankshaft of the engine control. Double Clutch Transmission (DCT) - an AMT and the output shaft leading to the final drive. A modified to allow shifting without torque interruption . clutch separates the engine from the driveline to allow This is achieved through employing 2 clutches and an the vehicle to drive away and change gears. The additional countershaft. number of gear sets depends on the number of ratios provided. WHAT IS A DUAL CLUTCH The gears on the Main Shaft are free wheeling and in TRANSMISSION? constant mesh with the gears on the Counter Shaft. To A Dual Clutch Transmission (DCT) is effectively two select a ratio the respective gear on the main shaft is gearboxes in one. Two clutches to eliminate shift shock connected to the shaft after synchronising the speed - one closes as the other opens of the gear to the shaft. Synchronising is necessary to prevent clashing. In low ratio the speed of the engine is high relative to the speed of the car. This provides power for driving away, acceleration and hill climbing. In direct (4th) gear both input and output shafts are running 1:1. In highest gear (5th, 6th or overdrive) the output shaft is turning faster than the crankshaft providing lower noise and fuel saving but less power.

How does gear selection work? Following the route of power from the engine, the Input Shaft is connected to the 2nd gear via the dog Sophisticated electronics and hydraulics control the clutch. As the 2nd gear is in constant mesh with the clutches, just as they do in a standard automatic corresponding gear on the counter shaft the power is transmission. In a DCT, however, the clutches operate transferred to the gear set at the end of the Counter independently. Shaft. Here the power is guided to the Output Shaft. To engage a gear smoothly the clutch between 90 engine and transmission has to be opened. Then both the Input Shaft and the 2nd gear need to be brought to the same speed. This is the purpose of the Synchroniser Ring. The synchroniser ring builds up friction between the synchroniser hub (connected to the input shaft) and the cone on the 2nd gear. As soon as the speeds of hub and gear are equal full engagement can occur. The clutch can be closed again and power can flow. 89 Guide to Oils and Greases

One clutch controls the “odd” gears), while the other controls the “even” gears). Using this arrangement, gears can be changed without interrupting the power flow from the engine to the transmission. The gear shafts have constantly meshed gears and synchronisers, so the driving style is very like a conventional automatic transmission. Some DCTs use a wet clutch system and some use a dry clutch system – so slightly different oils are required. Advantages : No torque loss or limitation • Overcomes “shift shock” associated with the more conventional automated manual transmissions. • Fuel efficiency: +15% vs 5-speed stepped automatic transmissions. • Uses existing manual transmission manufacturing facilities • Better acceleration than a manual transmission • Size The most common DCT at the time or writing is a six speed unit used by the Volkswagen group. They call it a DSG transmission. VW have also lauched a new seven speed DSG. It is felt that these will become widely used and across a wide range of vehicles. High performance vehicles made by Ferrari and BMW (large capacity, high output engines) will be released shortly with a DCT. 92

91 Guide to Oils and Greases

References Afton Chemical - Getting Into Gear 2006. Caltex Lubrication Vol 77 No 1 and Vol 82 No 1. Infineum Trends 2005, 2008 Lubrizol Grease Guide PetroCanada Lubricants Handbook 2004 Afton Chemical - Base Oils 2008

DEXRON® and DEXOS® are registered trademarks of General Motors Corporation MERCON® is a registered trademark of the Ford Motor Company 94 ATF+3® and ATF+4® are registered trademarks of Daimler Chrysler TC-W3® and FC-W® are registered trademarks of NMMA Enviro+, HPR and SIN are registered trademarks of Penrite Oil Company Pty Limited

is a registered trademark of the Penrite Oil Company Pty Limited

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