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The engine oil’s primary job is to lubricate the moving parts. It does this by forming a thin film over the machined surfaces of the engine’s components to prevent them from actually touching each other, and therefore causing friction, wear and damage.

Lubricants however do more than lubricate – they prevent corrosion, take heat away from the combustion chambers aiding the cooling system, and remove any potentially damaging dirt particles from the engine by transmitting them to the oil filter. As the engine oil reduces the friction between engine components, it also affects the fuel economy and even improve the engine’s power output if the correct oil is used.

One of the most important aspects in manufacturing reputable lubricants, is the quality of the raw materials that you start with. The “ingredients” that we use are second to none, which is why our products meet the latest and highest Original Equipment Manufacturers approved requirements. They are designed to advance both the performance of the machinery as well as reduce the emissions, maintenance, and wear and tear of the working parts. Driving further efficiencies in fuel economy our technical teams work hard in their laboratories to ensure the latest technologies maximize results whatever the application.

Oil additives are chemical compounds that improve the lubricant performance of base oil (or oil 'base stock'). Additives have three basic roles:

• Enhance existing base oil properties with antioxidants, corrosion inhibitors, anti-foam agents and demulsifying agents.

• Suppress undesirable base oil properties with pour-point depressants and viscosity index (VI) improvers.

• Impart new properties to base oils with extreme pressure (EP) additives, detergents, metal deactivators and tackiness agents.

Additives come in a wide and varied selection, but all have one common objective, to enhance certain desirable characteristics in a fluid and reduce to impact of the undesirable characteristics. Some of the most common are listed below together with their primary purpose within the finished lubricant.

VISCOSITY MODIFIERS - Allow the lubricant to cover and maintain a viscosity range that would not be possible otherwise.

DISPERSANTS - Prevent soot and other combustion by products and contaminants congealing and creating sludges.

DETERGENTS - Ensure that carbon deposits and varnishes cannot form and keep internal components clean.

BN BOOSTER - BN refers to Base Number which is effectively the ability of the lubricant to neutralise acidic compound created by the fuel combustion process.

ANTI-OXIDANTS - As the name suggests these help the lubricant resist oxidation.

PPD (POUR POINT DEPRESSANTS) - These help the lubricant operate at a lower temperature than it could otherwise, the “pour point” of a lubricant is exactly that, the point at which the lubricant ceases to pour.

ANTI-FOAM - Foam can lead to excessive oxidation; these additives help drastically reduce its formation.

MINERAL OILS is oil that came out of the ground and has then been refined to make it suitable for use in vehicles. During the refning and processing, impurities are removed. Mineral oils are ideal for older vehicles that were developed to run on less technologically advanced lubricants, which can actually have adverse effects on older gaskets and seals.

SYNTHETIC OILS are man-made,and designed with specific properties to meet the exact demands of modern engines and conditions. This makes them more expensive to produce due to a more complex manufacturing process, but because they are tailor-made they provide the best performance, protection and fuel economy. They also remain stable at very high temperatures and fluid at very low temperatures.

SEMI-SYNTHETIC OILS are a blend of mineral and synthetic oils. They provide better performance, protection and fuel economy than mineral oils, but not as good as a full synthetic. Most cars on the road today will use at least semi-synthetic oil, with more modern engines designed to make use of fully-synthetic oils and technology.

All oil types are not suited to all engines. So before choosing between standard mineral oil, semi-synthetic oil or synthetic oil, it is important to follow your vehicle manufacturer’s recommendations

Category Status Service

SP-Current-Introduced in May 2020, designed to provide protection against low-speed pre-ignition (LSPI), timing chain wear protection, improved high temperature deposit protection for pistons and turbochargers, and more stringent sludge and varnish control. API SP with Resource Conserving matches ILSAC GF-6A by combining API SP performance with improved fuel economy, emission control system protection and protection of engines operating on ethanol-containing fuels up to E85.

SN-Current-For 2020 and older automotive engines

SM-Current-For 2010 and older automotive engines.

SL-Current-For 2004 and older automotive engines.

SJ-Current-For 2001 and older automotive engines.

SH-Obsolete-CAUTION: Not suitable for use in most petrol-powered automotive engines built after 1996. May not provide adequate protection against build-up of engine sludge, oxidation, or wear.

SG-Obsolete-CAUTION: Not suitable for use in most gpetrol-powered automotive engines built after 1993. May not provide adequate protection against build-up of engine sludge, oxidation, or wear.

SF-Obsolete-CAUTION: Not suitable for use in most petrol-powered automotive engines built after 1988. May not provide adequate protection against build-up of engine sludge.

SE-Obsolete-CAUTION: Not suitable for use in most petrol-powered automotive engines built after 1979.

SD-Obsolete-CAUTION: Not suitable for use in most petrol-powered automotive engines built after 1971. Use in more modern engines may cause unsatisfactory performance or equipment harm.

SC-Obsolete-CAUTION: Not suitable for use in most petrol-powered automotive engines built after 1967. Use in more modern engines may cause unsatisfactory performance or equipment harm.

SB-Obsolete-CAUTION: Not suitable for use in most petrol-powered automotive engines built after 1951. Use in more modern engines may cause unsatisfactory performance or equipment harm.

SA-Obsolete-CAUTION: Contains no additives. Not suitable for use in most petrol-powered automotive engines built after 1930. Use in modern engines may cause unsatisfactory performance or equipment harm.

Category Status Service

CK-4-Current-API Service Category CK-4 describes oils for use in high-speed four-stroke cycle diesel engines designed to meet 2017 model year on-highway and Tier 4 non-road exhaust emission standards as well as for previous model year diesel engines. These oils are formulated for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or oil drain interval. These oils are especially effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are used. API CK-4 oils are designed to provide enhanced protection against oil oxidation, viscosity loss due to shear, and oil aeration as well as protection against catalyst poisoning, particulate filter blocking, engine wear, piston deposits, degradation of low- and high-temperature properties, and soot-related viscosity increase. API CK-4 oils exceed the performance criteria of API CJ-4, CI-4 with CI-4 PLUS, CI-4, and CH-4 and can effectively lubricate engines calling for those API Service Categories. When using CK-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval recommendations.

CJ-4-Current-For high-speed four-stroke cycle diesel engines designed to meet 2010 model year on-highway and Tier 4 non-road exhaust emission standards as well as for previous model year diesel engines. These oils are formulated for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or drain interval. API CJ-4 oils exceed the performance criteria of API CI-4 with CI-4 PLUS, CI-4, CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories. When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval.

CI-4-Current-Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004 exhaust emission standards implemented in 2002. CI-4 oils are formulated to sustain engine durability where exhaust gas recirculation (EGR) is used and are intended for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils. Some CI-4 oils may also qualify for the CI-4 PLUS designation.

CH-4-Current-Introduced in 1998. For high-speed, four-stroke engines designed to meet 1998 exhaust emission standards. CH-4 oils are specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, and CG-4 oils.

CG-4-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 2009.

CF-4-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 2009.

CF-2-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 2009. Two-stroke cycle engines may have different lubrication requirements than four-stroke engines, so the manufacturer should be contacted for current lubrication recommendations.

CF-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 2009. Later “C” category oils are usually suitable or preferred for diesel automotive engines for which “CF” oils were specified. Older equipment and/or two-stroke diesel engines, especially those calling for monograde products, may however require “CF” category oil.

CE-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 1994.

CD-II-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 1994.

CD-Obsolete-CAUTION: Not suitable for use in most diesel-powered automotive engines built after 1994.

CC-Obsolete-CAUTION: Not suitable for use in most diesel-powered engines built after 1990.

CB-Obsolete-CAUTION: Not suitable for use in most diesel-powered engines built after 1961.

CA-Obsolete-CAUTION: Not suitable for use in most diesel-powered engines built after 1959.

FA-4-Current-API Service Category FA-4 describes certain XW-30 oils specifically formulated for use in select high-speed four-stroke cycle diesel engines designed to meet 2017 model year on-highway greenhouse gas (GHG) emission standards. These oils are formulated for use in on-highway applications with diesel fuel sulfur content up to 15 ppm (0.0015% by weight). Refer to individual engine manufacturer recommendations regarding compatibility with API FA-4 oils. These oils are blended to a high temperature high shear (HTHS) viscosity range of 2.9cP–3.2cP to assist in reducing GHG emissions. These oils are especially effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are used. API FA-4 oils are designed to provide enhanced protection against oil oxidation, viscosity loss due to shear, and oil aeration as well as protection against catalyst poisoning, particulate filter blocking, engine wear, piston deposits, degradation of low- and high-temperature properties, and soot-related viscosity increase. API FA-4 oils are not interchangeable or backward compatible with API CK-4, CJ-4, CI-4 with CI-4 PLUS, CI-4, and CH-4 oils. Refer to engine manufacturer recommendations to determine if API FA-4 oils are suitable for use. API FA-4 oils are not recommended for use with fuels having greater than 15 ppm sulfur. For fuels with sulfur content greater than 15 ppm, refer to engine manufacturer recommendations.

Specification

Description

Application

GL-5

Oil with high EP (Extreme Pressure) additives-equivalent to MIL-L-2105D specification.

Hypoid gear wheels under very heavy stress.

GL-4

Oils with medium EP additives-equivalent to MIL-L-2105A specification.

Manual transmissions, hypoid gearboxes under moderate stress.

GL-3

Oils with anti-wear additives.

Manual transmissions, conical gearboxes under minor stress.

GL-2

Oils containing greasy materials.

Industrial transmissions for worn screws.

GL-1

Pure mineral oils.

Tractor and commercial vehicle manual transmissions. None EP.

ACEA European Oil Sequences for Service-Fill Oils

This page details the ACEA European Oil Sequences for Service – Fill Oils for Petrol Engines, Light Duty Diesel Engines, Petrol and Diesel Engines with after treatment devices and for Heavy Duty Diesel engines. These sequences define the minimum quality level of a product for presentation to ACEA members.

A/B: Petrol and Diesel Engine Oils

A3/B4 Stable, stay-in-grade engine oil intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines, but also suitable for applications described under A3/B3. A5/B5 Stable, stay-in-grade engine oil intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed for low viscosity engine oils with HTHS viscosity of 2.9 to 3.5 mPa•s. These engine oils are unsuitable for use in certain engines - consult vehicle-OEM’s owner’s manual/handbook in case of doubt. A7/B7 Stable, stay-in-grade engine oil intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed for low viscosity engine oils with HTHS viscosity of 2.9 to 3.5 mPa•s. Relative to A5/B5 these engine oils provide also low speed pre-ignition- and wear protection for turbocharged petrol DI engines as well as turbocharger compressor deposit (TCCD) protection for modern DI diesel engines. These engine oils are unsuitable for use in certain engines - consult vehicle-OEM’s owner’s manual/handbook in case of doubt.

C: Catalyst Compatibility Engine Oils

C2 Stable, stay-in-grade engine oil with mid-SAPS Level, for aftertreatment system compatibility. Intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed for low viscosity engine oils with a minimum HTHS Viscosity of 2.9 mPa•s. C3 Stable, stay-in-grade engine oil with mid-SAPS Level, for aftertreatment system compatibility. Intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed for engine oils with HTHS viscosity of minimum 3.5 mPas. C4 Stable, stay-in-grade engine oil with low-SAPS Level, for aftertreatment system compatibility. Intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed for engine oils with HTHS viscosity of minimum 3.5 mPa•s. C5 Stable, stay-in-grade engine oil for improved fuel economy, with mid-SAPS Level, for aftertreatment system compatibility. Intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed and OEM-approved for engine oils with HTHS viscosity of minimum 2.6 mPa•s. C6 Stable, stay-in-grade engine oil for improved fuel economy, with mid-SAPS Level, for aftertreatment system compatibility. Intended for use at extended oil drain intervals in passenger car and light-duty petrol & DI diesel engines designed and OEM-approved for engine oils with HTHS viscosity of minimum 2.6 mPa•s. Relative to C5 these engine oils provide also low speed pre-ignition- and wear protection for turbocharged petrol DI engines as well as turbocharger compressor deposit (TCCD) protection for modern DI diesel engines. SAPS: Sulphated Ash, Phosphorus, Sulphur HTHS: High Temperature High Shear Viscosity DI: Direct Injection DPF: Diesel Particle Filter GPF: Gasoline (Petrol) Particle Filter TWC: Three-Way Catalyst

E: Heavy Duty Engine Oils

E4 Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly-rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, eg significantly extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines without particulate filters, for some EGR engines and some engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers, so driver manuals and/or dealers must be consulted if in doubt. E7 Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly-rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, eg extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines without particulate filters, and for most EGR engines and most engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers, so driver manuals and/or dealers must be consulted if in doubt. E8 Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly-rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI emission requirements and running under very severe conditions, eg significantly extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction systems. E8 quality is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low-sulphur diesel fuel. However, recommendations may differ between engine manufacturers, so driver manuals and/or dealers must be consulted if in doubt. E11 Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI emission requirements and running under severe conditions, eg extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines with or without particulate filters, and for most EGR engines and for most engines fitted with SCR NOx reduction systems. E11 is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low-sulphur diesel fuel. However, recommendations may differ between engine manufacturers so driver manuals and/or dealers should be consulted if in doubt.

Gear oil is a lubricant for manual transmission while transmission fluid is a lubricant for the automatic transmission of semi-trucks and other heavy and light-duty vehicles. In essence, they perform the same functions. However, they differ in chemical composition.

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Thick, very dark, or black engine oil usually indicates that your oil has been exposed to dirt or dust contaminants that lead to a soot build-up.

Direct injection gasoline engines produce soot over time that causes standard motor oil to turn black and thick

This is a good question. Yes, you can use compressor oil to lubricate air tools. You can use any “light” oil to do the same job. But, the oil must be compatible with the tool’s seals and the airline material. It is not recommended to use WD40 or 3 in One type oils. Products with an ISO number of 10 - 15 would be ok.

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