What is motor oil made from?
Question: Is synthetic motor oil made from crude oil?
AKINAWA OIL expert opinion: Most motor oils are made from a base stock and special additives. Let us consider the process of base stock production. Conventional oils are made from crude oil that is pumped from under the ground. Crude oil consists of a complex mixture of molecules that form chains and rings of various sizes and shapes. Long chains of carbon atoms produce a thick, slowly flowing viscous fluid, while shorter chains produce fluid that flows more freely.
In an oil refinery, crude oil initially undergoes a process of separation by vacuum distillation, based on viscosity characteristics. Long complex carbon chains are used to produce asphalt materials good for roofing tar and road works. The very short-chain and ring compounds of carbon are volatile and ideally suitable for production of gasoline and other petroleum products including motor oil.
Question: What technologies are used to derive high quality base stock from crude oil?
AKINAWA OIL expert opinion: Just below we will talk about several key technologies used to derive a high quality base stock. It is worth noting that all oil refining technologies are designed primarily to separate crude oil from all unwanted chemicals and particles and secondly to enhance some properties and special characteristics. While oil-refining technologies is an advanced science, small quantities of such pollutants as sulfur and reactive hydrocarbons, cannot be completely removed from crude oil products and may end up in a car’s engine. The crude oil refining process removes such undesirable elements as wax, sulphur and nitrogen compounds. Unsaturated hydrocarbons get extracted or converted into more stable compounds.
Question: What are these technologies?
AKINAWA OIL expert opinion: To minimise the negative impact of crude oil use, the following processing technologies are implemented:
- Hydrotreating process replaces some of the unsaturated hydrocarbons with the addition of hydrogen under pressure and high temperatures. It also helps to remove a large portion of sulfur and some nitrogen compounds, improves colour, oxidation and thermal stability of the resulting oil product. Modern base stock production requires more than just hydrotreating process;
- Solvent Extraction process uses selective solvents to chemically separate natural saturated hydrocarbons from unsaturated. Derived base stocks differ as they have low viscosity index;
- Hydrocracking is an elaborate process, which involves rearranging complex hydrocarbons into, required more-stable combination of saturated molecules. The result of so-called severe hydrocracking is far superior to what can be achieved with hydrotreating and solvent extraction processes. The process called catalytic hydrocracking is used to produce base stocks with high viscosity index.
- Hydroisomerization is a wax conversion process when employed in conjunction with hydrocracking converts all unstable compounds of complex molecules into the most stable form possible. Motor oils derived from petroleum-based products with the help of these chemically significant technologies gives them status and qualities of fully synthetic oils.
Question: Does this imply that one product (crude oil) can provide a different number of base stocks varying, from mineral to fully synthetic oils?
AKINAWA OIL expert opinion: Indeed, use of modern technologies enable us to derive from petroleum products both, mineral and synthetic motor oils, with a variety of temperature and viscosity characteristics. Fully synthetic motor oils are made from high performance synthetic base stocks. Semi-synthetic oils are typically blends of some high performance base stocks with mineral oils. Mineral motor oils are based on conventional mineral base stock. However, nearly all modern motor oils regardless of their base stock type use special additive packages.
Question: What special additives are used to create motor oil formulas?
AKINAWA OIL expert opinion: Primarily motor oil needs to perform a variety of functions under a wide range of engine operating conditions. In order to achieve stability of any given characteristic motor oil is fortified with special additive packages. The total volume of additives in motor oil can reach up to 15-20%.
Use of highly purified base stocks, including Poly-Alpha-Olefin (PAO) along with technologically advanced additive package helps AKINAWA OIL CORPORATION, Japan, not only to produce engine oils adapted to the needs of all modern engines but also to meet the most stringent modern engine oil specifications (such as API SN and SM). Synthetic motor oils AKINAWA come with a popular, among conventional motor oils, range of viscosity characteristics, such as 0W-20, 5W-20, 5W-30 and with a wider line of such grades as 0W-30, 5W-50 and other.
What is the difference between CVT fluid and ATF fluid ?
Most of the people doesn’t know what is different between these 2 types of fluids for CVT and ATF transmission. What if they put into the wrong fluid in their transmission system, it will a big mistake.
In order not to put the wrong fluid, we need to understand the 2 types of fluids first. They work differently in characteristic.
Firstly, we need to know what is ATF and CVT transmission system. ATF stand for (Automatic Transmission Fluid). An automatic transmission, also called auto, self -shifting transmission or AT, this system uses the fluid coupling in a place of a friction clutch, and accomplishes gear changes by hydraulically locking and unlocking a system of planetary gears. These systems have a defined set of gear range, often with a parking pawl that locks the output shaft of the transmission to keep the vehicle from rolling either forward or backward.
There are many sets of gear, Auto Transmission fluid is very important in this system, to provide a lot of lubricant cation and reduce as much fiction as possible when the vehicle is running.
CVT stand for (Continuously Variable transmission), also know as single-speed transmission, steeples transmission or pulley transmission. CVT system doesn’t have set of gears to drive the vehicle. The CVT can change seamlessly through a continuous range of the effective gear rations. The flexibility of a CVT allows the input shaft to maintain a constant angular velocity. A belt-driven design was in the CVT system. There are 2 types of belts, a belt or metal chain belt. The only things that’s make the different for CVT fluid is that the fluid has to produce more fiction rather than less fiction. It is because it’d running on pulley system running by belts, it has to be lubricant cation with more fiction to keep the belt from slipping on the pulley system.
How important is it to use engine flush ?
Why do we use engine flush?
By now, almost everyone reading this article will know the basics of an internal combustion engine and also that the fuel is burnt inside to produce power.
- Well, this combustion of fuel does not convert the entire chemical energy into power, there are some losses.
- Not diving into the technicals, but these losses produce unnecessary but unavoidable products like sludge and carbon deposits.
- This in turn hampers the performance and efficiency of the engine. This is where the engine flush comes in.
What is engine flush?
Now to clear the engine of the harmful deposits, we require a chemical additive that removes all the deposits from the moving parts of the engine.
- The engine flush is added with the old engine oil before draining it.
- Now, to make sure that the engine flush thoroughly cleans the engine, the motor is said to idle for 10-15minutes.
- So, in these 10-15 minutes, the flush will circulate in the entire engine cleaning the various components of the motor. The result is a sweet clear motor with no unnecessary deposits.
- Now the engine oil is drained, to make way for the new engine oil.
But is engine flush really necessary?
In one word, Yes! It is definitely a plus if the engine is flushed regularly. The engine flush helps the engine to return its condition back to its glory.
- Another benefit of the flush is that it acts as an engine condition tester. How you may ask?
- As told repeatedly the flush cleans the internals of the motor from sludge. So, this sludge at times is the only blocker from oil leaking from the engine.
- But well, it is not the sludge that is evil here, it the broken or kaput oil seal which is to blame.
- With this, one can easily find the condition of the engine and also, what all needs to be replaced.
What are the benefits of engine flush?
Using a good quality engine flush like the one from Akinawa is obviously not necessary, but there are numerous benefits of useing Akinawa on your engine flushes .
-
Increases Mileage
Helps increase mileage With use, there is a high chance that sludge gets deposited inside the engine. This unwanted sludge deposit restricts the engine to run at its full potential. Also, it hampers the combustion process inside the cylinder, this, in turn, reduces the efficiency of the engine. Now if we clean the engine using the engine flush, we’ll get a nearly spotless engine that is also efficient.
-
Reduces Emissions
Reduces Exhaust emissions Moving on, flushing the motor also reduces the exhaust emissions coming out of the machine. In a clean engine, nearly perfect combustion takes place. And with this perfect combustion majority of the fuel is converted into mechanical energy in turn reducing the about of unburnt gasses and harmful gases.
-
Cools the Engine
Using the engine flush cleans the walls of the machine that helps in heat dissipation. And with a cooler engine, the engine runs healthy and consumes less fuel.
-
Prepares the Engine
The old engine oil, especially in diesel cars holds a lot of debris and other materials. And running the engine with the contaminated engine oil is bad for the machine. Now, using the engine flush also thoroughly cleans the motor of the old oil. This makes way for a fresh and crystal clear engine oil.
-
Increases Engine Life
Now, with the engine running smooth clean with no sludge or unwanted particle, the life of the engine drastically increases. Hence you get is an efficient engine that runs at its optimum potential.
Why is engine coolant important ?
Coolant VS Water in Radiator– The Pros and Cons
Most people assume that using pure distilled water in their radiator when their car is overheating will solve the problem. With the cost of fuel and the escalating costs of living, the radiator coolant price can just add to all your other car expenses. It’s easy to look for cheaper solutions and naturally water can become a far more attractive solution. Don’t take the easy route, car radiator coolant is essential and this is why.
The difference between using radiator coolant vs water in your radiator Using water to top up your radiator fluid is a common misconception that occurs because many do not understand the way a radiator functions in an engine and the reason that coolant and antifreeze is required. Coolant is a chemical fluid that is required for your car’s cooling system or radiator to work. The cooling system in your car consists of the radiator, which usually has a pressurised cap (do not open this when the radiator or engine is hot under any circumstance!), an overflow bottle, a thermostat and a cooling fan. The purpose of a cooling system in your car is to circulate coolant through the engine which cools the engine and surrounding parts. Coolant is a chemically manufactured product that is premixed with water. Antifreeze is also added to this to stop freezing in cold weather (usually water is also mixed with antifreeze 50/50). Here is a basic antifreeze definition: Antifreeze for car radiators is a chemical product that is added to coolant to stop your car’s radiator fluid from freezing up in icy weather. There are different antifreeze types so check your local mechanic for the correct type for your car as well as antifreeze coolant prices. People are always asking what the difference is between radiator fluid vs coolant as well. It is essentially the same thing, the term coolant and radiator fluid is interchangeable while antifreeze is a different fluid that is added to the coolant mixture. Your radiator fluid or coolant can be with antifreeze or without.
When coolant and antifreeze is mixed with the water it changes the temperature at which the water will freeze or boil. This is essential in a car engine as the purpose of the radiator is to regulate the temperature of the engine as it works. This mixture does not freeze or boil in a hurry and remains in liquid form. So when the car is being used at top speed or for long periods it will serve to cool your engine down without reaching boiling point and when outside temperatures are freezing it will remain liquid and continue to regulate the temperature of your engine by circulating through.
If you use only tap water inside the radiator, your engine and radiator can start building up deposits of minerals from the water that can damage it. Distilled water is safer but it can also rust and corrode from the water, mineral or tap. This will eventually lead to serious engine and radiator damage. One of the main ingredients in antifreeze is ethylene glycol which does not corrode metals and actually provides a kind of protective coating to the metal parts of the engine and radiator, extending the life cycle. There are also additives in coolants and antifreeze that are meant to reduce corrosion. This is why specific vehicles require specific coolants and antifreeze. In addition to this, it also prevents rust which water encourages. It is essential to have the correct ratio for the mixture of water and coolant as this also affects the performance of the coolant and the engine. Too little water will mean the coolant is too thick to circulate efficiently and too much water will mean the coolant solution will not work properly. Quite often, engine damage occurs due to neglect of the cooling system and using only water instead of a coolant. Over long periods of time this can cause engine failure. Taking care of your radiator and your cooling system in your car is essential especially in hot climates like South Africa. By regularly checking for leaks and ensuring you flush your coolant and use clean antifreeze coolant regularly you can protect your car from unnecessary costly damage. Check that your coolant is in order by looking into the overflow bottle regularly.
If it looks low wait till your engine is cool and remove the radiator filler cap to check further. If you need a coolant change (if the coolant is looking thick and sludgy or discoloured for instance) or you need to top up contact your local car service centre for assistance. Do not pour any coolant into radiator or reservoir before checking with a professional first. While, it is possible to do a coolant top up yourself you need to make sure you have the correct knowledge to do this and the right product for your specific model of car first. There are lots of radiator coolant types so consult your car manufacturer and mechanic and once you have the correct product, you can top up your radiator coolant. It is important to note here that coolant is poisonous and toxic so you will need to store it somewhere where children and pets cannot access it. This is because the radiator coolant and antifreeze color is bright and the taste is a bit sweet. It can easily be eaten by pets or children when left unattended in an easily accessible location. Due to antifreeze ingredients being so toxic coolant and antifreeze poisoning can be fatal.If you find that you are constantly topping up coolant then it is possible you have a radiator coolant leak. Check for puddles of brightly coloured coolant under your car. If you do have a leak you may need to send your radiator in for repairs. It is possible for you not to see any coolant leaking out because the leak is inside the engine, which is more serious, so make sure you check everything thoroughly if your coolant is mysteriously disappearing. Consult a mechanic as well to prevent unnecessary and costly damage to your car and engine. They will usually be able to tell you if it is necessary to bring your car in. The most obvious sign of an issue with your cooling system is an overheating car, in this case as mentioned above, do not stop your car and fill it with pure distilled water. This leads to more damage, rather call for roadside assistance and have your car checked out.
API and ILSAC Standards 2020 – Why to Switch to New Oils?
On 1 May 2020, the International Lubricants Standardization and Approval Committee introduced new gasoline engine oil standards ILSAC GF-6A, GF-6B and API SP. How important is this for a private car owner whose car is already on the road and was designed and produced when there was no API SP?
Take, for example, the recent ILSAC GF-5 standard, which is still valid. For the end user, the difference between ILSAC GF-5 and the obsolete ILSAC GF-4 is in some fuel economy. One might think that something similar is happening this time: a bit of saving, a bit of ecology – in other words, new oils are for cars that will be produced “sometime later” in 2021 and beyond. However, the current situation calling for a classification change is significantly different from a decade ago. On the one hand, some important changes have taken place in the world of engine production over the past period, including a massive return from the timing belt to a chain drive, increased compression ratio in internal combustion engines, the widespread use of turbochargers and direct fuel injection in mass-market vehicles, and a general tendency to decrease the engine capacity while improving power output. And on the other hand, the new viscosity class oils (xW-16 and below) that have recently appeared are not included in the current ILSAC GF-5 standard. Those significant changes in the automotive world necessitated the introduction in 2018 of the so-called “interim” API SN Plus specification in order to bring the oil quality standards on a par with the global motor industry. The key feature in SN Plus, in our opinion, is the “preventive action to reduce / eliminate Low-Speed Pre-Ignition LSPI concerns” – a phenomenon faced by manufacturers of Turbocharged Gasoline Direct Injection (TGDI) engines.
Introduced in May of this year, the API and ILSAC standards represent the latest performance requirements for gasoline engine oils, including the new ultra-low viscosity oils. The new class products can be used instead of API SN Plus and SN class oils.
The main differences between the new ILSAC GF-6A/B standards and ILSAC GF-5 are as follows:
1) engine protection from uncontrolled pre-ignition of the air-fuel mixture (Low Speed Pre-Ignition or LSPI),
2) protection of timing chain from wear and stretching,
3) prevention of high-temperature deposits on pistons and in the turbocharger,
4) reduced sludge and varnish formation.
The API SP standard was supplemented with the requirements to reduce the amount of high-temperature deposits in turbocharged engines, to increase fuel efficiency and to improve compatibility with exhaust gas aftertreatment systems, and the possibility to use bioethanol E85 fuel.
With this said, if your car was released before 2013 and has the engine:
– that uses gasoline or bioethanol fuel,
– equipped with a direct fuel injection system and / or turbocharger,
– has a timing chain,
– designed to work on ILSAC GF-5 oils or ultra-low viscosity oils (xW-16 and below),
then it makes sense for you to look closely at lubricants of the latest standards, such as P01. AKINAWA GOLD Plus SP 5W-30 ILSAC GF-6A 100% Synthetic and WA-P02. AKINAWA GOLD Plus SP 0W-20 ILSAC GF-6A 100% Synthetic. The new series of AKINAWA GOLD Plus SP 100% Synthetic oils retained all the advantages of the previous AKINAWA GOLD SN 100% Synthetic series plus provide a qualitatively new level of protection for the most modern engines manufactured in East Asia, US and Europe.
The Call of the Times - Multi Vehicle Dual Clutch Transmission Fluid
A new product has been added to AKINAWA OIL’s comprehensive family of specialised transmission fluids . AKINAWA MULTI VEHICLE DCTF 100% Synthetic. What is it for and why is it on the market now?
Various dual clutch robotic transmissions known under the acronym DCT (Dual Clutch Transmission) appeared on production vehicles almost two decades ago. However, it is not until mid-2020 that AKINAWA Oil Corporation, Japan supplemented its product range with a fluid designed for this type of transmission. What is the reason for this and for which vehicles AKINAWA MULTI VEHICLE DCTF 100% Synthetic was created and what are the new product features?
It is widely known that Volkswagen pioneered the introduction of pre-selective robotic transmissions into mass production in the first decade of this century by launching vehicles fitted with a Direct Shift Gearbox (DSG). Following Volkswagen AG, other European automakers picked up on the idea of using such a unit, which provides significant fuel savings compared to even a manual transmission, not to mention a hydraulic automatic transmission.
However, car manufacturers in the USA and East Asia did not rush to install new “robots” in their cars, giving preference to CVTs in the budget segment and hydro-automatic transmissions in higher-end cars. But it’s not for no reason that the automotive industry is considered one of the fastest growing. Merely a decade ago, a Japanese or Korean car fitted with a robotic gearbox was viewed as some outlandish “race car” (Nissan GT-R, MMC Lancer Evolution, MMC Colt Rally Art etc.), whereas today DCTs are quite common on mainstream cars from Japan, Republic of Korea, PRC and even North America.
The need for a specialised product designed for use in a wide range of modern dual-clutch robotic transmissions used in European, US, Japanese, Korean and Chinese vehicles, is driven on the one hand by the expansion of “robotised” vehicle production and sales geography and, on the other hand, by the expanded sales geography of AKINAWA OIL products.
AKINAWA MULTI VEHICLE DCTF 100% Synthetic is a fully synthetic product specially formulated to meet the transmission fluid requirements for wet double clutch gearboxes of BorgWarner, Getrag and ZF. It has excellent low-temperature properties and high viscosity stability over the entire drain interval.
This colourless fluid provides:
∙ Quality alternative to OEM fluids for modern robotic transmissions
∙ Stable performance over a wide temperature range
∙ High resistance to foaming
∙ Correct operation of the transmission in all operating conditions
∙ Maximum protection of friction units against wear and corrosion
The new product of AKINAWA OIL CORPORATION features a wide range of applications and meets an extensive list of vehicle manufacturers’ requirements, providing maximum protection for robotic transmissions, including under extreme operating conditions.
Vehicle-specific applications and required fill volumes are already included in the latest edition of the AKINAWA Oil Corporation, Japan product selection catalogue.
Poly-Alpha-Olefins (PAO)
Question: Why poly-alpha-olefins are true 100% synthetic?
AKINAWA OIL expert opinion: To understand variety and classifications of motor oil it is worth noting that any motor oil consists of two main ingredients: one type or blended mixture base stock, combined with a unique system of enhancing additives (performance additives). There are four different types of base stock used for motor oil production: mineral oil of Groups I and II and oil of Groups III and IV. Group III is marked as “synthetic base stocks” although they may be derived from natural products by highest level of refining. Group IV base oils are poly-alpha-olefins (PAO) – chemically engineered synthetic base stocks.
Question: What is the main difference between poly-alpha-olefins and other groups of base stocks?
AKINAWA OIL expert opinion: Let’s consider the four most important properties of motor oil and draw a comparison between poly-alpha-olefin (PAO) based motor oil and motor oils from other groups:
– Freezing point (pour point)
Group IV has a lower freezing temperature than Group III and even without depressant additives (capable to lower freezing point even in mineral oil) it allows to keep the pour point temperature down to -50°C and lower.
– Cold start
PAO based motor oils are ideal for use at low temperature conditions. The original property of these oils – high viscosity index, provides smooth engine start, even at extremely low temperatures. Almost all motor oils classified as 0W-30, 0W-40 are formulated with Group IV base stock.
– Drain interval and fuel efficiency
Absence of small size molecules in poly-alpha-olefins minimises their evaporation loss. Inclusion of poly-alpha-olefins in motor oil formula significantly reduces evaporation rates and effectively decreases consumption of engine oil. In addition, modern Group III and Group IV base oils ensure fuel economy. The main line of modern products by Mitasu Oil Corporation is Group III and Group IV motor oils; some are classified as resource conserving and marked with API (American Petroleum Institute) Resource Conserving service symbol.
– Protection from oxidation and thermal stability
Extended service life is one of the most important properties of AKINAWA motor oils formulated with poly-alpha-olefin (PAO). This means extended drain interval for engine oil and for some products the oil change interval can be extended up to 30,000km!
Because poly-alpha-olefins are synthesised in laboratories they have significantly better homogeneity and effectively much higher resistance to ageing. Preceding groups base oils are more susceptible to oxidation and their additive package has limited potential. Poly-alpha-olefins are less susceptible to these processes. Thus, the group IV base oil has a longer life and greater operational stability by default, even without the use of performance additives.
– Environment and protection of exhaust catalyst
Environmental regulations have forced automotive manufacturers to develop much more sophisticated catalytic converters. Therefore oil and fuel used must be in compliance with modern exhaust treatment systems. Poly-alpha-olefins and, in particular, the latest motor oils classified API SN ILSAC GF-5 specially designed to not only improve the environmental performance but also to protect the exhaust system catalyst.
What is API Service Categories ?
The current and previous API Service Categories are summarized in convenient charts. Vehicle owners should refer to their owner’s manuals before consulting these charts. Oils may have more than one performance level. For automotive gasoline engines, the latest engine oil service category includes the performance properties of each earlier category. If an automotive owner’s manual calls for an API SN oil, an API SP oil will provide full protection. For diesel engines, the latest category usually – but not always – includes the performance properties of an earlier category.
API FA-4 and the FA-4 Donut identify 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. API FA-4 oils are not interchangeable or backward compatible with API CK-4, CJ-4, 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.
ILSAC Standard For Passenger Car Engine Oils
The current and previous ILSAC standards are listed here. Vehicle owners should refer to their owner’s manuals before consulting these charts. Oils may have more than one performance level.
For automotive gasoline engines, the latest ILSAC standard includes the performance properties of each earlier category and can be used to service older engines where earlier category oils were recommended.
Name |
Status |
Service |
| GF-6A | 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, more stringent sludge and varnish control, improved fuel economy, enhanced emission control system protection and protection of engines operating on ethanol-containing fuels up to E85. |
| GF-6B | Current | Applies only to oils having an SAE viscosity grade of 0W-16. Introduced in May 2020, designed to provide protection against low-speed pre-ignition (LSPI), timing chain wear protection, high temperature deposit protection for pistons and turbochargers, stringent sludge and varnish control, improved fuel economy, emission control system protection and protection of engines operating on ethanol-containing fuels up to E85. |
| GF-5 | Obsolete* | Use GF-6A where GF-5 is recommended. |
| GF-4 | Obsolete | Use GF-5 where GF-4 is recommended. |
| GF-3 | Obsolete | Use GF-5 where GF-3 is recommended. |
| GF-2 | Obsolete | Use GF-5 where GF-2 is recommended. |
| GF-1 | Obsolete | Use GF-5 where GF-1 is recommended. |
Gasoline Engines
The current and previous API Service Categories are listed here. Vehicle owners should refer to their owner’s manuals before consulting these charts. Oils may have more than one performance level.
For automotive gasoline engines, the latest API Service Category includes the performance properties of each earlier category and can be used to service older engines where earlier category oils were recommended.
Note: The letters “SI”, “SK”, and “SO” have been omitted from the sequence of letter designations for API Service Categories because of their common association with other organizations or systems.
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 gasoline-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 gasoline-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 gasoline-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 gasoline-powered automotive engines built after 1979. |
| SD | Obsolete | CAUTION: Not suitable for use in most gasoline-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 gasoline-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 gasoline-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 gasoline-powered automotive engines built after 1930. Use in modern engines may cause unsatisfactory performance or equipment harm. |
Diesel Engines
(Follow your vehicle manufacturer’s recommendations on oil performance levels)
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. |
Diesel Engines
(Follow your vehicle manufacturer’s recommendations on oil performance levels)
Category |
Status |
Service |
| 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. |