ACEA engine oil sequence

A1/B1 Stable, stay-in-grade oil intended for use at extended drain intervals in gasoline engines and car & light van diesel engines specifically designed to be capable of using low friction low viscosity oils with a high temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5 mPa.s for all other viscosity grades. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.A3/B3 Stable, stay-in-grade oil intended for use in high performance gasoline engines and car & light van diesel engines and/or for extended drain intervals where specified by the engine manufacturer, and/or for year-round use of low viscosity oils, and/or for severe operating conditions as defined by the engine manufacturer.A3/B4 Stable, stay-in-grade oil intended for use in high performance gasoline and direct injection diesel engines, but also suitable for applications described under A3/B3.A5/B5 Stable, stay-in-grade oil intended for use at extended drain intervals in high performance gasoline engines and car & light van diesel engines designed to be capable of using low friction low viscosity oils with a High temperature / High shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.C1 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low friction, low viscosity, low SAPS oils with a minimum HTHS viscosity of 2.9 mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy. Warning: these oils have the lowest SAPS limits and are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.C2 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy. Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.C3 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life. Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.C4 Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life. Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.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, e.g. significantly extended oil drain intervals according to the manufacturer's recommendations. It is suitable for engines without particulate filters, and 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 shall be consulted if in doubt.E6 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, e.g. 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. E6 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 shall 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, e.g. 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 shall be consulted if in doubt.E9 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, e.g. 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. E9 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 Drivers Manuals and/or Dealers should be consulted if in doubt.You can download the current ACEA Engine Oil Sequences fromACEA's website.

API engine oil service category"S"StatusService Gasoline Engines

SNIntroduced in October 2010Introduced in October 2010 for 2011 and older vehicles, designed to provide improved high temperature deposit protection for pistons, more stringent sludge control, and seal compatibility. API SN with Resource Conservingmatches ILSAC GF-5 by combining API SN performance with improved fuel economy, turbocharger protection, emission control systemcompatibility, and protection of engines operating on ethanol-containing fuels up to E85.Further details about API SN...

SMIntroduced on 30 November 2004Category SM oils are designed to provide improved oxidation resistance, improved deposit protection, better wear protection, and better low-temperature performance over the life of the oil. Some SM oils may also meet the latest ILSAC specification and/or qualify as Energy Conserving. They may be used where API Service Category SJ and SL earlier categories are recommended.

SL2001 Gasoline Engine ServiceCategory SL was adopted to describe engine oils for use in 2001. It is for use in service typical of gasoline engines in present and earlier passenger cars, sports utility vehicles, vans and light trucks operating under vehicle manufacturers recommended maintenance procedures. Oils meeting API SL requirements have been tested according to the American Chemistry Council (ACC) Product Approval Code of Practice and may utilize the API Base Oil Interchange and Viscosity Grade Engine Testing Guidelines. They may be used where API Service Category SJ and earlier categories are recommended.

SJ1997 Gasoline Engine ServiceCategory SJ was adopted in 1996 to describe engine oil first mandated in 1997. It is for use in service typical of gasoline engines in present and earlier passenger cars, vans, and light trucks operating under manufacturers recommended maintenance procedures. Oils meeting API SH requirements have been tested according to the American Chemistry Council (ACC) Product Approval Code of Practice and may utilize the API Base Oil Interchange and Viscosity Grade Engine Testing Guidelines. They may be used where API Service Category SH and earlier categories are recommended.

SHObsoleteFor model year 1996 and older engines.

SGObsoleteFor model year 1993 and older engines.

SFObsoleteFor model year 1988 and older engines.

SEObsoleteFor model year 1979 and older engines.

SDObsoleteFor model year 1971 and older engines.

SCObsoleteFor model year 1967 and older engines.

SBObsoleteFor older engines. Use only when specifically recommended by the manufacturer.

SAObsoleteFor older engines; no performance requirement. Use only when specifically recommended by the manufacturer.

"C"StatusService Diesel Engines

CJ-4Current - 2006Introduced in 2006 for high-speed four-stroke engines. Designed to meet 2007 on-highway exhaust emission standards. CJ-4 oils are compounded for use in all applications with diesel fuels ranging in sulphur content up to 500ppm (0.05% by weight). However, use of these oils with greater than 15ppm sulfur fuel may impact exhaust after treatment system durability and/or oil drain intervals. CJ-4 oils are effective at sustaining emission control system durability where particulate filters and other advanced after treatment systems are used. CJ-4 oils exceed the performance criteria of CF-4, C-4, AH-4 and C-4.

CI-4 PlusCurrent - 2004Used in conjunction with API C-4, the " CI-4 PLUS" designation identifies oils formulated to provide a higher level of protection against soot-related viscosity increase and viscosity loss due to shear in diesel engines. Like Energy Conserving, CI-4 PLUS appears in the lower portion of the API Service Symbol "Donut."

CI-4Severe-Duty Diesel Engine ServiceThe CI-4 performance requirements describe oils for use in those high speed, four-stroke cycle diesel engines designed to meet 2004 exhaust emission standards, to be implemented October 2002. These oils are compounded for use in all applications with diesel fuels ranging in sulfur content up to 0.05% by weight. These oils are especially effective at sustaining engine durability where Exhaust Gas Recirculation (EGR) and other exhaust emission componentry may be used. Optimum protection is provided for control of corrosive wear tendencies, low and high temperature stability, soot handling properties, piston deposit control, valve train wear, oxidative thickening, foaming and viscosity loss due to shear. CI-4 oils are superior in performance to those meeting API CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories.

CH-4Severe-Duty Diesel Engine ServiceThis service oils are suitable for high speed, four-stroke diesel engines designed to meet 1998 exhaust emission standards and are specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. CH-4 oils are superior in performance to those meeting API CF-4 and API CG-4 and can effectively lubricate engines calling for those API Service Categories.

CG-4ObsoleteThis category describes oils for use in high speed four-stroke-cycle diesel engines used in both heavy-duty on-highway (0.05% wt sulfur fuel) and off-highway (less than 0.5% wt sulfur fuel) applications. CG-4 oils provide effective control over high temperature piston deposits, wear, corrosion, foaming, oxidation stability, and soot accumulation. These oils are specially effective in engines designed to meet 1994 exhaust emission standards and may also be used in engines requiring API Service Categories CD, CE, and CF-4. Oils designed for this service have been in existence since 1994.

CF-2ObsoleteService typical of two-stroke cycle diesel engines requiring highly effective control over cylinder and ring-face scuffing and deposits. Oils designed for this service have been in existence since 1994 and may be used when API Service Category CD-II is recommended. These oils do not necessarily meet the requirements of API CF or CF-4 unless they pass the test requirements for these categories.

CFObsoleteService typical of indirect-injection diesel engines and other diesel engines that use a broad range of fuel types, including those using fuel with high sulfur content; for example, over 0.5% wt. Effective control of piston deposits, wear and copper-containing bearing corrosion is essential for these engines, which may be naturally aspirated, turbocharged or supercharged. Oils designated for this service have been in existence since 1994 and may be used when API Service Category CD is recommended.

CF-4ObsoleteService typical of high speed, four-stroke cycle diesel engines. API CF-4 oils exceed the requirements for the API CE category, providing improved control of oil consumption and piston deposits. These oils should be used in place of API CE oils. They are particularly suited for on-highway, heavy-duty truck applications. When combined with the appropriate S category, they can also be used in gasoline and diesel powered personal vehicles i.e., passenger cars, light trucks and vans when recommended by the vehicle or engine manufacturer.

CEObsoleteService typical of certain turbocharged or supercharged heavy-duty diesel engines, manufactured since 1983 and operated under both low speed, high load and high speed, high load conditions. Oils designed for this service may also be used when API Service Category CD is recommended.

CD-IIObsoleteService typical of two-stroke cycle diesel engines requiring highly effective control of wear and deposits. Oils designed for this service also meet all performance requirements of API Service Category CD.

CDObsoleteService typical of certain naturally aspirated, turbocharged or supercharged diesel engines where highly effective control of wear and deposits is vital, or when using fuels with a wide quality range (including high-sulfur fuels). Oils designed for this service were introduced in 1955 and provide protection from high temperature deposits and bearing corrosion in these diesel engines.

CCObsoleteService typical of certain naturally aspirated, turbocharged or supercharged diesel engines operated in moderate to severe-duty service, and certain heavy-duty gasoline engines. Oils designed for this service provide protection from bearing corrosion, rust, corrosion and from high to low temperature deposits in gasoline engines. They were introduced in 1961.

CBObsoleteService typical of diesel engines operated in mild to moderate duty, but with lower quality fuels, which necessitate more protection from wear and deposits; occasionally has included gasoline engines in mild service. Oils designed for this service were introduced in 1949. They provide necessary protection from bearing corrosion and from high temperature deposits in naturally aspirated diesel engines with higher sulfur fuels.

CAObsoleteService typical of diesel engines operated in mild to moderate duty with high quality fuels; occasionally has included gasoline engines in mild service. Oils designed for this service provide protection from bearing corrosion and ring-belt deposits in some naturally aspirated diesel engines when using fuels of such quality that they impose no unusual requirements for wear and deposits protection. They were widely used in the 1940s and 1950s but should not be used in any engine unless specifically recommended by the equipment manufacturer

ILSAC

ILSAC, International Lubricants Standardization and Approval Committee, is formed in 1992 by AAMA (American Automobile Manufacturers Association, representatives of DaimlerChrysler Corporation, Ford Motor Company and General Motors Corporation) and JAMA (Japan Automobile Manufacturers Association) to define the need, parameters, licensing and administration of lubricant specifications. Together with the Tripartite system (API, SAE and ASTM) the formed EOLCS, the Engine Oil Licensing and Certification System. ILSAC oils often carry the API Service Symbol (Donut) including the Energy Conserving designation and/or API Certification Mark (Starburst).ILSAC GF-1The ILSAC GF-1 standard indicates the oil meets both API SH and the Energy Conserving II (EC-II) requirements. It was created in 1990 and upgraded in 1992 and became the minimum requirement for oil used in American and Japanese automobiles.ILSAC GF-2ILSAC GF-2 replaced GF-1 in 1996. The oil must meet both API SJ and EC-II requirements. The GF-2 standards requires 0W-30, 0W-40, 5W-20, 5W-30, 5W-40, 5W-50, 10W-30, 10W-40 and 10W-50 motor oils to meet stringent requirements for phosphorus content, low temperature operation, high temperature deposits and foam control.ILSAC GF-3An ILSAC GF-3 an oil must meet both API SL and the EC-II requirements. The GF-3 standard has more stringent parameters regarding long-term effects of the oil on the vehicle emission system, improved fuel economy and improved volatility, deposit control and viscosity performance. The standard also requires less additive degradation and reduced oil consumption rates over the service life of the oil.ILSAC GF-4ILSAC GF-4 is similar to the API SM service category, but it requires an additional sequence VIB Fuel Economy Test (ASTM D6837).ILSAC GF-5Introduced in October 2010 for 2011 and older vehicles, designed to provide improved high temperature deposit protection for pistons and turbochargers, more stringent sludge control, improved fuel economy, enhanced emission control system compatibility, seal compatibility, and protection of engines operating on ethanol-containing fuels up to E85.

What's written on your oil bottle, and what does it mean?This post may seem like going back to basics but I'm constantly surprised by the number of people who do not know, or understand, what is written on a bottle of oil, and therefore have no idea what they are buying/using.To be blunt about the subject, if a bottle of oil does not contain the following basic information then DO NOT buy it! Look for something that does!1) The purpose for which it is intended (i.e. Motor oil, Gear oil etc)2) The viscosity (i.e. 10w40, 5w30 etc for Motor oils and 80w90, 75w90, etc for Gear oils)3) The specifications that it meets (should contain both API and ACEA ratings)4) The OEM Approvals that it carries and the codes (i.e. MB229.3, VW503.00, BMW LL01 etc)Ignore the marketing blurb on the label - in many cases it's meaningless and I'll explain later what statements you should treat with some scepticism.So, what does the above information mean and why is it important?THE BASICSAll oils are intended for an application and in general are not interchangeable. You would not for example put an Automatic Transmission Oil or a Gear Oil in your engine! It's important to know what the oil's intended purpose is.VISCOSITYMost oils on the shelves today are "Multigrades", which simply means that the oil falls into 2 viscosity grades (i.e. 10w-40 etc)Multigrades were first developed some 50 years ago to avoid the old routine of using a thinner oil in winter and a thicker oil in summer.In a 10w-40 for example the 10w bit (W = winter, not weight or watt or anything else for that matter) simply means that the oil must have a certain maximum viscosity/flow at low temperature. The lower the "W" number the better the oil's cold temperature/cold start performance.The 40 in a 10w-40 simply means that the oil must fall within certain viscosity limits at 100C. This is a fixed limit and all oils that end in 40 must achieve these limits. Once again the lower the number, the thinner the oil: a 30 oil is thinner than a 40 oil at 100C etc. Your handbook will specify whether a 30, 40 or 50 etc is required.SPECIFICATIONSSpecifications are important as these indicate the performance of the oil and whether they have met or passed the latest tests, or whether the formulation is effectively obsolete or out of date. There are two specifications that you should look for on any oil bottle and these are API (American Petroleum Institute) and ACEA (Association des Constructeurs Europeens d'Automobiles) all good oils should contain both of these, and an understanding of what they mean is important.APIThis is the more basic as it is split (for passenger cars) into two catagories. S = Petrol and C = Diesel, most oils carry both petrol (S) and diesel (C) specifications.The following table shows how up to date the specifications the oil are:PETROLSG- Introduced 1989 - has much more active dispersant to combat black sludge.SH- Introduced 1993 - has same engine tests as SG, but includes phosphorus limit 0.12%, together with control of foam, volatility and shear stability.SJ- Introduced 1996 - has the same engine tests as SG/SH, but phosphorus limit 0.10% together with variation on volatility limitsSL- Introduced 2001 - all new engine tests reflective of modern engine designs meeting current emissions standardsSM- Introduced November 2004 - improved oxidation resistance, deposit protection and wear protection, also better low temperature performance over the life of the oil compared to previous categories.Note:All specifications prior to SL are now obsolete and, although suitable for some older vehicles, are more than 10 years old, and do not provide the same level of performance or protection as the more up to date SL and SM specifications.DIESELCD- Introduced 1955 - international standard for turbo diesel engine oils for many years, uses single cylinder test engine onlyCE- Introduced 1984 - improved control of oil consumption, oil thickening, piston deposits and wear, uses additional multi cylinder test enginesCF4- Introduced 1990 - further improvements in control of oil consumption and piston deposits, uses low emission test engineCF- Introduced 1994 - modernised version of CD, reverts to single cylinder low emission test engine. Intended for certain indirect injection enginesCF2- Introduced 1994 - defines effective control of cylinder deposits and ring face scuffing, intended for 2 stroke diesel enginesCG4- Introduced 1994 - development of CF4 giving improved control of piston deposits, wear, oxidation stability and soot entrainment. Uses low sulphur diesel fuel in engine testsCH4- Introduced 1998 - development of CG4, giving further improvements in control of soot related wear and piston deposits, uses more comprehensive engine test program to include low and high sulphur fuelsCI4Introduced 2002 - developed to meet 2004 emission standards, may be used where EGR ( exhaust gas recirculation ) systems are fitted and with fuel containing up to 0.5 % sulphur. May be used where API CD, CE, CF4, CG4 and CH4 oils are specified.Note:All specifications prior to CH4 are now obsolete and, although suitable for some older vehicles, are more than 10 years old and do not provide the same level of performance or protection as the more up to date CH4 & CI4 specifications.If you want a better more up to date oil specification then look for SL, SM, CH4, CI4ACEAThis is the European equivalent of API (US) and is more specific in what the performance of the oil actually is. A = Petrol, B = Diesel and C = Catalyst compatible or low SAPS (Sulphated Ash, Phosphorus and Sulphur).Unlike API the ACEA specs are split into performance/application catagories as follows:A1Fuel economy petrolA2Standard performance level (now obsolete)A3High performance and/or extended drainA4Reserved for future use in certain direct injection enginesA5Combines A1 fuel economy with A3 performanceB1Fuel economy dieselB2Standard performance level (now obsolete)B3High performance and/or extended drainB4For direct injection car diesel enginesB5Combines B1 fuel economy with B3/B4 performanceC1-04Petrol and Light duty Diesel engines, based on A5/B5-04 low SAPS, two way catalyst compatible.C2-04Petrol and light duty Diesel engines, based on A5/B5-04 mid SAPS, two way catalyst compatible.C3-04Petrol and light duty Diesel engines, based on A5/B5-04 mid SAPS, two way catalyst compatible, Higher performance levels due to higher HTHS.Note: SAPS= Sulphated Ash, Phosphorous and Sulphur.Put simply, A3/B3, A5/B5 and C3 oils are the better quality, stay in grade performance oils.APPROVALSMany oils mention various OEM's on the bottle, the most common in the UK being VW, MB or BMW but do not be misled into thinking that you are buying a top oil because of this.Oil Companies send their oils to OEM's for approval however some older specs are easily achieved and can be done so with the cheapest of mineral oils. Newer specifications are always more up to date and better quality/performance than the older ones.Some of the older OEM specifications are listed here and depending on the performance level of your car are best ignored if you are looking for a quality high performance oil:VW- 500.00, 501.00 and 505.00Later specs like 503, 504, 506 and 507 are better performing more up to date oilsMB- 229.1Later specs like 229.3 and 229.5 are better performing more up to date oils.BMW- LL98Later specs like LL01 and LL04 are better performing more up to date oils.

FINALLYAbove is the most accurate guidance I can give without going into too much depth however there is one final piece of advice regarding the labelling.Certain statements are made that are meaningless and just marketing blurb, here are a few to avoid! Recommended for use where..... May be used where the following specifications apply..... Approved by...........(but with no qualification) Recommended/Approved by (some famous person, these endorsements are paid for) Racing/Track formula (but with no supporting evidence)Also be wary of statements like "synthetic blend" if you are looking for a fully synthetic oil as this will merely be a semi-synthetic.Like everything in life, you get what you pay for and the cheaper the oil the cheaper the ingredients and lower the performance levels.- By Simon from thePorsche 968website

Checking the oil qualityCan a cheap oil provide all the protection required?To a degree, but for the superior performance required for more demanding applications a better base stock and more sophisticated additive package are required.Why is engine oil so much more expensive than other oils?Mainly because the oil is subject to extreme conditions in an engine compared to other mechanical systems such as gearboxes, axles or brakes, and so requires a better base stock and additive package.These extreme conditions include: High temperature leading to reduced oil service life as a result of increased oxidation activity. High levels of contamination from the atmosphere, fuel/combustion and wear debris in that order. Many moving (sliding and rolling) parts resulting in varying forms of lubrication from boundary lubrication to thick film, in addition to varying metals and varying load conditions all contributing to a more stressful environment for the oil.This is why the oil is not only more expensive, but generally will not last as long as say a gearbox or hydraulic oils.The additive package can form up to 30% of the volume of engine oil compared to just 1-10% of other oils.There is also the issue that pricing is set based on the fact that car enthusiasts are sometimes willing to pay a little extra.The marketing of the engine oil products is very emotional with little hard science in evidence at times the old adage that bull baffles brains applies quite frequently, not helped by incorrect facts continually trotted out across the internet in various forums.How are oils regulated or compared in the industry?The American Petroleum Institute (API) categorises the formulation of oils according to a standard.Typical engines of the period are used as a test bed, and a number of tests are run to ascertain the performance of oil under test.If it meets or exceeds the parameters of the test then it can be classified in that category.However, oils in the same category do not necessarily have equal performance, they may only meet, not exceed, the requirements of that category.Current ratings are based around standard engine design at the time, so modern oils are designed to withstand higher power outputs, with multi-valve and overhead cam etc reaching higher rpm than previously.This does NOT necessarily mean they are unsuitable for older engines although this is a general guide in terms of selecting oils.What are these categories?For petrol or Spark Ignition engines, there is a S rating, in which stands for Service.For diesel or Compression Ignition engines, there is a C rating, in which C stands for Commercial.Service Oils aka Spark Ignition Oils:The ratings started with an API SA rating, and this oil is not recommended for any vehicle in my opinion except vintage vehicles.By the 70s it had moved onto an API SC rating.During the Nineties it rapidly moved up to as high API SJ, and is currently at SM.The oil required will depend on your driving needs, i.e. daily commuting versus track-day or motorsport driving.For the latter, buy the best you can afford, but for commuting, an API SL or API SJ should be more than adequate on modern cars unless SM is specified by the manufacturer.Service Ratings Gasoline/Petrol/Spark Ignition Engines

CategoryStatusService

SMCurrentFor all automotive engines currently in use.Introduced in 2004, SM oils are designed to provide improved oxidation resistance, better wear protection, and better low-temperature performance over the life of the oil. Some SM oils may also meet the latest ILSAC specification and/or qualify as Energy Conserving.

SLCurrentFor 2004 and older automotive engines.

SJCurrentFor 2001 and older automotive engines.

SHObsoleteFor 1996 and older engines.

SGObsoleteFor 1993 and older engines.

SFObsoleteFor 1988 and older engines.

SEObsoleteCAUTION: Not suitable for use in gasoline-powered automotive engines built after 1979.

SDObsoleteCAUTION: Not suitable for use in gasoline-powered automotive engines built after 1971.Use in more modern engines may cause unsatisfactory performance or equipment harm.

SCObsoleteCAUTION: Not suitable for use in gasoline-powered automotive engines built after 1967.Use in more modern engines may cause unsatisfactory performance or equipment harm.

SBObsoleteCAUTION: Not suitable for use in gasoline-powered automotive engines built after 1951.Use in more modern engines may cause unsatisfactory performance or equipment harm.

SAObsoleteCAUTION:Contains no additives. Not suitable for use in gasoline-powered automotive engines built after 1930.Use in more modern engines may cause unsatisfactory performance or equipment harm.

Table 6 API Service Oil ratingsCommercial Oils aka Compression Ignition Oils:The API classification is currently at API CJ-4, although this is designed for exhaust gas recirculating (EGR) engines where the soot loading is consequently higher as a result of remixing the unburnt fuel and exhaust emissions into the air intake.Again, the rating has moved on rapidly during the 90s, and the same comment applies for spark ignition, that is, buy the best you can afford on the basis you want long engine life and enhanced fuel economy.Since diesel engine oils by their nature have a greater degree of detergency and dispersancy than petrol engine oils, these also make suitable oils for older mechanically controlled petrol engines that produce more sludge and combustion products in the sump.Commercial Ratings Diesel/Compression Ignition Engines

CategoryStatusService

CJ-4CurrentIntroduced in 2006. For high-speed, four-stroke engines designed to meet 2007 model year on-highway exhaust emission standards. CJ-4 oils are compounded for use in all applications with diesel fuels ranging in Sulphur content up to 500ppm (0.05% by weight). However, use of these oils with greater than 15ppm (0.0015% by weight) Sulphur fuel may impact exhaust after-treatment system durability where particulate filters and other advanced after-treatment systems are used. Optimum protection is provided for control of catalyst poisoning, particulate filter blocking, engine wear, piston deposits, low- and high-temperature stability, soot handling properties, oxidative thickening, foaming and viscosity loss due to shear. 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 15ppm Sulphur fuel, consult the engine manufacturer for service interval.

CI-4CurrentIntroduced 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 Sulphur 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-4CurrentIntroduced 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 Sulphur content up to 0.5% weight.Can be used in place of CD, CE, CF-4 and CG-4 oils.

CG-4CurrentIntroduced in 1995. For severe duty, high-speed, four-stroke engines using fuel with less than 0.5% weight Sulphur. CG-4 oils are required for engines meeting 1994 emission standards. Can be used in place of CD and CE oils.

CF-4CurrentIntroduced in 1990. For high-speed, four-stroke, naturally aspirated and turbocharged engines. Can be used in place of CD and CE oils.

CF-2CurrentIntroduced in 1994. For severe duty, two-stroke-cycle engines. Can be used in place of CD-II oils.

CFCurrentIntroduced in 1994. For off-road, indirect-injected and other diesel engines including those using fuel with over 0.5% weight Sulphur. Can be used in place of CD oils.

CEObsoleteIntroduced in 1985. For high-speed, four-stroke, naturally aspirated and turbocharged engines.Can be used in place of CD oils.

CD-IIObsoleteIntroduced in 1985. For two-stroke cycle engines.

CDObsoleteIntroduced in 1955. For certain naturally aspirated and turbocharged engines.

CCObsoleteCAUTION: Not suitable for use in diesel-powered automotive engines built after 1990.

CBObsoleteCAUTION: Not suitable for use in diesel-powered automotive engines built after 1961.

CAObsoleteCAUTION: Not suitable for use in diesel-powered automotive engines built after 1959.

Table 7 API Commercial Oil RatingsAPI ratingsfor Gear OilsGear oils are also classified by the American Petroleum Institute under the GL rating system.SeeViscosity Explainedfor an understanding of the SAE Gear Oil grading system.Again, gear oils can be either mineral or synthetic and because they are not as challenged as an engine oil, they last longer. IN fact some car manufacturers now do a fill-for-life with quality synthetic. Multi-grade gear oils are also more common now, as there is some period of warm up and possible extra drag when cold. Synthetic based multi-grade oils are less likely to sheardown than the mineral based multi-grades with VI Improver additives.MGBs and a number of other British classics use a Laycock overdrive. The oil specified for this is usually engine oil in 20W50 format and gear oil is not recommended. However, earlier non-overdrive gearboxes were specified with EP90 oil. Some owners complain of sluggish overdrive operation when the gearbox is cold so it is possible that the box has been incorrectly filled with EP90. The EP90 is not so much a problem with the copper in the gearbox but more to do with the friction drive through the cone clutch and subsequent slipping.API classification subdivides all transmission oils into 6 classes (sourced from Wikipedia):API GL-1oils for light conditions. They consist of base oils generally without friction modifier additives. GL-1 may contain small amounts of anti-oxidant additives, corrosion inhibitors, depressants and anti-foam additives. API GL-1 oils are designed for spiral-bevel, worm gears and manual transmissions without synchromesh rings typically found in agricultural applications.

API GL-2oils for moderate conditions. GL-2 contain anti wear (AW) additives and are designed for worm gears. Recommended for proper lubrication of agricultural machine transmissions.

API GL-3oils for moderate conditions. GL-3 contain up to 2.7% anti-wear additives. Designed for lubricating bevel and other gears of truck transmissions. GL-3 are not recommended for hypoid gears.

API GL-4oils for various conditions - light to heavy. GL-4 contain up to 4.0% effective anti-scuffing additives. Designed for bevel and hypoid gears which have small displacement of their axes, truck gearboxes, and axle units. GL-4 are recommended for non-synchro gearboxes of US trucks, tractors and buses and for main and other gears of all vehicles. GL-4 oils are basic for synchronized gearboxes, especially in Europe.

API GL-5oils for severe conditions. They contain up to 6.5% effective anti-scuffing additives. The general application of GL-5 in this class are for hypoid gears having significant displacement of axes. GL-5 are recommended as universal oils to all other units of mechanical transmission (except gearboxes). GL-5 oils, which have special approval of vehicle manufacturers, can be used in synchro manual gearboxes only. API GL-5 oils can be used in limited slip differentials if they correspond to the requirements of specification MIL-L-2105D or ZF TE-ML-05. In this case the designation of class will be another, for example API GL-5+ or API GL-5 LS.

API GL-6oils for very heavy conditions (high speeds of sliding and significant shock loadings). They contain up to 10% high performance anti-scuffing additives. They are designed for hypoid gears with significant displacement of axes. Class API GL-6 is not applied any more as it is considered that class API GL-5 is enough to meet the most severe requirements.

API MT-1oils formulated for thermal stability, with 10% EP additives and friction modifiers. Generally suited for non-synchromesh manual gearboxes in heavy duty service such as bus and truck fleets.

ATF or Automatic Transmission Fluid is purposely coloured with a red dye to aid condition checking. If the oil darkens it indicates a need for change and possible problems in the unit. Some owners use it in their MGBs and Midgets as the colour can aid identification of the source of the persistent oil leak and it won't cause harm to the overdrive, which is, in effect, a form of automatic transmission utilising hydraulic power to switch in and out.However, ATF usually conforms to various OEM specifications such as Dexron and Mercon. Check with the handbook for your vehicle as to which is required.Owners of MGs fitted with the LT77/R380 box have seen a number of oils types specified by the factory. During the 1990s Texaco provided a specification for most Rover gearboxes, MTF94.A copy of the spec sheet is here.Where can I find the API rating?The API rating is usually shown in a doughnut or circle on the side of the oil container, or may be listed in the small print.Not all manufacturers show this on their containers, possibly for the reason that not many people know what it means, or more cynically, because it hasnt been fully tested.Oil companies are now also seeking manufacturer approvals so the text on an oil container may also include all the list of manufacturer approvals.This is not necessarily quantifying a performance claim; merely that it meets the specification called for by that manufacturer.However, often the implication is that if it is good enough for a German manufacturer then it will be good enough for anyone.Ultimately the specific product data sheet will have the most useful information and will contain information on both the physical and chemical properties of the oil as well as certain performance test results undertaken in the laboratory.Be aware that downloading these technical sheets from the internet can lead to confusion as products with the same name may differ from region to region owing to local market conditions and demand and base oil sources etc.In independent testing that I have been involved with in the past, there have been significant differences in wear control between major brands.Dont write off smaller brands, either.Some smaller brands specialise in a type of oil and do not carry the overheads of a major supplier.They dedicate their facilities to a type of base stock, operate in a cleaner manner, and use higher quality base stocks with specifically formulated additive packages.But better quality and performance will usually cost more.For older engine designs, if you want to avoid the very latest API spec, use one that is designed for older engines.Halfords, Castrol, Comma and Millers do a range of classic oils in the UK, and Penrite is also available from Australia. Millers even do a specific 20W50 for the A Series with the gearbox in the sump.The advice with classic petrol engines is to look for modern oils that have been formulated for diesel engine use as well.If the oil has a CH-4 or CI-4 rating then this should be more than adequate for valve train protection, even if it is an SL rated oil.An SM oil will still offer protection but in a different way to the way SL/CI-4 oils did using ZDDP.Now, it is true to say that newer engines should not run on oils formulated for older engines, but they can, albeit with reduced engine life and performance. There's a tendency in the classic car community to think older engines can't run on newer oils, not helped by the marketing of specialist oils for the classic community.Older engines can run on newer oils. If you look at the way API define each new category they state "For xxxx (year) and older engines", so consequently even up to SM oils should be acceptable for older engines. That said, SM qualifying oils have been formulated for the very latest energy conservation which puts emission control above wear control. But that said, oils that qualified for an earlier category may automatically qualify for the next new category simply because, as said, an oil must meet or exceed the minimum criteria.There has been a recent trend by some experts to suggest not using an API oil higher than SG. The reasoning given is these lack sufficient Zinc protection. As mentioned earlier, Zinc levels are still much higher than they ever were in the SA/SB/SC oils on which the A and B Series would have first run. Certainly, in 1993, in the UK, exhaust catalytic converters became compulsory fitment for vehicle manufacturers, and Zinc is damaging for these. Now API SG is for engines built in 1993 and older. But API is a North American focussed organisation so I am not sure if there is any link between the change in test parametres for SG to SH categories and the UK requirement for catalytic converters which were being used on many cars long before 1993, anyway. The API ratings do state for 199x engines and older and do not specifically exclude engines built before 1979. By rights MGBs should be on SB/SC oils given the date of its original engine, however, experienced engine builders seem to differ in their views regarding synthetics and modern SL spec oils with some praising these oils and some hating these oils.In fact, as SG is an obsolete category now you would struggle to find an SG oil today, without going to the specialist classic car oils, and these probably won't have been submitted for API SG testing.This is what theBritish Lubricants Federation(BLF) has to say regarding advice given to owners of petrol engines:"Any oil which does not carry an API or ACEA performance specification or some type of approval from a major vehicle manufacturer is highly suspect and must be assumed to fall into the lowest category, i.e. API SA, which became obsolete in the 1930s when the first additive engine oils (API SB) began to appear!It is essential that oils of at least the correct requirement are used, although higher specification oils, in the same category, should be used as soon as they become available if maximum benefits in fuel economy, engine protection performance and operating costs are to be obtained.However, it must be appreciated that an engine which has been operating on a very poor-quality lubricant for some time may well be beyond saving, since it is likely to have suffered build-up of sludge deposits which could be displaced by the detergency power of a modern good-quality oil. Blocked oilways could well result.Currently there is no UK legislation to ensure that all oils marketed are fit for the purpose, although it is the case in some other countries.Technology has moved on since the 1930s at an enormous rate, and such oils, which are no longer compatible with modern engines, should now be relegated to a museum, along with, for example, mechanical typewriters, cats-whisker radios, and other 1930s technology."Likewise for diesel engine owners."Any oil which does not carry an API or ACEA performance specification or some type of approval from a major vehicle manufacturer is highly suspect and in the interest of safety must be assumed to fall into the lowest category, i.e. API CA, which became obsolete in the 1950s.It is essential that oils of at least the correct requirement are used, although higher specification oils, in the same category, should be used as soon as they become available if maximum benefits in fuel economy, engine protection performance and operating costs are to be obtained. However, it must be appreciated that an engine which has been operating on a very poor-quality lubricant for some time may well be beyond saving, since it is likely to have suffered build-up of sludge deposits which could be displaced by the detergency power of a modern good-quality oil. Blocked oilways could well result.Unlike in some other countries, there is currently no legislation in the UK to ensure that all oils marketed are fit for purpose. It is recommended therefore that as a minimum all end-users seek confirmation from their suppliers that the oil selected is fit for the intended purpose. Furthermore the BLF suggests that documentary evidence is provided."Other Ratings ACEA

Figure 6 - ACEA Ratings ExplainedA/B : gasoline and diesel engine oils A1/B1 Stable,stay-in-grade oil intended for use at extended drain intervals in gasoline engines and car & light van diesel engines specifically designed to be capable of using low friction low viscosity oils with a high temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5 mPa.s for all other viscosity grades. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. A3/B3 Stable,stay-in-grade oil intended for use in high performance gasoline engines and car & light van diesel engines and/or for extended drain intervals where specified by the engine manufacturer, and/or for year-round use of low viscosity oils, and/or for severe operating conditions as defined by the engine manufacturer. A3/B4 Stable,stay-in-grade oil intended for use in high performance gasoline and direct injection diesel engines, but also suitable for applications described under A3/B3. A5/B5 Stable,stay-in-grade oil intended for use at extended drain intervals in high performance gasoline engines and car & light van diesel engines designed to be capable of using low friction low viscosity oils with a High temperature / High shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.C : Catalyst compatibility oils C1 Stable,stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low friction, low viscosity, low SAPS oils with minimum HTHS viscosity of 2.9 mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.Warning: these oils have the lowest SAPS limits and are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. C2 Stable,stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. C3 Stable,stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. C4 Stable,stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. SAPS : Sulphated Ash, Phosphorus, Sulphur DPF : Diesel Particulate Filter TWC : Three way catalyst HTHS : High temperature / High shear rate viscosityE : Heavy Duty Diesel 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, e.g. significantly extended oil drain intervals according to the manufacturers recommendations. It is suitable for engines without particulate filters, and 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 shall be consulted if in doubt. E6 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, e.g. significantly extended oil drain intervals according to the manufacturers recommendations. It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction systems. E6 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 shall 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, e.g. extended oil drain intervals according to the manufacturers 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 shall be consulted if in doubt. E9 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, e.g. extended oil drain intervals according to the manufacturers 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. E9 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 Drivers Manuals and/or Dealers should be consulted if in doubtILSACThe International Lubricant Standardization and Approval Committee (ILSAC) also has standards for motor oil. Their latest standard, GF-4 was approved in 2004. A key test is the Sequence IIIG, which involves running a 3.8 L, GM 3.8 L V-6 at 125horsepower (93kW), 3600rpm, and 150 C (300 F) oil temperature for 100 hours. These are much more severe conditions than any API-specified oil was designed for: cars which typically push their oil temperature consistently above 100C (212F) are most turbo-charged engines, along with most engines of European or Japanese origin, particularly small capacity, high power output.The IIIG test is about 50% more difficultthan the previous IIIF test, used in GF-3 and API SL oils. Engine oils bearing the API starburst symbol since 2005 are ILSAC GF-4 compliant.JASOThe Japanese Automotive Standards Organization (JASO) has come up with their own set of performance and quality standards for petrol engines of Japanese origin.For 4-stroke gasoline engines, the JASO T904 standard is used, and is particularly relevant to motorcycle engines. The JASO T904-MA and MA2 standards are designed to distinguish oils that are approved for wet clutch use, and the JASO T904-MB standard isnotsuitable for wet clutch use.For 2-stroke gasoline engines, the JASO M345 (FA, FB, FC) standard is used, and this refers particularly to low ash, lubricity, detergency, low smoke and exhaust blocking.These standards, especially JASO-MA and JASO-FC, are designed to address oil-requirement issues not addressed by the API service categories

SCania LDF oilThere are three grades of Scania Oil for engines: E7, Engine 15W-40 LDF, Engine 15W-40 LDF-3, Engine 10W-40 Low Ash, Engine 10W-40 Bioethanol engine oilE7 is recommended for highly rated diesel engines and meets all technical requirements for normal conditions. The two LDF grades offer even higher quality. LDF stands for the Scania testing standard, the long drain field test. LDF oils can withstand prolonged operational stress in a changing climate. Long drain means that we test the oils and engines for double our recommended mileages.Scania Oil is available for sale over the counter. Your local dealer can help you specify the right oil for your vehicles and driving conditions.

We offer a selection of high-quality gearbox and axle oils that meet different driving and climatic conditions.Scania Oil for gearboxes: STO 1:0 - Gearbox 80W-90 STO 2:0 - G 75W-90Scania Oil for rear axles: STO 1:0 - Axle 85W-140 STO 1:0 - Axle 80W-140 STO 2:0 - A 75W-140Scania Oil is available for sale over the counter. Your local dealer can help you specify the right oil for your vehicles and driving conditions.

Scania Oil is available for sale over the counterThere are four grades of Scania Oil for engines: E7 - Engine 15W-40 LDF -Engine 15W-40 LDF2 Engine 10W-40 LDF3 Engine 10W-40Scania (Great Britain) Limited recommends the following oils for Euro specification engines:EngineOil

Euro 1 - 4E7

Euro 5 - 6LDF3

Important It is essential that the correct type of lubricating oil is used to meet the extended oil drain intervals. It is paramount when topping up oil the recommended oils are used. High-performance oils must not be mixed with other grades of oil.Your local dealer can help you specify the right oil for your vehicles and driving conditions.