Hydraulic brake fluid plays a crucial role in the performance and safety of mountain bikes. Specially designed for hydraulic braking systems, this fluid serves as a medium to transmit force from the brake lever to the brake caliper. Known for its excellent thermal stability and resistance to compression, hydraulic brake fluid ensures consistent and reliable braking even under extreme conditions. Its low viscosity allows for efficient transfer of hydraulic pressure, resulting in quick and responsive braking. Furthermore, hydraulic brake fluids are formulated to prevent corrosion and maintain the integrity of brake components. Regular maintenance, including fluid checks and replacement, is essential for optimal brake function and rider safety.

Blue Chip Brakz is a high-performance fluid especially designed for use in hydraulic brake systems fitted to modern mountain bikes. Due to its special formulation Blue Chip Brakz is suitable for all cycle brake systems that require mineral or synthetic based brake fluids. It is available in handy 125ml plastic sachets.

Order online here: https://www.bcl.co.za/shop/ or contact us on +27 11 462-1829 / internalsales@bcl.co.za.

 

Q8 Formula Special G Long Life 5W-30 is a new generation synthetic engine oil designed for use in modern, high performance petrol engines and light commercial diesel engines. It is formulated with the latest mid-SAPS additive technology to exceed ACEA C3 and API SN/CF requirements and to comply with the stringent requirements of major engine manufacturers.

Q8 Formula Special G Long Life 5W-30 is a high-performance engine oil formulated for a wide variety of European, Asian and American engines, including BMW, Hyundai, MB, Toyota, VW/Audi and many more. It delivers superior protection against engine wear, high temperature deposits and sludge formation, resulting in outstanding engine cleanliness and increased engine durability. Formula Special G Long Life is suitable for extended drain intervals and is compatible with exhaust after-treatment systems, such as exhaust catalysts and diesel particulate filters. It is recommended for passenger cars and light commercial vehicles with normally aspirated or turbocharged engines.

Car manufacturers have been recommending SAE 5W-30 engine oils for new vehicles available on the South African market for some time now. When these vehicles are under warranty their owners have little option but to use the motor oil supplied by the agents, but many of these vehicles are now out of warranty. The manufacturers’ oils come with exorbitant prices hence we are getting more frequent requests for more affordable SAE 5W-30 motor oils. Good news is that Q8 Formula Special G Long Life 5W-30 is available at very competitive prices, certainly much lower than what vehicle owners would be charged by the manufacturers’ agents.  

Q8 Formula Special G Long Life 5W-30 also addresses the justified concerns of many motorists that SAE 5W-30 oils are ‘too light’ for the harsh South African operating conditions and extreme temperatures. The high viscosity index and shear stable synthetic formulation of Special G Long Life render it suitable for the most severe applications.

We trust you will share in our excitement at delivering this superb product to the South African market. For further information about Q8 Formula Special G Long Life 5W-30 simply contact your local representative, phone 011 462 1829 or email us at info@bcl.co.za. 

An engine is assembled from many individual parts. Ensuring a good oil flow to critical areas is essential to guarantee the efficient and trouble-free operation of the engine. By lubricating an engine with the right engine oil, you can achieve smoother operation and better engine durability, saving you maintenance and fuel costs.

All engines, whether for heavy-duty vehicles or passenger cars, have critical engine parts that must be properly lubricated to avoid premature engine wear, operational problems, and catastrophic failures. In this article, we will address these critical engine components and explain how to protect them.

1. Turbocharger

A turbocharger increases the engine’s efficiency and power output by forcing extra air into the combustion chamber. Operating at high speeds of up to 250,000 rpm, a turbocharger generates excessive heat.

Risks of Turbocharger Failure

With peak temperatures of up to 1000°C, the turbocharger creates a harsh environment for engine oils. These high temperatures increase the formation of deposits in the oil, resulting in a gradual loss of power and efficiency and, eventually, severe turbocharger failures.

The Importance of Choosing the Right Lubricant

To ensure the smooth operation of the turbocharger, the engine oil must excel in cleanliness control and oxidation control to manage deposits at high temperatures. Using a high-quality lubricant helps maintain power and efficiency throughout the oil drain interval.

2. Piston and Liners

The engine block consists of cylinder liners, pistons, and rings. Together, they generate the combustion pressure that allows for efficient power generation. To ensure efficient combustion and maximum engine efficiency, it is crucial to prevent wear and control deposit formation in the lubricant.

Risks of Piston and Liners Failure

The formation of piston deposits can cause piston ring sticking, leading to damage to cylinder liners, pistons, and rings. This results in a loss of combustion pressure and excessive blow-by, further exacerbating oxidation and cleanliness problems.

The Importance of Choosing the Right Lubricant

A high-quality engine lubricant controls piston deposit formation and prevents wear on cylinder liners, pistons, and rings. It helps maintain optimal compression and engine power, ensuring engine durability.

3. Crankcase

The crankcase protects several key engine parts, such as the crankshaft and connecting rods, from external objects. A collection of capillary oil feeds allows for dedicated lubricant delivery to various components.

Risks of Crankcase Failure

The formation of soot and sludge can clog capillary oil feeds, resulting in crucial component failure. It also obstructs the removal of contaminants during maintenance service, leading to further wear and durability issues.

The Importance of Choosing the Right Lubricant

A lubricant that effectively controls sludge and soot ensures clean engines, guaranteeing a good oil flow to important engine components, reducing wear, and improving efficiency.

4. Valve Train

The valve train manages valve operation by controlling the amount of air and exhaust gas flowing into and out of the engine.

Risks of Valve Train Failure

The precise geometry of the cam-operated mechanism is critical for engine operation and can be affected by wear and soot formation. A lubricant with poor wear protection, inadequate soot control, and insufficient valve lubrication can result in excessive wear, reduced valve lift, and potential component failure, such as valve seat wear and related valve recession.

The Importance of Choosing the Right Lubricant

A lubricant with good wear protection and valve lubrication ensures the precise geometry of cams, valves, and valve seats, maintaining the correct air and exhaust gas ratio. As a result, the engine will maintain its power and efficiency.

5. Main and Rod Bearings

Main crankshaft bearings support the crankshaft and enable its rotation. These bearings provide oil flow to the feed holes in the crankshaft. Connecting rod bearings facilitate the rotating motion of the crank pin within the connecting rod. Both main and rod bearings are responsible for efficient lubrication with minimal power loss.

Risks of Bearing Failure

Corrosion of the bearings is a significant risk that can lead to rod and cam bearing damage and potential engine failures. Insufficient lubrication can result in oil leakage, a loss of oil pressure, and expensive component replacement.

The Importance of Choosing the Right Lubricant

A high-quality lubricant prevents corrosion and ensures extended protection of the bearings, leading to less unscheduled maintenance and significant cost savings.

Q8Oils develops all products in close cooperation with Q8 Research, an experienced team of scientists. We consider it extremely important to offer the right lubricant for any application to ensure that customers receive optimal performance and protection for their engines.

When you open a container of lubricating grease, chances are you may see a thin layer of oil at the top of the grease. The first thought that usually jumps to mind is whether the grease is suitable for use. The answer is in most instances, yes, but to understand the phenomenon of oil separation (bleeding) we need to revisit the fundamentals of grease.

Grease is a dispersion of a thickening agent in a liquid lubricant. the thickener can be compared to a ‘sponge’ that soaks up the lubricant. When the grease is subjected to stress or shear movement, the thickener releases the oil to provide the necessary lubrication. This is generally known as Dynamic Bleed. It is important that the grease has a controlled rate of bleeding during use to properly lubricate the bearing or component it has been placed in. The greater the amount of sheer stress encountered, the faster the grease thickener releases the oil. the thickener imparts little, if any, lubrication. If the thickener did not release the oil, the grease would be unable to perform its lubricating function.

In service, grease should also have a fair degree of reversibility after the stresses that have released the oil are relaxed. Reversibility can be described as the ability of the grease to recapture most of the oil and return to its original consistency when the equipment is shut down. The reversibility characteristics of grease are influenced by the type and amount of thickener used. The higher the thickener content, the greater the oil retention. As the base oil content is increased and the amount of thickener decreased, the forces that hold the oil also decrease, resulting in the base oil being loosely held in the thickener and easily separated.

Considering the above, one would think that using a higher thickener content is better. However, as mentioned earlier, grease with a thickener that does not release the oil readily, would be unable to perform its lubricating functions. It is therefore important that grease must have the proper balance of oil and thickener to function properly. The oil on top of grease in a container that has been opened for the first time is called Static Bleed. Static bleed, also referred to as oil puddling, occurs naturally for all types of grease and the rate of bleeding depends on the composition of the grease. Static oil bleeding is affected by:

• Storage Temperature
• Length of period in storage
• Vibrations the container may be exposed to during transport or storage
• Uneven grease surface in the container (the presence of high and low spots)

These conditions can cause weak stresses to be placed on the grease, resulting in the release of small amounts of oil and over time a puddle of oil can form on top of the grease. Reasonable static bleeding does not result in the grease being unsuitable for use. Any oil that has puddled on the grease can be removed by decanting the free oil from the surface or manually stirring it back into the grease. The quantity of oil that has separated from the grease is generally insignificant and represents a mere fraction of the total quantity of oil that is held in the thickener (typically less than 1%). This small amount of oil will not adversely affect the consistency of the remaining product and will have little or no effect on the performance of the grease.

Conclusion

It is therefore safe to say grease with puddling on the top is suitable for use subject to the following conditions:

• The amount of oil should be small, covering only low spots on the surface of the grease.
• The grease must readily absorb the oil upon stirring.

Tractors don’t come up on our radar screens all that often but modern farm equipment is a far cry from the “mechanical plow horses” of yesteryear. These new machines may still not break any speed record, but space technology is now being incorporated into agricultural equipment in the form of GPS devices, onboard computers, auto-steer system and even driverless technology!

Notwithstanding this array of state-of-the-art gizmos, lubrication still plays a critical role in the efficient and reliable operation of agricultural machinery. Tractors and other farm equipment, such as combined harvesters, have various components that need to be lubricated. These include the engine, transmission, final drives, oil immersed ( wet ) brakes hydraulic system and the power take-off ( PTO ). Just imagine the cost consequences if farmers had to stock different oils for all these applications. Furthermore, with so many lubricants in the oil store, there is also the risk of using the wrong oil for a specific component. It is therefore no wonder that agricultural equipment manufacturers and oil companies have worked together to come up with multifunctional lubricants:

Super Tractor Oil Universal (STOU/SUTO)

These oils fulfill several roles and make machine maintenance much simpler. They also reduce the number of lubricants farmers need to keep around because they can generally be used for all the applications mentioned above. When you peruse the product data sheet of a reputable STOU you will find that it meets the requirements of a host of Industry and Equipment Manufacturers’ (OEM) specifications. These may include, but are not limited to, the following:

• Engines: API CG-4/SF
• Gears: AP GL-4
• Transmissions: ZF TE-ML 06A / 06B / 06C / 06G
• Wet Brakes: Case MS 1317
• Hydraulics: Eaton Vickers M-2950-S.

A STOU fluid can be described as a general-purpose farm lubricant with reasonable engine performance, fair load carrying capacity for gears and moderate hydraulic oil performance. However, as engines become more demanding, transmissions more sophisticated and hydraulic system pressures higher, trying to meet all the requirements with one fluid becomes more complicated. For instance, if a manufacturer recommends an API CI-4 performance level oil for the engine, two separate lubricants may have to be used since it is unrealistic to expect a single oil to meet API CI-4 and all the other service categories mentioned above. In such an instance it would be advisable to use a dedicated engine oil and a higher performance multifunctional lubricant for the other components.

Universal Tractor Transmission Oil ( UTTO )

These lubricants are also referred to as Tractor Hydraulic Fluid ( THF ) or Transmission, Differential and Hydraulic ( TDH ) fluid. They are used where the equipment manufacturer recommends a separate engine oil. UTTO shave no engine oil credentials, better hydraulic oil performance and improved wet brake fluid characteristics.

When you compare STOU and UTTO product data sheets you may well find they have some transmission, rear axle, wet brake and hydraulic oil specifications in common. However high-performance UTTOs will boast with OEM specifications that are unlikely to be met by STOUs such as:

• Case MS 1207: Hy-Tran Plus, transmissions, hydraulics, wet brakes
• Massey Ferguson CMS M 1141: Transmissions, hydraulics, highly loaded wet brakes
• Volvo 97302-10: Transmission with built in wet brakes

As tractors become more sophisticated and require higher quality oils for satisfactory performance, there will most likely be an increased trend away from the all-purpose STOU fluid to a specific engine oil and UTTO combination.

TO-4 Fluid

UTTOs should not be confused with TO-4 fluids. UTTOs are mainly used in agricultural applications, although they are sometimes recommended for construction machines, such as Bell ATDs. TO-4 fluid originates from the Caterpillar TO-4 ‘Transmission Oil’ specification. TO-4 has become a standard term used within the industry for a specific type of additive/ fluid. TO-4 fluids normally meet Allison C4and other OEM requirements as well.

Although both UTTOs and TO-4 fluids are designed for wet brake applications, they are not interchangeable since they have different frictional properties.Construction machinery, for which TO-4 fluids are intended, is normally much bigger and heavier than agricultural equipment. A higher level of friction is required to ensure that these heavy machines can stop on steep slopes, such as access roads down open cast mines.Tractor size, and therefore weight, is limited, as they need to use public roads, and therefore less friction is required to stop agricultural equipment. This results in TO-4 fluids having a higher coefficient of friction than UTTOs. Using the wrong fluid will mean that fluid/brake surface interaction will be affected and thereby reducing braking efficiency with possible catastrophic results.

Conclusion

Know your equipment manufacturer’s recommended lubricants, have them on hand and pay attention to tractor and equipment service intervals. If in doubt our experts are at your disposal, ready to provide you with advice and to answer any of your questions.

One of the most frequent questions that comes up around gear oil is “Can GL-5 gear oils be used in vehicles with synchronized manual transmissions?”

Modern high performance automotive gear oils (API GL-4 and GL-5) are formulated with oxidation and rust inhibitors, antifoam agents, pour point improvers and extreme pressure (EP) additives. The most common EP additives are sulfur-phosphorus (S-P) compounds that adhere to metal surfaces through polar attraction.

When subjected to heat and/or pressure (from a collapsing lubricant film) they react chemically with the metal surface to form a tough EP film. In general, the higher the GL rating, the higher the S-P content and the higher the EP protection provided.

Traditionally the engines of motor vehicles were placed in the front with a long driveshaft transmitting power to the wheels at the back – see Figure 1 below. A differential is used to let the power from the driveshaft make a 90 degree turn so it can get to the wheels via the side shafts (axles) – Figure 2. In days gone by vehicles were designed quite high on their wheels and the position of the driveshaft was not an issue. A crown wheel (large gear) and pinion (small gear) are used in the differential to ‘bend’ the power from the driveshaft to the side shafts (Figure 3). In this configuration the axis (center) of the pinion is on the same level as that of the crown wheel.  This design, however, became a problem when the height of vehicles was reduced to make them more streamline, since lots of interior space had to be sacrificed to accommodate the driveshaft tunnel – that hump that runs from the front to the rear in the floor of the vehicle. This problem was reduced with the introduction of hypoid differentials where the axis of the pinion is set below the axis of the crown wheel (Figure 4), resulting in a lower driveshaft.

Generally, a differential with the axis of the pinion on the same level as that of the crown wheel (Fig 3) will be adequately lubricated by an API GL-4 oil although GL-5 will provide better protection.  Today, however, most rear wheel drive vehicles are fitted with hypoid differentials (Fig 4). Because of the increased sliding contact between hypoid gears, their contact pressure is higher and API GL-5 oils are required to lubricate these diffs effectively.

Most API GL-5 oils correctly claim they meet GL-4 requirements but does that make them suitable for synchromesh or synchronized transmissions? The answer is NO! They meet API Gear Oil specifications, not transmission oil requirements. The API GL-4 and GL-5 categories do not mention anything about transmission oil requirements, synchronized transmission in particular.

Synchronized transmissions are fitted with synchronizers to allow light and easy gear shifting and to eliminate that grinding sound, particularly when changing to a lower gear. Synchronizers use friction to match the speed of the components to be engaged during shifting. Slippery lubricants such as GL-5 hypoid gear oils can reduce the friction between the mating synchronizer surfaces and thereby effecting synchronizer operation negatively. In addition, synchronizers are often made of copper alloys. The way in which EP additives work can be disastrous to these ‘soft’ alloys. The S-P may attack the yellow metals chemically, causing synchronizers to fail prematurely.

Another question is why API Category GL-6 is obsolete when it offers protection from gear scoring in excess of that provided by API GL-5 gear oils? To answer this question, we need to take a trip down memory lane.  Many years ago, Ford required improved protection in certain of their pickup trucks and about the same time General Motors introduced a differential with a very high pinion offset.

This necessitated a higher gear oil service category and API GL-6 was developed to provide the greater protection needed. In fact, the GM differential was used in the GL-6 test procedure. This level of protection is still claimed by some oil manufacturers, but can no longer be tested since GM have stopped producing these diffs. A shift to more modest pinion offsets and the obsolescence of API GL-6 test equipment have greatly reduced the commercial use of API GL-6 gear lubricants. Nevertheless, some manufacturers of high performance cars still specify this level of EP performance for their vehicles.

The photo below shows a brass synchronizer that had been damaged to such an extent that it no longer “grips” its mating surface.  API GL-4 lubricants contain about half the S-P additives of their GL-5 counterparts. This means they do not react with synchronizers quite as aggressively but then they provide less wear protection for transmissions. This nonetheless is not a serious problem since there are no hypoid gear arrangements in synchronized transmissions.

What is then used in the transaxles of front wheel drive vehicles where the transmission and differential are combined in one unit? Oil selection is influenced by the transaxle design:

1. Contact surfaces of the gears are big enough to carry the load and less protection is required from the lubricant.
2. Most transaxles are designed without hypoid gears.

Another question is why API Category GL-6 is obsolete when it offers protection from gear scoring in excess of that provided by API GL-5 gear oils? To answer this question, we need to take a trip down memory lane.  Many years ago, Ford required improved protection in certain of their pickup trucks and about the same time General Motors introduced a differential with a very high pinion offset. This necessitated a higher gear oil service category and API GL-6 was developed to provide the greater protection needed. In fact, the GM differential was used in the GL-6 test procedure. This level of protection is still claimed by some oil manufacturers, but can no longer be tested since GM have stopped producing these diffs. A shift to more modest pinion offsets and the obsolescence of API GL-6 test equipment have greatly reduced the commercial use of API GL-6 gear lubricants. Nevertheless, some manufacturers of high-performance cars still specify this level of EP performance for their vehicles.

In addition to API GL specifications, synchronized transmissions and limited slip differentials often have specific frictional requirements and reference should always be made to the equipment manufacturers’ oil recommendations for these units.

The API (American Petroleum Institute) defines automotive gear lubricant service designations to assist manufacturers and users of automotive equipment in the selection of transmission, transaxle and axle lubricants based on gear design and operating conditions.

Selecting a lubricant for specific applications involves careful consideration of the operating conditions and the chemical and physical characteristics of the lubricant. The API designations also recognize the possibility that lubricants may be developed for more than one service classification.

Gear oils are classified by the API using the letters GL (abbreviation for Gear Lubricant) followed by a number to identify the performance level of the oil. The API has also issued the MT-1 service designation for certain non-synchronised manual transmissions. Only three of the seven automotive gear lubricant service designations issued by the API are currently in use due to changes in manufacturers’ recommended practices or due to the unavailability of testing hardware.

The API Lubricant Service Designations for Automotive Manual Transmissions, Manual Transaxles, and Axles are described below, followed in some instances by supplemental comments (in italics) regarding the use of these lubricants:

API GL-1 (Obsolete)

This designation denotes lubricants intended for manual transmissions operating under such mild conditions that straight petroleum or refined petroleum oil may be used satisfactorily. Oxidation and rust inhibitors, antifoam agents and pour depressants may be added to improve the characteristics of these lubricants. Friction modifiers and extreme pressure additives shall not be used.

API GL-1 lubricants are generally not suitable for most passenger car manual transmissions. However, these oils may be used satisfactorily in some truck and tractor manual transmissions. Lubricants meeting service designation API MT-1 are an upgrade in performance over lubricants meeting API GL-1 and are preferred by commercial vehicle manual transmission manufacturers.

API GL-2 (Obsolete)

The designation API GL-2 denotes lubricants intended for automotive worm-gear axles operating under such conditions of load, temperature, and sliding velocities that lubricants satisfactory for API GL-1 service will not suffice. Products suited for this type of service contain anti-wear or film-strength improvers specifically designed to protect worm gears.

API GL-3 (Obsolete)

This designation denotes lubricants intended for manual transmissions operating under moderate to severe conditions and spiral-bevel axles operating under mild to moderate conditions of speed and load. These service conditions require a lubricant having load-carrying capacities exceeding those satisfying API GL-1 service but below the requirements of lubricants satisfying API GL-4 service.

Gear lubricants designated for API GL-3 service are not intended for axles with hypoid gears. Some transmission and axle manufacturers specify engine oils for this service.

 API GL-4 (Current)

The designation API GL-4 denotes lubricants intended for axles with spiral bevel gears operating under moderate to severe conditions of speed and load, or axles with hypoid gears operating under moderate conditions of speed and load. Axles equipped with limited-slip differentials have additional frictional requirements that are normally defined by the axle manufacturer.

API GL-4 oils may be used in selected manual transmission and transaxle applications where API MT-1 lubricants are unsuitable. In all cases, the equipment manufacturer’s specific lubricant quality recommendations should be followed.

API GL-5 (Current)

This designation denotes lubricants intended for gears, particularly hypoid gears, in axles operating under various combinations of high-speed/shock load and low-speed/high-torque conditions. Frictional requirements for axles equipped with limited-slip differentials are normally defined by the axle manufacturer.

API GL-6 (Obsolete)

The designation API GL-6 denotes lubricants intended for gears designed with a very high pinion offset. Such designs typically require protection from gear scoring in excess of that provided by API GL-5 gear oils.

A shift to more modest pinion offsets and the obsolescence of original API GL-6 test equipment and procedures have eliminated the commercial use of API GL-6 gear lubricants.

API MT-1 (Current)

This designation denotes lubricants intended for non-synchronized manual transmissions used in buses and heavy-duty trucks. Lubricants meeting the requirements of API MT-1 service provide protection against the combination of thermal degradation, component wear, and oil-seal deterioration, which is not provided by lubricants in current use meeting only the requirements of API GL-4 or GL-5.

API MT-1 does not address the performance requirements of synchronized transmissions and transaxles in passenger cars and heavy-duty applications.

Automatic or semi-automatic transmissions, fluid couplings, torque converters, and tractor transmissions usually require special lubricants. Consult the equipment manufacturer or your lubricant supplier for the proper lubricant for these applications.

The API Automotive Gear Oil Classifications only specify performance level and service designation.

Motor oil is a lubricant used in internal combustion engines to reduce friction and provide essential protection to engine components. There are several types of motor oil available, each with its own specific functions and characteristics.

Here are some common types of motor oil:

1. Conventional Motor Oil: Conventional motor oil is a basic lubricant derived from crude oil. It provides standard engine protection and is suitable for most common vehicles under typical driving conditions. Conventional oil needs to be changed at regular intervals.
2. Synthetic Motor Oil: Synthetic motor oil is manufactured using chemically engineered compounds. It offers better performance and protection than conventional oil, especially in extreme temperatures and demanding driving conditions. Synthetic oil has a longer lifespan and provides improved lubrication and engine cleanliness.
3. High Mileage Motor Oil: High mileage motor oil is specifically formulated for vehicles with higher mileage, usually over 75,000 miles. It contains additives that help reduce oil burn-off, prevent leaks, and minimize engine wear in older engines.
4. Synthetic Blend Motor Oil: Synthetic blend oil is a mixture of conventional and synthetic oils. It offers some of the benefits of synthetic oil at a more affordable price point. Synthetic blend oil provides improved performance and protection compared to conventional oil but not as much as full synthetic oil.
5. Racing Motor Oil: Racing motor oil is designed for high-performance racing engines that operate under extreme conditions. It has excellent heat resistance, superior lubrication properties, and enhanced protection against wear and deposits. Racing oil is not typically recommended for regular passenger vehicles.
6. Diesel Motor Oil: Diesel motor oil is specifically formulated for diesel engines. It contains additives that can handle the higher operating temperatures and pressures of diesel engines. Diesel oil provides enhanced protection against soot, deposits, and wear common in diesel engines.

It’s important to note that the recommended type of motor oil for a specific vehicle can be found in the vehicle owner’s manual. The manufacturer’s recommendations take into account factors such as the engine design, operating conditions, and maintenance requirements of the vehicle.

The ACEA Oil Sequences describe, amid others, “E” category service-fill oils for heavy duty diesel engines. These sequences define the minimum performance level for engine oils to meet ACEA requirements. Performance parameters other than those covered by the sequences or more stringent limits, may be specified by individual engine manufacturers – hence OEM specifications such as Mercedes-Benz 228.3, Volvo VDS-3, etc.

The ACEA Oil Sequences are subject to constant development to stay abreast of new engine designs, the increasing use of biofuels and more stringent emission requirements.

Each new issue of the sequences may exclude a previous sequence or include a new one, incorporate an increase in severity for an existing sequence or a change in testing method. As new editions are published older editions are withdrawn. The table below summarises the changes that have occurred since the first ACEA Oil Sequences were introduced in 1996.

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 (Exhaust Gas Recirculation) engines and some engines fitted with SCR NOx (Selective Catalytic Nitrogen Oxides) reduction systems.

UHPD (Ultra High Performance Diesel) category and the highest level of engine oil performance in the global heavy duty diesel market. Mostly SAE 10W-40 formulated with Group III base oils. Extended drain oils suitable for use in vehicles without a DPF (Diesel Particulate Filter). 

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, Euro V and Euro VI 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. Designed for use in combination with low sulphur diesel fuel.

UHPD category and the highest level of engine oil performance seen in the global heavy duty diesel market. Mostly SAE 10W-40 formulated with Group III base oils. Extended drain low SAPS oils suitable for use in vehicles with or without a DPF.

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.

SHPD (Super High Performance Diesel) tier of mainly SAE 15W-40 engine oils designed for use in medium severity operations. Suitable for use in vehicles without a DPF. Often combined with API CI-4. 

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, Euro V and Euro VI 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. Designed for use in combination with low sulphur diesel fuel.

SHPD tier of mainly SAE 15W-40 engine oils designed for use in medium severity operations. Suitable for use in vehicles with and without a DPF. Often combined with API CJ-4. 

Claims against the ACEA Oil Sequences can be made on a self-certification basis. ACEA, however, requires that any claims for oil performance relating to these sequences must be based on credible data and controlled tests in accredited test facilities.

It is expected that new ACEA Oil Sequences will be issued during the third quarter of 2016. ACEA 2016 marks the first update since 2012, a break from the specification’s typical biennial update schedule. So what are some of the sequence changes that we can expect to see in ACEA 2016?

Biofuels: New fuel alternatives are becoming increasingly prominent, particularly the use of biodiesel fuels for the heavy duty market. These fuels can lead to increased oxidation, degradation and thickening of the oil. ACEA 2016 may therefore include new tests to assess lubricant effectiveness to prevent oxidation and deposit formation.

Seal Materials: Modern engines have introduced new elastomer sealing materials, necessitating an update of the seal test methods in ACEA 2016.

Soot: A new test may possible be added to assess oil resistance to soot-related thickening and deposits in diesel engines. The expected test will reflect the cleaner operation of modern low-soot heavy duty diesel engine oils.

In summary, modern diesel engines are being forced to become more fuel efficient, less polluting, and longer lasting. Subsequently their lubrication needs have changed dramatically since 2012. In addition, oil change intervals are being extended and the use of biodiesel is increasing. These changes require the use of superior heavy duty diesel engine oils. ACEA 2016 is expected to address all these issues and it is therefore not surprising that its pending release is anticipated globally with great interest.

Always consult your vehicle owner’s manual to determine what engine oil you should use, and READ THE LABELS ON THE OIL YOU BUY.

ACEA is the abbreviation for the Association des Constructeurs Européens d’Automobiles or the European Automobile Manufacturers’ Association in English. Among many other activities ACEA defines specifications for engine oils on behalf of the major vehicle manufacturers in the European Union.

The ACEA Oil Sequences were introduced in 1996 when they superseded the former CCMC (Committee of Common Market Automobile Constructors) specifications for engine oils. The ACEA Oil Sequences are the European counterpart of the API Engine Oil Classification System.

There are three principal categories within the ACEA Oil Sequences – “A/B” for petrol and light duty diesel engine oils, “C” for light duty catalyst compatible oils and “E” for heavy duty diesel engine oils. In this blog the ACEA Oil Sequences for petrol and light duty diesel engines will be discussed. However, before this is done a few terms that are used in describing the Sequences need to be explained:

The current ACEA Oil Sequences were introduced in 2012 and may be condensed as follows:

CATEGORY	STATUS
SAPS:	(Sulphated Ash, Phosphorus, Sulphur) Phosphorus and sulphur comprise a significant portion of the additive content of engine oil. Sulphated ash is not added to oil; it is the result of additives in the oil leaving an ash residue when the oil is burnt under prescribed laboratory conditions.
DPF:	(Diesel Particulate Filter) A device designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
TWC:	(Three Way Catalyst) A catalytic converter that reduces the harmful Nitrogen Oxides, Carbon Monoxide and Unburned Hydrocarbons in the exhaust gas of (mainly petrol) engines.
HTHS:	(High Temperatre/High Shear rate viscosity) HTHS is indicative of the resistance of engine oil to flow in the tight tolerances between fast moving components in hot engines. It influences fuel consumption and wear in high shear regimes in an engine, such as those existing in piston ring/cylinder wall interface and the valve drive train. Lower HTHS viscosity generally means thinner oil which can improve fuel economy. Lower HTHS viscosity, however, usually comes at the expense of wear protection and therefore low HTHS oils are not suitable for use in all engines.

The current ACEA Oil Sequences were introduced in 2012 and may be condensed as follows:

ACEA A/B : Petrol and diesel engine oils

A1/B1 Fuel efficient oil for use at extended drain intervals in petrol and light duty diesel engines designed to use low friction, low viscosity and low HTHS oils. Unsuitable for use in some engines.

A3/B3 Intended oil for use in high performance petrol and light diesel engines and for extended drain intervals where specified by the engine manufacturer.

A3/B4 Intended for use in high performance petrol and direct injection diesel engines, but also suitable for applications described under A3/B3.

A5/B5 Fuel efficient oil for use at extended drain intervals in high performance petrol and light diesel engines requiring low friction, low viscosity and low HTHS oils. Unsuitable for use in some engines.

ACEA C : Catalyst compatibility oils

C1 Fuel efficient oil intended for vehicles with DPF and TWC. Formulated for high performance petrol and light diesel engines requiring low friction, low viscosity, low SAPS and low HTHS oils. These oils have a SAPS limit of 0.5% and are unsuitable for use in some engines.

C2 Fuel efficient oil intended for vehicles with DPF and TWC. Formulated for high performance petrol and light diesel engines designed to use low friction, low viscosity and low HTHS oils. These oils have a SAPS limit of 0.8% and are unsuitable for use in some engines.

C3 Fuel efficient oil intended for vehicles with DPF and TWC. Formulated for high performance petrol and light diesel engines designed to use low HTHS oils. These oils have a SAPS limit of 0.8% and are unsuitable for use in some engines.

C4 Fuel efficient oil intended for vehicles with DPF and TWC. Formulated for high performance petrol and light diesel engines requiring low SAPS and low HTHS oils. These oils have a SAPS limit of 0.5% and are unsuitable for use in some engines.

Note: Oils with a 0.8% SAPS limit may be referred to as mid SAPS.

To meet the stringent requirements of the above ACEA Oil Sequences, engine oils must pass fourteen laboratory and ten engine tests. Hence oils that conform to these ACEA standards are formulated with superior additive packages – even more so when the oil needs to meet API requirements as well. For instance, a well formulated engine oil can conform to ACEA A3/B4/C3 as well as API SM/SN. It is, however, not always possible for an oil to meet both ACEA and API standards. To illustrate, it is unattainable for an ACEA A5/B5/C1 performance level oil to meet API SM/SN, because A5/B5/C1 requires a maximum phosphorus limit of 0.05% whilst SM/SN specifies a minimum level of 0.06%.

Since the first ACEA Oil Sequences were introduced in 1996 new specifications were issued in 1998, 1999, 2002, 2004, 2007, 2008, 2010 and 2012. It is therefore obvious that the next issue of the ACEA Oil Sequences is now long overdue. Reasons for this delay are the replacement of obsolete tests with new ones to reflect engine technology advancements and also to address the complications associated with the increasing use of biofuels. It is expected that the new sequences will be issued during the second half of 2016 and that the new release may, among other changes, comprise the removal of A1/B1 and the introduction of a C5 category.

The ACEA Oil Sequences represent some of the most significant performance standards of the lubricant industry. Their influence and importance extend beyond Europe and since the pending update is a major step for the global lubricant industry, it is anticipated with great interest.

In conclusion it should be mentioned that ACEA itself does not test or approve any oils. They set the standards and oil manufacturers are responsible for having their oils tested in accordance to the prescribed standards. They may then make performance claims for their products, provided such products satisfy the relevant ACEA requirements.

Always consult your vehicle owner’s manual to determine what engine oil you should use, and READ THE LABELS ON THE OIL YOU BUY.