Common issues we have found testing some competitor’s products:
Mutually exclusive specifications are listed on the same product. There is a clear split in technology used to formulate higher ash or SAP’s products such as ACEA A3/B4 or A5/B5 and lower ash specifications like C2 or C3. An OEM specification based on ACEA A3/B4 technology such as VW 502.00/505.00 will require a sulphated ash of 1.0 to 1.5% and a phosphorus content >900ppm. This means that an oil meeting these requirements cannot also meet the requirement of ACEA C3, or an OEM specification based on it, as it requires <0.8% sulphated ash and <900ppm phosphorus.
If a blender is making these types of conflicting claims, can you as a purchaser trust the oil is blended to the highest standards?
High Temperature High Shear Viscosity:
This is a test carried on engine oils to meet various specifications. It can relate to fuel economy, but it is also required to ensure an adequate oil film is available to correctly lubricate critical area of the engine like the oil pump, piston rings and valve train. In terms of analysis, it is a key difference between ACEA C2 and C3. Many of the oils we have analysed do not meet the stated ACEA C3 requirement and this viscosity is found to be significantly lower than specified. There is the question of the oil not meeting the needs of the customers engine, but it also signifies the blender is possibly not using the correct blend of base oils.
Volatility:
This is a measure of how much oil evaporates under standard conditions. Base oils are a mixture of hydrocarbons and not a pure chemical. The oil that evaporates tends to be the thinner lower viscosity fractions of hydrocarbons which means the oil that remains must increase in viscosity. There are specific OEM’s like Mercedes Benz that require a lower level of volatility than that required by ACEA C3.
Low Temperature Viscosities:
This is the number before the W in an engine oil grade, for example 5W-30. The lower the number the thinner the viscosity of the oil at lower temperatures. This is critically important in cold weather as if the oil is too thick it will be slower to pump from the sump to the top of the engine and provide lubrication. There is the potential to cause significant wear if the lubricating oil is not flowing freely to all the moving parts of the engine. Modern developments have been decreasing the viscosity of the oil at low temperature, and this is related to corresponding improvements in fuel economy.
If the oil is not the required grade, then is it providing the lubrication your engine needs, when it needs it the most?
