Behron LUBRICANT User Manual
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LUBRICANT CLASSIFICATION
MOTOR OIL
There are two main classification criteria for motor oils:
• Based on Viscosity (SAE)
• Based on Performance (API, ACEA, manufacturer's specifications)
SAE CLASSIFICATION
Kinematic viscosity measured at 100°C defines SAE degrees from 20 to 60 for rising levels
of viscosity. Dynamic vis cosity at low temperat u res def ines the S AE "W" degrees, fro m the
initial "winter", from 0W to 25W on the basis of viscosity leve ls measured at tempe ratures
from -35° to -5°C. The temperature represents the lowest possible temperature at which
the engine can be start e d w hen lu bri cated wi th an oi l of th e cor resp on din g SA E degr ee (e.g.
a 15W oil makes it possible to start the engine at up to -20°C). The minimum pumping
temperature is the minimum temperature at which oil, in addition to allowing start up, can
flow freely and lubricate the critical parts of the engine.
SAE J300 JANUARY 2009 (ENGINE OILS)
The most widely used system for engine oil viscosity classification is that established by the
Society of Automotive Engineers (SAE) in the USA. In this system two series of viscosity
grades are defined – those containing the letter W and those without the letter W.
Grades with th e letter W are intended f or use at lower temperatu res and are based on a
maximum low temperature viscosity and a maximum borderline pumping temperature, as
well as a minimum viscosity at 100°C. The low temperature viscosity is measured by means
of a multi-temperature version of ASTM D2602 ‘Meth od of Test for app arent Viscosity of
Motor Oils at Low temperature using the Cold Cranking Simulator’.
Viscosities measured by this method have been found to correlate with engine speeds
developed during low temperature cranking. Borderli n e pu mpi ng temp eratu re i s meas u red
according to ASTM D3829 ‘Standard Method for Predicting the Borderline Pumping
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Temperature of Engine Oil’. This provides a measure of an oils’ ability to flow to the
engine oil pump inlet and provide adequate engine oil pressure during the initial stages of
operation.
Oils without the letter W, intended for use at higher temperatures, are based on the
viscosity at 100°C only. These are measured by ASTM D445 ‘Method of Test for Kinematic
Viscosity of temperature and Opaque Liquids’.
‘multi-grade’ oil is on e w h os e low temperat u re vi s cos ity an d b ord erli ne te mpe ratu re s ati sf y
the requirements of one of the W grades and whose viscosity at 100°C is within the
stipulated range of one-W-grades
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0W
6200 at-35
60 000 at-40
3.8 - -
5W
6600 at-30
60 000 at-35
3.8 - -
10W
7000 at-25
60 000 at-30
4.1 - -
15W
7000 at-20
60 000 at-25
5.6 - -
20W
9500 at-15
60 000 at-20
5.6 - -
25W
13000 at-10
60 000 at-15
9.3 - -
8
- - 4.0
<6.1
1.7
12 - -
5.0
<7.1
2.0
16 - -
6.1
<8.2
2.3
20 - -
6.9
<9.3
2.6
30 - -
9.3
<12.5
2.9
3.5 (0W-40,
3.7 (15W40,
50 - -
16.3
<21.9
3.7
60 - -
21.9
<26.1
3.7
SAE J300 VISCOSITY GRADES FOR ENGINE OILS12 (JANUARY 2015)
SAE
Viscosity
Grades
Low Temperature
(°C)
Cranking
Viscosity
3
,
mPa.s Max
Low Temperature
(°C)
Pumping Viscosity,
mPa.s Max
With No Yield Stress4
Low-Shear-Rate
Kinematic
Viscosity
(mm
2/s
) at
5
100°CMin.
Low-Shear-Rate
100°CMin.
40 - - 12.5 <16.3
Kinematic
Viscosity
2/s
(mm
) at
High-Shear-Rate
5
Viscosity
(mPa.s)
(6)6
at 150°CMin.
5W-40 and
40 - - 12.5 <16.3
10W-40 grades)
20W-40 ,
25W-40, 40 grades)
1
1 mPa.s=1cP , mm
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All Values, With the exception of the low-temperature cranking viscosity, are critical specifications as defined
by ASTM D3244 (See Text, section 3).
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ASTM D5293:(Cold - Cranking Simulator) – The non-critical specification protocol in ASTM D3244: shall be
applied with a P value of 0.95.
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ASTM D4684:(apparent viscosity) Note that the presence of any yield stress detectable by this method
constitutes a failure regardless of viscosity.
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ASTM D445: (Kinematic viscosity)
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ASTM D4683: CEC L-36-A-90 (ASTM D4741),or ASTM D5481 (Tapered bearing or tapered plug methods )
2
/5 =1 cSt
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API CLASSIFICATION
API stands for American Petroleum Institute. In 1970 along with the SAE and ASTM
(American Society for Testing and Materials), they established the API Service
Classificati on System to defi ne the performance level of a given oil, unrelated in the main,
to oil viscosity.
The API requirements “S” for Spark Ignition (petrol) and “C” for Compression Ignition
(diesel) can be briefly described as follows. For automotive gasoline engines, the latest
engine oil servi ce category in cludes the perf ormance properti es of each earl ier category. If
an automotive owner’s manual calls for API SJ or SL oil, API SM oil will provide full
protection. For diesel engines, the latest category usually – but n ot always – includes the
performance properties of an earlier category.
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Introduced in October 2010, designed to provide improved high
protection for pistons, more stringent sludge control,
turbocharger protection, emission control system compatibility, and
For all automotive engines currently in use. Introduced in 2004, SM oils are
improved oxidation resistance, improved deposit
CAUTION: Not suitable for use in gasoline-powered automotive engines
Use in more modern engines may cause unsatisfactory
Use in more modern engines may cause unsatisfactory
GASOLINE ENGINES
Category Status Service
temperature despite
SN
SM
Current
Current
and seal compatibility. API SN with resource Conserving matches ILSAC
GF-5 by combining API SN performance with improved fuel economy,
protection of engine operating on ethanol-containing fuels up to E85.
designed to provide
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
For 2010 and older automotive engines.
SL
SJ
SH
SG
SF
SE
SD
SC
SB
Current For 2004 and older automotive engines.
Current For 2001 and older automotive engines.
Obsolete For 1996 and older engines.
Obsolete For 1993 and older engines.
Obsolete For 1988 and older engines.
Obsolete
Obsolete
Obsolete
Obsolete
CAUTION: Not suitable for use in gasoline-powered automotive engines
built after 1979.
built after 1971.
performance or equipment harm.
CAUTION: Not suitable for use in gasoline-powered automotive engines
built after 1967. Use in more modern engines may cause unsatisfactory
performance or equipment harm.
CAUTION: Not suitable for use in gasoline-powered automotive engines
built after 1951.
performance or equipment harm.
CAUTION: Contains no additives. Not suitable for use in gasoline-powered
SA
Obsolete
automotive engines built after 1930. Use in more modern engines may cause
unsatisfactory performance or equipment harm.
Note: API intentionally omitted “SI” and “SK” from the sequence of categories.
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DIESEL ENGINES
Introduced in 2006. For high-speed, four-stroke engines designed to meet 2007
systems are used. Optimum protection is provided for control of
effectively lubricate engines calling for those API Service Categories. When
ult the engine
manufacturer for service interv al.
Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004
may also qualify for the CI-4 PLUS designation.
Introduced in 1998. For high-speed, four-stroke engines designed to meet 1998
Introduced in 1995. For severe duty, high-speed, four-stroke engines using fuel
Introduced in 1990. For high-speed, four-stroke, naturally aspirated and
Introduced in 1994. For severe duty, two-stroke-cycle engines. Can be used in
Introduced in 1994. For off-road, indirect-injected and other diesel engines
Introduced in 1985. For high-speed, four-stroke, naturally aspirated and
CD-II
Obsolete
Introduced in 1985. For two-stroke cycle engines.
CD
Introduced in 1955. For certain naturally aspirated and turbocharged engines.
CC
Obsolete
CAUTION: Not suitable for use in diesel-powered engines built after 1990.
CB
Obsolete
CAUTION: Not suitable for use in diesel-powered engines built after 1961.
CA
CAUTION: Not suitable for use in diesel-powered engines built after 1959.
Category Status Service
model year on-highway exhaust emission standards. CJ-4 oils are compounded
for use in all applicat ions with dies el fuels rangi ng in sulfur c ontent up to 500
ppm (0.05% by weight). However, use of these oils with greater than 15 ppm
(0.0015% by weight) sulfur fuel may impact exhaust after treatment system
durabi lity a nd/or oi l drai n inter val. CJ-4 oils are effective at sustaining emission
control system durability where particulate filters and other advanced after
CJ-4
CI-4
Current
Current
treatment
catalyst poisoning, particulate filter blocking, engine wear, piston deposits, lowand 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
using CJ-4 oil with higher than 15 ppm sulfur fuel, cons
exhaust emission standards implemented in 2002. CI-4 oils are formulated to
sustain engine durability where exhaust gas recirculation (EGR) is used and are
intended for use with diesel fuels ranging in sulfur content up to 0.5% weight.
Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils. Some CI-4 oils
CH-4
CG-4
CF-4
CF-2
CF
CE
Current
Obsolete
Obsolete
Obsolete
Obsolete
Obsolete
Obsolete
Obsolete
exhaust emission standards. CH-4 oils are specifically compounded for use with
diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of
CD, CE, CF-4, and CG-4 oils.
with less than 0.5% weight sulfur. CG-4 oils are required for engines meeting
1994 emission standards. Can be used in place of CD, CE, and CF-4 oils.
turbocharged engines. Can be used in place of CD and CE oils.
place of CD-II oils.
including those using fuel with over 0.5% weight sulfur. Can be used in place of
CD oils.
turbocharged engines. Can be used in place of CC and CD oils.
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Through the years, lubricant users have been treated to a number of ways to designate
viscosity grades of the lubricants used in manufacturing. There are SAE (Society of
Automotive Engineers) grades for gear oils and crankcases (engines), AGMA (American
Gear Manufacturers Association) grades for gear oi ls, SUS (Say bolt Universal Seconds),
cSt (kinematic viscosity in centistokes), and absolute viscosity. To add to the confusion, two
measures of temperature (Fahrenheit and Celsius) can be applied to most of these, not to
mention that viscosity might be presented at either 40°C (104°F) or 100°C (212°F).
While all of thes e have served useful purpos es to one degree or anoth er, most lubrication
practitioners settle on and use one method as a basis for selecting products. To the new
entrant into the lubrication field, the number of options can be confusing, particularly if
the primary lubrican t supplier d oes not ass ociate one of th e prominent vis cosity systems to
the product label. To complicate matters, ma chinery designers must define the lubricant
viscosity in such a way that the equipment user understands clearly what is needed without
having to consult outside advice.
These points to the need for a universally accepted viscosity designation - one that can be
used by lubrication practitioners, lubricant suppliers and machinery design engineers
simultaneously with minimal confusion.
ACEA CLASSIFICATION
ACEA stands for Association des Constructers Europeans de l’Automobile. This
classification system is the European equivalent of the API classification system, but is
stricter and has more severe requirements. Hence oil that meets both API and ACEA
specifications uses a better additive package than one that is designed to meet only API
specifications. Unlike the API, ACEA has three main groups – “A/B” for gasoline and light
duty (passenge r car, 4WD et c) diesel engines, “C” for light duty three way catalyst (TWC)
and diesel particu late filter (DPF) compatible oils and “E” for heavy duty diesel engines.
These can be defined as follows.
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