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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6200 at-35

60 000 at-40

3.8 - -

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 - -

- - 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

mPa.s Max

Low Temperature

(°C)

Pumping Viscosity,

mPa.s Max

With No Yield Stress4

Low-Shear-Rate

Kinematic

Viscosity (mm

2/s

) at

100°CMin.

Low-Shear-Rate

100°CMin.

40 - - 12.5 <16.3

Kinematic

Viscosity

2/s

(mm

) at

High-Shear-Rate

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 mPa.s=1cP , mm

All Values, With the exception of the low-temperature cranking viscosity, are critical specifications as defined

by ASTM D3244 (See Text, section 3).

ASTM D5293:(Cold - Cranking Simulator) – The non-critical specification protocol in ASTM D3244: shall be

applied with a P value of 0.95.

ASTM D4684:(apparent viscosity) Note that the presence of any yield stress detectable by this method

constitutes a failure regardless of viscosity.

ASTM D445: (Kinematic viscosity)

ASTM D4683: CEC L-36-A-90 (ASTM D4741),or ASTM D5481 (Tapered bearing or tapered plug methods )

/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

GASOLINE ENGINES

Category Status Service

temperature despite

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.

SJ SH SG

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

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

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.

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

Obsolete

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

Obsolete

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

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

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

Current

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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The ACEA 2008 Eu ropean Oil Sequences for Service-fill Oils comprise 3 sets (classes) of sequences: one for Gasoline and Light-Duty Diesel engines; one specifically for Gasoline and Light-Duty Diesel engines with af ter treatment devices an d one for Heavy-Duty Di esel engines. Withi n each of these sets the re are categories w hich reflect dif ferent performance requirements - four (A1/B1, A3/B3, A3/B4 & A5/B5) for gasoline and light-duty diesel engines; four (C1, C2, C3, C4) specifically for engines with after treatment devices, and four (E4, E6, E7, E9) for heavy-duty diesel engines. Typical applications f or each sequ ence are described below for guidance only. Specific applications of each sequence are the responsibility of individual engine manufacturers for their own vehicles / engines. The sequences define the minimum quality level of a product for self-certification to EELQMS and pres entation to ACE A members. Performance p arameters othe r than those covered by the tests shown or more stringen t limits may be indi cated by individual ACE A member companies. Where claims are made that Oil performance meets the requirements of the ACEA sequences (e.g. product literature, packaging, labels) they must specify the ACEA Class and Category (see Nomenclature & ACEA Process for definitions).

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ACEA 2008 European Oil Sequences for Service-Fill Oils

A/B : gasoline and diesel engine oils

A1/В1

Stable, stay-in-grade oil intended for use at extended drain intervals in gasoline engines

unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

Stable, stay-in-grade oil intended for use in high performance gasoline engines and car

operating conditions as defined by the engine manufacturer.

Stable, stay-in-grade oil intended for use in high performance gasoline and directinjection diesel engines, but also suitable for applications described under A3/B3.

Stable, stay-in-grade oil intended for use at extended drain intervals in high

tion low viscosity oils with a High temperature / High shear rate

Consult owner manual or handbook if in doubt.

C : Catalyst compatibility oils

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF

low friction, low viscosity, low SAPS oils with a minimum HTHS viscosity of 2.9

engines. Consult owner manual or handbook if in doubt.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF

handbook if in doubt.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF

handbook if in doubt.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF

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

А3/В3

А3/В4

А5/В5

С1

& 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

performance gasol ine engine s and car & li ght v an di esel en gin es desi gned t o be c apable of using low fric (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines.

and TWC in high performance car and light van diesel and gasoline engines requiring

mPa.s. These oils will inc rease the DPF and TWC life and m aintain the vehicles fuel economy. Warning: these oils have the lowest SAPS limits and are unsuitable for use in some

and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils it a minimum HTHS viscosity of

2.9mPa.s. These oi ls wi ll i ncreas e the DP F and T W C li fe and mai ntain the vehi cles fu el economy. Warning: these oils are unsuitable for use in some engines. Consult owner manual or

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

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.

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E : Heavy Duty-Diesel engine oils

Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot

ction systems. However, recommendations may differ between engine

Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot

cant stability. It is recommended for highly rated diesel engines

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

ombination with low sulphur diesel fuel. However,

Dealers shall be consulted if in doubt.

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

oil drain intervals according to the manufacturer’s

engines and most engines fitted with SCR NOx reduction systems. However,

Dealers shall be consulted if in doubt.

Stable, stay-in-grade oil providing effective control with respect to piston cleanliness

excellent wear control, soot handling and

als according to the manufacturer’s

consulted if in doubt.

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 redu manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

handling and lubri 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

designed for use in c recommendations m ay differ between engine manuf acturers so Driver Manuals and/or

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 recommendations. It is suitable for engines without particulate filters, and for most EGR

recommendations m ay differ between engine manuf acturers so Driver Manuals and/or

and bore polishing. It further provides 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 interv 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

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ILSAC ENGINE SERVICE CLASSIFICATIONS

ILSAC (International Lubricants Standardization and Approval Committee) includes the major automobile manufacturers that manufacture vehicles in the USA. This includes the Japanese manufac turers. Eff ectively, I LSAC specif ications are the fuel econ omy version of the API specifications. GF-1 is obsolete GF-2 is equivalent to API SJ GF-3 is equivalent to API SL GF-4 is equivalent to API SM GF-5 is equivalent to API SN ILSAC grades only apply to viscosities XW-20 and XW-30. GF-4 has introduced a phosphorus limit of 0.08% maximum and a sulphur limit of 0.2% maximum, GF-5 is similar, but it introduced new requirements relating to phosphorus volatility and compatibility with ethanol fuels. ILSAC, API and ACEA specifications require a large range of engine tests and laboratory tests on the oil. Parameters such as high and low temperature wear, oxidation, soot control, oil thickening, deposit control, volatility, stay in grade performance, fuel economy, chemical composition and many others are tested against limits and rated. In the case of the API, the oil specifications become more sever e as the letters climb the alphabet, eg SL is more severe than SJ. This is not necessarily the case wi th ACE A as th eir specifications are more application specific.

TWO STROKE OILS

AIR COOLED

These are low ash or ash less oils depending on the end use. Products can be used in oil injection syste ms or pre mixed w ith th e fuel . As they are con su med w ith the f uel , two s troke

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oils must not caus e exc ess ive co mbus tion ch amb er or pis ton d epos its, or engin e fai lu re may result. The most common two stroke specifications are air cooled.

API TC

ISO EG-B/JASO FB provides good protection against scuffing and varnish. ISO EG-C/ JASO FC as per EG-B/FB but it has severe restrictions on exhaust smoke, system blocking and detergency. ISO EG-D/JASO FD enhanced detergency and varnish protection compared to EG-C/FD.

WATER COOLED

NMMA TC-W3® is ash less oil for two stroke outboard engines. Oils can be licensed to this category.

AUTOMATIC TRANSMISSION FLUID CLASSIFICATIONS

There are no API standards for automatic transmission fluids. Indeed, it is only in recent times that the Japanese have released a general industry standard that stands alongside their individual requirements. (JASO-1A)

GENERAL MOTORS

TYPE A AND TYPE A SUFFIX A

The original fluids. They came out on 1949 and 1957 respectively and are long obsolete.

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DEXRON®-IID

Now obsolete as far as General Motors is concerned, it was the closest we had to an industry specification. Indeed, it formed the basis of many other OEM (Original Equipment Manufacturer) ATFs specifications. It is still used by GM Europe up until recently and by other European and some Japanese OEMs.

DEXRON®-IIE

A development that had better low temperature properties than IID. Now superseded.

DEXRON®-III

For many years it was in “F” and “G” specifications, which h ad the same low temperature characteristics as the IIE version, but with modifications to antioxidancy and friction material. The 2003 IIIH specification was for 160,000km drain intervals and extended durability and superseded “G”. This specification became obsolete at the end of 2006 and was replaced by DEXRON®-VI .

DEXRON®-VI

Initially released in 2005, this is a special low viscosity fluid which will replace DEXRON®-III in all GM manufactured automatic transmissions. It has a very long oil drain capability of up to 400,000km

DEX-CVT®

Special specification for CVTs.

FORD MOTOR COMPANY

M2C33-F and M2C33-G

F came out for the USA and G for Europe. These are non-friction modified fl uids and as such cannot be used in most transmissions.

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M2C138-CJ and M2C166-H

Introduced to deal with problems with the C-6 and C-5 transmissions, these are satisfied by DEXRON

MERCON®

The original MERCON® fluids were again satisfied by DEXRON®-IID and the revised MERCON®-IV fluids by DEXRON®-IID/E and DEXRON®-III. (Now obsolete)

MERCON®-C

Special specification for CVTs.

MERCON®-V

This is the first MERCON® fluid not satisfied by a standard DEXRON® type fluid. Usually semi or fu lly synthetic, i t has more severe requirements on f riction, fluid ity, shear loss and oil drain. While fluids meeting MERCON®-V must pass DEXRON® -III initially, they are then subjected to many other tests. Updated in mid 2008. MERCON®-SP and MERCON®-LV Both fluids are low viscosity fluids. MERCON®-SP was based around a ZF specification and was used in six speed automatic transmissions, f or b ot h front and rear wheel d rive . L V was introduced in 2007 and Ford plan to make it backwards compatible.

®-IID.

ALLISON

C-4 Designed for heavy-duty transmissions in off-highway vehicles. ATFs and special fluids are qualified against it. Supersedes C-3. TES295 Special formulation-specific, PAO based fluid for heavy duty applications. TES389 Introduced in 2006 to cover DEXRON®-III application s. Now required for all onhighway transmissions instead of C-4.

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SAE J306 Automotive Gear Viscosity Classifications Axle and

70W

75W

80W

85W

110

140

190

250

Viscosity Min,mm2/s

4.1

7.0

11.0

7.0

11.0

13.5

18.5

24.0

32.5

41.0

Max,mm2/s

11.0

13.5

18.5

24.0

32.5

41.0

Viscosity of 150,000

20hr. KRL Shear

KV100, after Shear

CATERPILLAR

TO-4 specialized fluid for Caterpillar units. Oils meeting TO-4 and C-4 find wide application in heavy-duty construction equipment manufactured by many OEMs such as Komatsu. Also used in manual transmissions.

GEAR OIL CLASSIFICATIONS

Like motor oils, there are two main classification criteria for gear oils:

• Based on Viscosity (SAE)

• Based on Performance (API, manufacturer's specifications)

SAE CLASSIFICATION

Manual Transmission Lubricant Viscosity Classifications

at 100°C

mPa.s max. temp°C

(CRCL-45-t-93) ,

mm2/s, min.

-55 -40 -26 -12

-- -- -- -- -- --

4.1 4.1 7.0 11.0 7.0 11.0 13.5 18.5 24.0 32.0 41.0

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SAE J2360 Automotive Gear Viscosity Classifications

Viscosity

at 100°C

Min,mm2/s

4.1

13.5

24.0

Max,mm2/s

18.5

32.5

Viscosity of 150,000 mPa.s max. temp. °C

-40

-26

-12

Channel Point, Min. °C

-45

-35

-20

Flash Point, Min. °C

150

165

180

75W 80W-90 85W-140

API CLASSIFICATION

For gear oils (loosely including MTFs), there is the below set of standards: GL-1 Oil without additive GL-2 usually contains fatty materials GL-3 contains a mild EP additive GL-4 Equivalent to MIL-L-2105B and is usually satisfied by a 50% GL-5 additive level. GL-5 Equivalent to MIL-PRF-2105E. Primary f ield servi ce recommen dation for Passen ger cars and trucks worldwide. GL-6 for severe service involving high offset hypoid gears. Often used to describ e oils us ed in limited slip differentials. MT-1 For non-synchronized manual transmissions in buses and trucks at a higher level than GL-4. GL-2, GL-3, and GL 6 are not normally used for automotive applications. MIL-PRF-2105E – designed by the US military it takes conventional GL-5 and adds more demands to the specification. Most hypoid oils conform to this standard.

AGMA SPECIFICATIONS FOR GEAR LUBRICANTS

The American Gear Manufacturers Association (AGMA) has issued specifications and recommendations for gear lubricants used in various types of gear application. AGMA Standard 250.04 details specifications for rust and oxidation inhibited (R and O) and extreme –pressure (EP) Lubricants used in enclosed gear drives.

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Viscosity Ranges for AGMA Lubricant Numbers

Rust and Oxidation

Equivalent ISO

Extreme Pressure

41.4 to 50.6

46 2

61.2 to 74.8

2 EP

90 to 110

100

3 EP

135 to 165

150

4 EP

198 to 242

220

5 EP

288 to 352

320

6 EP

7Compounded

414 to 506

460

7 EP

8 Compounded

612 to 748

680

8 EP

8A Compounded

900 to 1100

1000

8A EP

The viscosity brackets correspond to those given in ASTM D 2422 ‘Standard Recommended Practice for Viscosity System for Industrial Fluid Lubricants’.

Viscosity Ranges

Inhibited Gear Oils

AGMA Lubricant No. cSt (mm2/s) at 40 °C AGMA Lubricant No.

Grade

Gear Lubricants

NOTE: Viscosity ranges for AGMA Lubricant Numbers will henceforth be identical with those of the ASTM System oils

compounded with 39% to 10% fatty or synthetic fatty oils.

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INDUSTRIAL LUBRICANT CL ASSIFICATIONS

ISO (INTERNATIONAL STANDARDS ORGANIZATION) VISCOSITY CLASSIFICATION

The ISO viscosity classification uses mm2/s (cSt) units an d relates to viscosity at 40 ْ◌ C. It consists of series of 18 viscosity bracts between 1.98 mm2/s and 1650mm2/s, each of which is defined by a number .The numbers indicate to the nearest whole number, the mind point of their corresponding brackets. For example, ISO viscosity grade 32relates to the viscosity bracket 28.8 to 35.2 mm2/s, the midpoint of which is 32.0mm2/s. This is illustrated in the table below, which shows the ISO viscosity grade number, the mid-points of each break, and the viscosity limits. This system is now used to classify all industrial lubricating oils where viscosity is an important criterion in the selection of the oil. Cutting oil and some

other specialized products are more important in relation to grade selection.

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ISO VISCOSITY GRADE CONVERSIONS

Kinematic Viscosity Limits

Say bolt Viscosity SUS

MIN

MAX

MIN

MAX

2.2

1.98

2.42

35.5

3.2

2.88

3.52

36.5

38.2

4.6

4.14

5.06

39.9

42.7

6.8

6.12

7.48

45.7

50.3

10 9 11

55.5

62.8

13.5

16.5

19.8

24.2

105

115

28.8

35.2

150

135

164

41.4

50.6

215

191

234

61.2

74.8

315

280

345

100

110

465

410

500

150

135

165

700

615

750

220

198

242

1000

900

1110

320

288

352

1500

1310

1600

460

414

506

2150

1880

2300

680

612

748

3150

2800

3400

1000

900

1100

4650

4100

5000

1500

1350

1650

7000

6100

7500

ISO

Viscosity

Grade

Mid-point

Kinematic

Viscosity

cSt at 40 °C(104 °F)

ASTM, Say bolt

Viscosity

Number

100 °F(37.8 °C)

Page 20

Viscosity Equivalents at Same Temperat ure

Page 21

Neutrals

40°C

100°C

cSt

SUS

cSt

SUS

70N

13.3

70.8

3.0

37.0

80N

15.6

80.3

3.35

37.3

90N

18.0

89.0

3.4

37.5

100N

21.5

104.0

4.0

39.0

140N

30.7

144.0

4.5

41.0

150N

31.6

148.0

4.9

42.4

160N

33.7

158.0

5.2

43.3

170N

34.0

159.0

5.4

44.0

180N

38.5

181.0

5.7

44.9

200N

44.5

204.0

6.2

46.0

250N

56.1

257.0

6.5

47.0

300N

61.3

285.0

7.0

49.0

315N

70.0

315.0

7.9

52.0

330N

70.9

328.0

8.4

53.7

350N

76.0

358.0

8.8

55.0

400N

86.0

398.6

9.8

58.0

450N

98.0

454.0

10.5

61.0

500N

107.0

496.0

11.0

64.0

600N

130.4

604.0

12.1

66.0

650N

141.0

665.0

14.8

71.0

700N

151.0

668.0

14.0

73.0

135Brt

413.2

1875.0

28.6

135.0

145 Brt

523.3

2425.0

30.9

145.0

150 Brt

568.0

2632.0

33.0

155.0

160 Brt

600.0

2800.0

35.2

166.0

175 Brt

616.0

2855.0

36.0

169.7

185 Brt

654.7

3034.0

37.6

177.0

225 Brt

1030.0

4800.0

49.3

229.0

GRADE

BASE STOCK VISCOSITY