Fuchs gives and in­sight into grade vari­a­tions the in­dus­try ex­pe­ri­ences

Australian Transport News - - Sponsored Content - WORDS TONY SWIATEK

Why are there so many unique heavy duty en­gine oil spec­i­fi­ca­tions?

Many years ago we had only a few op­tions in the list of en­gine oils of­ten with only a vis­cos­ity grade as the no­table dif­fer­ence, such as 20W-40, 20W-50, 15W-40 or SAE 40.

Now there are so many vari­a­tions it can be dif­fi­cult to make the cor­rect choice. So what has changed?

As a very gen­eral rule the up­dates to spec­i­fi­ca­tions are usu­ally driven by gains in wear pro­tec­tion, emis­sion con­trol, fuel sav­ing and in some cases, all of these.

Most Orig­i­nal Equip­ment Man­u­fac­tur­ers (OEM) spend a great deal of time and ef­fort in devel­op­ment which will give them a com­pet­i­tive edge.

As such, the work they do is rarely shared amongst their com­peti­tors. This may then lead to a re­quire­ment for a unique spec­i­fi­ca­tion.

OEM’s may col­lab­o­rate on some lev­els with their com­bined work in grades such as those listed un­der in­dus­try bod­ies such as API & ACEA. These spec­i­fi­ca­tions of­ten form the back­bone of their own unique re­quire­ments.


A key change in the in­dus­try which has still taken time to fil­ter through was the ad­di­tion of ex­haust

af­ter treat­ment sys­tems. This usu­ally led to the need for what has be­come a generic term of ‘DPFfriendly’.

As an an­swer to the re­quire­ment to de­crease poi­sonous gases from the com­bus­tion process, many OEM’s in­cor­po­rated EGR (ex­haust gas re­cir­cu­la­tion) and vari­able tim­ing to re­duce the burn temperature. This had the re­quired re­sult of re­duc­ing the amount of poi­sonous gases, but in turn in­creased the amount of soot pro­duc­tion. The re­sponse was to fit a DPF (diesel par­tic­u­late fil­ter).

Some chem­i­cals used in en­gine oil ad­di­tives burn at a temperature far higher than the DPF reaches and can then ac­cu­mu­late, caus­ing block­age. The an­swer was to im­pose re­stric­tions on SAPS (Sul­phated Ash, Phos­pho­rous, Sul­phur).

This gave rise to the term “Low SAPS”.


Fuchs Lu­bri­cants of­fers an en­gine oil prod­uct range which has a tiered ap­proach to cater for all these re­quire­ments. This al­lows the choice of one of the higher spec­i­fi­ca­tion prod­ucts to cover all the pre­ced­ing re­quire­ments, or al­ter­na­tively, to se­lect only the ones needed.


API CJ-4 / ACEA E9/E6 – these high qual­ity prod­ucts boast many OEM ap­provals, spec­i­fi­ca­tions and rec­om­men­da­tions. These prod­ucts are nor­mally re­quired by the lat­est gen­er­a­tion of ve­hi­cles with even tighter SAPS lim­its. This said, it does not pre­vent their use in pre­vi­ous spec­i­fi­ca­tions. These prod­ucts are of­ten the lower vis­cos­ity, higher fuel sav­ing prod­ucts and for that rea­son alone should al­ways be a con­sid­er­a­tion when choos­ing a prod­uct.

TI­TAN CARGO SAE 15W-40 & SAE 10W-30:

API CJ-4 / ACEA E9 – has many OEM ap­provals, spec­i­fi­ca­tions and rec­om­men­da­tions. With the API CJ-4 came the step change to the “Low SAPS – DPF Friendly” tech­nol­ogy. Al­though not merely the “next thing”, it met the new stan­dards, while re­main­ing back­ward com­pat­i­ble to the pre­vi­ous types. This prod­uct is widely used as a means to achieve all heavy duty diesel en­gine oil re­quire­ments in one prod­uct.

Be­low: Tony Swiatek is Se­nior Prod­uct Man­ager at Fuchs Lu­bri­cants

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