Prior to the introduction of multigrade oils, most manufacturers would specify a Summer and Winter oil vicosity grade for their vehicles. These were Mono Grade viscosities with a lower viscosity such as SAE 30 for winter and a higher viscosity such as SAE 50 grade for summer. With the introduction of Multgrade oils where you could have a starting viscosity and a high temperature running viscosity, Summer and Winter grades became obsolete.

Multigrade oils must meet both a "W" low temperature (Cold Cranking) viscosity requirement and a 100°C operating temperature requirement. A multigrade oil gives you the best of both worlds by maintaining its performance at high and low temperatures. All liquids thin out as heat increases but a multigrade keeps viscosity at optimum levels within a certain temperature range. (eg. 10W-40) Monograde oils do not have a low temperature requirement. Therefore, as the temperature decreases, they thicken considerably faster than equivalent multigrade oils. As temperature increases they thin out evenly across a temperature range (e.g. SAE 30). Monograde engine oils do not suffer from shear as there are no viscosity index improvers in the oil.

"SAPS" stands for "Sulphated Ash Phosphorous and Sulphur".
A "Low SAPS and Mid SAPS  engine oil has a lesser amount of these elements than a standard engine oil. The levels vary depending on the type of oil needed. Low and Mid SAPS oils are generally used in modern turbo diesel engines that are fitted a Diesel Particulate Filter (DPF) or in modern petrol engines to assist in fuel economy gains. Penrite ENVIRO+ engine oils were developed and introduced for vehicles that require Low and Mid SAPS oils.

To find out more about Sulphated Ash Phosphorous and Sulphur levels within specific grades of engine oils click here.

As engine oils are compressed and pulverised by the workings of an engine, the VI Improvers in the oil are cut or sheared, losing their ability to expand when heated which affects the oil’s multigrade viscosity. Penrite 10 Tenths Racing Oils feature SHEAR FREE technology that prevents viscosity loss. For more information, please refer to PERMANENT VS TEMPORARY SHEAR

FOUR STROKE ENGINE OIL as opposed to TWO STROKE ENGINE OIL is not burnt with the fuel to lubricate the engine as per a two stroke engine.

Instead of being burnt, it is recycled around the engine.

It is generally pumped from the sump of the engine via an oil pump through oil galleries to most moving parts internally in the motor.

Therefore as it is not burnt, it contains different ingredients to Two Stroke Oil such as higher levels of Detergents, Dispersants, Anti-Wear Additives, Pour Point Depressants,  Foam retardants etc.

As Four Stroke engine oil is recirculated around the engine it lubricates, disperses heat, clean and holds impurities in suspension until the oil change.

These are low ash or ashless oils depending on the end use. Products can be used in oil injection systems or premixed with the fuel. As they are consumed with the fuel, Two Stroke Oils must not cause excessive combustion chamber or piston deposits, or engine failure may result.

The most common Two Stroke specifications are:

AIR COOLED:

API TC Provides good wear protection and
engine cleanliness.

ISO EG-B/ JASO FB Provides good protection against scuffing and varnish.

ISO EG-C/ JASO FC As per EG-B/FB but with severe restrictions on exhaust smoke, system blocking and detergency.

ISO EG-D/ JASO FD Enhanced detergency and varnish protection compared to EG-C/FD.

TISI Thai Industrial standard with limits on smoke, generally equivalent to JASO FC.

WATER COOLED (MARINE):

NMMA TC-W3®: Ashless oil for Two Stroke Outboard engines. Oils can be licensed against this category. Oils meeting NMMA TC-W3® are proven to reduce emissions and to reduce fuel:oil ratio while extending engine Life.

What is “Hybrid”?

A “Hybrid” drive system is a power train that utilises a non-combustion engine i.e. Electric Motors to perform part or all of a vehicle's system drive. Most “Hybrids” consist of electric engines powered by rechargeable batteries in conjunction with some type of internal combustion engine. These systems are referred to as “HEVs” (Hybrid Electric Vehicles). The combination allows the electric motor and batteries to help the conventional engine operate more efficiently, reducing fuel use. Meanwhile, the combustion engine overcomes the limited driving range of some full electric vehicles.

Most HEV’s contain an internal combustion engine of similar size and performance to a standard combustion engined vehicle. This is needed for when rechargeable batteries that power the electric motors discharge. The combustion engine needs to be able to power the vehicle and recharge the battery packs for the electric motor.

The question raised here, what type of oils are needed for Hybrid engined vehicles?

The internal combustion engines in these vehicles operate exactly the same as normal combustion driven vehicle except that they may need to cope with –

• Extra load or drag from generators to charge battery packs
• Heavier net vehicle weight (Due to batteries and electric drivetrain systems)
• Stop / Start or “Idle Stop” technology that starts and stops the combustion engine.

Manufacturers generally have specifications and recommendations for these engines which are similar to standard production engines. Most are modern, fuel efficient engines that require fuel efficient, current specification engine oils. These oils can be synthetic, semi synthetic or mineral based oils as long as they meet with the manufacturers specifications.

What about alternative fuels such as E85 and even LPG?

Current specifications for engine oils are designed to run on most fuels. The latest generation of oils that meet ILSAC GF-5 such as Penrite Enviro+ 0W-20, are the most suitable oils for vehicles running all the time on E85. This oil specification is also quite suitable for LPG (Liquid Petroleum Gas), if specified by the manufacturer. The latest generation low viscosities such as 0W-16 and recently added 0W-12 and 0W-8 are recognised by the Society of Automotive Engineers (SAE) but are not yet recognised as an ILSAC Grade.

So are oils that are suitable for Hybrids suitable for taxis?

The answer is yes they are. Modern, synthetic, semi synthetic & mineral oils provide a level of protection that was unattainable 20 years ago. Modern engine design is tilted towards economy, efficiency and lower emissions and are made to exacting standards with tighter tolerances than was previously achievable. Metals, plastics, ceramics, alloys etc. used in the manufacturing of modern engines are more advanced and provide greater longevity  with less problems. Modern engines should run on modern oils that they were designed to be used with. Therefore the low viscosity oils are perfectly suited for use in hybrid taxis. 

So how does this affect a taxi’s economy?

So with the above in mind, many manufacturers are recommending late specification low viscosity engine oils for their vehicles. Taxis are also included. The latest low viscosity oils can achieve combined fuel economy gains >2% compared to reference oil in a Sequence VID test.

The Sequence VID is an engine dynamometer test that meausre a lubricant's ability to imrpove fuel economy of passenger cars and light-duty trucks.

The Sequence VID method compares the performance of a test lubricant to the performance of a baseline lubricant over six different stages of operation.  The Sequence VID test incorporates a flush and run type procedure.  Each test consists of two 6-stage fuel economy measurements on baseline oil (BL), one at the beginning of the test and one at the end.  The test oil is evaluated in between the two baseline runs. Following this final ageing (84 Hours), the test oil once again goes through a 6-stage fuel economy measurement.  The two fuel economy measurements are taken on the baseline oil (BL) and a final value for Fuel Economy Improvement is calculated for the test oil.

So a >2% saving on fuel just from oil is a significant saving over the life of the vehicle.

The Rotary engine was invented by Felix Wankel in the 1950’s.

In conjunction with German motorcycle company NSU Motorenwerk AG, it was completed in 1959 and a formal agreement signed with Mazda in 1961.

Mazda formed an RE (Rotary Engine) Research Department in 1963. The Cosmo Sport, which Mazda released in May 1967, was the planet’s first dual-rotor rotary engine car.

The design of the engine makes it less efficient than a normal 4 stroke reciprocating engine but much smoother as a dual plane rotary only has 3 moving parts. The two rotors and the crankshaft.

Why do Rotary Engines use Mineral Oil and not Synthetic Oil?

The Rotary engine has an oil injection system that injects small amounts of oil into either the intake tract, carb, or rotor housing (depending on year/model). This is needed to lubricate the various internal seals and surfaces.

The injected oil MUST BURN, and must burn clean. Not all synthetic oils burn, and not all of them burn clean.

The ones that do not burn accumulate until they foul the spark plugs or leave residues like ash that can affect the seals (apex, side, corner) and oil control rings.

There have been many potential problems highlighted about using synthetic in a Rotary engines.

1. Synthetics were believed to swell rubber seals
2. Synthetics are generally late specification, high detergency oils and can remove carbon deposits that sealed the engine which could lead to consumption issues.
3. Mazda has expressed concerns that some synthetic oils can build up carbon deposits inside the engine. If the build up adheres near the spark plug hole or to the seals in the combustion chamber, it may lead to adverse effects such as engine misfiring or knocking.
4. Mazda have also stated that some synthetic oils can attack the synthetic rubber seals behind the rotor oil seals causing the seals to lose their elasticity which in turn can cause an increase in engine oil consumption.

A STOU (Super Tractor Oil Universal) type lubricant is a special fluid designed to perform multiple tasks on a farm tractor or primarily off road machine. The oil can be used in

• Engines (Diesel & Petrol)
• Tractor Hydraulic Systems
• PTOs - Power Take Offs
• Hydraulic Bearings
• Final Drives 
• Wet Brake Systems

Where an STOU is specified or where it meets the performance specifications required by the manufacturer of the equipment being used in.

STOUs reduce inventory for agricultural machines by being able to be used for multi task such as in the engine, gearbox and the hydraulic system.

Link to Penrite STOU Universal Farm Oil