#ASKADE - MARCH

ASK ADE - MARCH

I own and run a small rural workshop servicing and repairing a range of vehicles. Today the use of a specific oil grade for every vehicle is the norm, which makes buying, stocking and installing the correct oil a mindful task. Some manufacturers have 10 products in their 5W-30 range. Does Morris Lubricants or any other producer have a “universal” oil in their range? Ian Paterson.

ADE:

I do sympathise with the logistical problems such a high number of 5W-30 poses. But the lubricants are developed in line with the specific requirements of OEM – and each one will have different operational challenges, with subtle component differences, metallurgies and operational nuances.

Certain OEMs may offer variable or fixed service intervals, have defined fuel economy requirements, utilise certain seal/elastomer materials, have issues with deposits/sludges, fit particularly sensitive after-treatment devices. The list goes on.  To satisfy these needs, the chemistry used will vary and will be carefully balanced to help that OEM achieve their defined engineering goals. 

Rationalisation is possible, as certain lubricant formulations can satisfy more than one need. However, a truly universal product is just not possible.  It is also important to ensure that cars under OEM warranty use and are topped up with an approved product.

In race application lubricants, why are levels of zinc and phosphorus twice the amount compared to road production car oils? What is the advantage and could they be used in cars? Mark Hawkes-Faulkner

ADE: Zinc and phosphorus come from the anti-wear additive we use in the formulations and, because race engines are under a lot of stress loading, certain parts of the engine (camshafts, follows etc) need a lot of anti-wear protection, hence higher levels of zinc and phosphorus.

In terms of the second part of your question, when you are looking at race oils, they are designed for very short periods of time. For instance, the oil in Formula One race cars will be formulated to last no more than the race or rally car owners may change after every other event.

You can load a race car lubricant with lots of anti-wear performance because it needs it and, more importantly, the engine doesn’t have a lot of after-treatment devices on it like a road car would.

The levels of zinc and phosphorus (and sulphar) in a race lubricant would poison catalysts and block diesel particular filters causing malfunction, limited operation and possible shut down by the engine management system.

When will Euro 6 lubricants come into effect and how much more stringent are the emission regulations going to be with them in comparison to Euro 5 lubricants? Kev Davies

ADE:

Lubricants designed for Euro 6 compliant engines are already in the market place and have been for the best part of two years. There are stricter after-treatment device controls in Euro 6 engines compared to Euro 5 engines. It’s about reducing particulate matter, which is important, reducing levels of NO_x gases even further.  There is a jump in the severity of treating the exhaust gases from Euro 5 to Euro 6, but the technology has been well tried and tested and the correct lubricant choice will contribute to after-treatment efficiency and longevity.