Q&A

The company started with the founding of April Equipment by Lucius April in 1980 in Trois-Pistoles, Quebec, Canada.

The April Group was created in 2005 and is divided into three distinct entities: Verco International, Teklub Canada and April Super Flo. 

MISSION: Manufacture and distribute the highest quality lubricants and complimentary products for the Canadian and international transportation and industrial sectors.

VISION: Success is when everyone wins.

VALUES: Equality and respect.

Dr. Nathaly April took over the presidency of Group April from her father, Lucius April, in 2018. 

Verco International is the manufacturing division of Group April and makes products for Teklub Canada, April Super Flo and companies with private labels.

Teklub Canada is the exclusive Canadian distributor of GULF lubricants.

April Super Flo distributes APRIL products.

When greenhouse gases are released into the atmosphere, they trap heat from the sun, causing the Earth's temperature to rise. This phenomenon, known as the greenhouse effect, leads to global warming and changes in climate patterns, including rising temperatures, melting ice caps and glaciers, sea level rise, more frequent and severe weather events and disruptions to ecosystems and biodiversity.

1. Carbon dioxide (C02): Carbon dioxide is the most abundant and persistent greenhouse gas emitted by human activities. The burning of 100 million barrels of petroleum per day worldwide is the main source of C02 emissions. Efforts to reduce CO2 emissions are crucial for mitigating climate change and limiting its impacts on the planet.

2. Methane (CH4): Methane is a potent greenhouse gas that is emitted from various sources, including livestock digestion, rice paddies, landfills and the extraction and transport of fossil fuels. It is estimated to have a global warming potential over 20 times greater than CO2 over a 100-year period.

3. Nitrous oxide (N2O): Nitrous oxide is another potent greenhouse gas emitted from agricultural activities, including the use of synthetic fertilizers and livestock manure, as well as from industrial processes and the combustion of fossil fuels. It has a global warming potential over 300 times greater than CO2 over a 100-year period.

4. Fluorinated gases: Fluorinated gases, such as hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride (SF6), are synthetic compounds used in various industrial applications, including refrigeration, air conditioning and electronics manufacturing. While they are emitted in smaller quantities compared to CO2 and methane, they have extremely high global warming potentials, ranging from hundreds to thousands of times greater than CO2 over a 100-year period.

The term "carbon footprint" refers to the total amount of greenhouse gases, specifically carbon dioxide (CO2), emitted directly or indirectly by an individual, organization, event, product or activity. It is typically expressed in equivalent tons of CO2 emitted per year. Carbon footprint calculations take into account emissions from various sources, including:

1. Direct emissions: These are emissions produced directly by an individual, organization or activity. For example, burning fossil fuels for heating, transportation or electricity generation.

2. Indirect emissions: These are emissions associated with the production and consumption of goods and services. They include emissions from the entire lifecycle of products, from raw material extraction and manufacturing to transportation, use and disposal.

Carbon footprints are important because they provide a measure of an entity's contribution to climate change and environmental degradation. By quantifying emissions, individuals, businesses  and governments can identify opportunities to reduce their carbon footprint through changes in behavior, technology and policy.

Reducing carbon footprints is essential for mitigating climate change and achieving sustainability goals. Efforts to reduce carbon footprints include increasing energy efficiency, transitioning to renewable energy sources, adopting hybrid cars, modifying driving habits, frequent oil changes, and implementing sustainable practices in manufacturing and consumption.

Friction is the force that opposes the motion between two surfaces in contact. While friction is necessary for effective braking and tire traction, it must be minimized in the drivetrain. 

Lubricants play a crucial role in reducing friction and wear between moving parts in machinery and equipment. Here are some key functions of lubricants:

1. Friction Reduction: Lubricants create a thin film or layer between two surfaces in contact, reducing the frictional resistance as they slide or roll against each other.

2. Wear Protection: By reducing friction, lubricants help prevent excessive wear and tear on components, extending their lifespan and reliability.

3. Heat Dissipation: Lubricants help dissipate heat generated by friction, preventing components from overheating and potentially failing.

4. Sealing: In some applications, lubricants also act as seals, preventing contaminants such as dirt, dust, and moisture from entering the machinery, which can cause damage or corrosion.

5. Corrosion Prevention: Lubricants can also provide a protective barrier against corrosion, especially in environments with high humidity or exposure to corrosive substances.

Lubricants lubricate by forming a thin barrier between mobile surfaces that are in contact with each other, thereby reducing friction, wear, and heat generation. There are three mechanisms by which lubricants achieve this:

Hydrodynamic Lubrication: In hydrodynamic lubrication, the lubricant forms a continuous film between the surfaces, separating them and preventing direct metal-to-metal contact. This is the most efficient form of lubrication.

Boundary Lubrication: In boundary lubrication, the lubricant molecules adhere to the surface irregularities of the moving parts, creating a protective layer that reduces friction and wear, especially under high-pressure or high-temperature conditions.

Elastohydrodynamic Lubrication: In elastohydrodynamic lubrication, the lubricant film between the surfaces becomes highly pressurized due to the load and motion, causing the contacting surfaces to deform elastically. This elastic deformation alters the shape of the surfaces, allowing them to conform more closely to each other, which helps to distribute the load over a larger area and reduce contact stresses. Elastohydrodynamic lubrication occurs in bearings, gear teeth and cams where rolling motion exists between moving elements and the contact zone has a low degree of conformity.

While all lubricants are derived from crude oil, synthetic lubricants are made using a modern refining process that results in molecules of uniform size, which makes synthetic lubricants perform better than conventional (mineral) lubricants in conditions of high temperatures, heavy loads and extreme cold. It should be noted that synthetic does not mean man-made, but instead refers to the synthesis process used in the manufacturing of synthetic oil.

Lubricants are made by blending base oils and chemical additives in order to achieve specific performance standards. In 1993, The American Petroleum Institute (API) established the API Base Oil Classification System which divides base oils into five groups organized in ascending order from least to most technically sophisticated. 

1. Group I: Group I base oils were the first oils to be derived from crude oil in the 1850s and are the least refined and most basic type of mineral oils. They served the lubrication needs of machinery and equipment during the industrial revolution and the early stages of the automotive industry. Today, Group I base oils are primarily used in applications with minimal performance requirements, such as general purpose lubricants.

2. Group II: Group II base oils were introduced in the 1970s. With further refining to remove impurities, they have higher viscosity indices, better oxidation stability and improved low temperature properties compared to Group I oils. Group II base oils are widely used in automotive and industrial sectors.

3. Group III: Group III base oils were introduced in the 1990s. Group III base oils are called syntheic and have even higher viscosity indices, better oxidation stability and improved low temperature properties compared to Group II oils. Group III base oils are required in the manufacturing of low viscosity (0W-20, 0W-16) high performance automotive lubricants.  

4. Group IV: Group IV base oils, also known as PAOs (PolyAlphaOlefins), were introduced in the 2000s. They are the highest quality base oils, but due to their high cost, they are used only in the most demanding lubricant applications.

5. Group V: Group V base oils include base oils that do not fit into the other groups. Group V base oils are used in specialized lubricant applications where specific performance characteristics are required.

Chemical additives play a crucial role in enhancing lubricant performance:

1. Viscosity Index Improvers (VIIs): Viscosity index improvers like polyisobutylene (PIB) prevent lubricants from becoming too thin (decrease in viscosity) when heated.

2. Anti-Wear: Anti-wear additives like zinc dialkyldithiophosphate (ZDDP) form a protective film on metal surfaces, reducing friction and wear under boundary lubrication conditions. 

3. Extreme Pressure: Extreme pressure additives like molybdenum disulfide (MoS2) form a protective film on metal surfaces under extreme pressure and high loads such as those found in gear systems, reducing friction, welding and scoring under boundary lubrication conditions.

4. Detergents: Detergents like calcium phenate (Ca-Ph) neutralize acidic contaminants, preventing them from adhering to metal surfaces and forming deposits and varnish. 

5. Dispersants: Dispersants like calcium sulfonate (CaS) form micelles around solid particles, preventing them from agglomerating and forming sludge, deposits and varnish.

6. Antioxidants: Antioxidants like butylated hydroxytoluene (BHT) inhibit oxidation, preventing the formation of sludge, deposits and varnish.

7. Pour Point Depressants: Pour point depressants like polyisobutylene (PIB) lower the pour point under winter conditions.

8. Anti-Foam: Anti-foam additives like polydimethylsiloxane (PDMS) prevent the formation of foam. Foaming increases friction, heat, cavitation and pitting while decreasing hydraulic pressure.

Sludge, deposits and varnish are contaminants that form in internal combustion engines.

Sludge: Sludge is the thick dark viscous accumulation of contaminants, oxidation by-products and moisture found in areas of low oil flow or low oil temperature, such as the bottom of the oil pan, valve covers and cylinder heads. Sludge obstructs oil passages, resulting in increased friction and wear. 

Deposits: Deposits are the solid or semi-solid accumulations of unburned fuel, carbonaceous residues and combustion by-products that adhere to pistons, valves, cylinder walls and fuel injectors. Deposits interfere with air flow, fuel atomization and combustion, resulting in increased operating temperatures, emissions, engine knocking and reduced fuel economy.

Varnish: Varnish is the thin, sticky coating of polymerized molecules that adheres to piston rings, valve stems, hydraulic lifters and turbocharger bearings exposed to high temperatures. Varnish increases friction and wear.

Engine oil analysis provides valuable insights into the condition, performance and maintenance needs of engine oil, allowing for informed decision-making and effective maintenance strategies.

1. Viscosity: Viscosity is a measure of the oil's resistance to flow and is a critical property that affects lubrication effectiveness. It is measured at different temperatures to assess the oil's viscosity index (VI) and its ability to maintain proper lubrication under various operating conditions.

2. Total Base Number (TBN): TBN is a measure of the oil's alkalinity reserve, indicating its ability to neutralize acidic contaminants and combustion by-products. A low TBN indicates oil degradation and the need for an oil change.

3. Total Acid Number (TAN): TAN is a measure of the oil's acidity, which increases as the oil degrades or becomes contaminated with acidic compounds. Elevated TAN indicates oxidation or thermal degradation of the oil.

4. Wear metals: Analysis of wear metals such as iron, copper, aluminum and lead, provides insights into engine component wear and the effectiveness of the oil in providing wear protection. Elevated levels of wear metals indicates abnormal wear.

5. Contaminants: Lab testing can detect various contaminants in engine oil, including fuel, coolant, dirt and debris. Monitoring contaminant levels helps assess oil cleanliness and identify sources of contamination.

6. Oxidation stability: Oxidation stability measures the oil's resistance to oxidation, which can lead to viscosity increase, sludge formation and acid formation. Testing for oxidation products, such as peroxides and acids, helps evaluate the oil's thermal stability and remaining service life.

7. Additive depletion: Lab testing assesses the levels of additives such as detergents, dispersants, anti-wear agents and antioxidants. Additive depletion can impact the oil's performance and protective properties.

8. Particle count and size distribution: Analysis of particle count and size distribution provides information on the presence of wear particles and contaminants in the oil. Monitoring particle levels helps assess engine wear and the effectiveness of filtration systems.

R&O (Rust & Oxidation) oils do not contain anti-wear additives or zinc because their primary purpose is to provide protection against rusting and oxidation, rather than reducing friction and wear between metal surfaces.

Adding anti-wear additives, such as zinc dialkyldithiophosphate (ZDDP), could potentially interfere with the oil's ability to inhibit rust and oxidation. Additionally, the presence of zinc additives may not be necessary for applications where wear protection is not a primary concern, such as in circulating systems and air compressors, where R&O oils are commonly used.

Instead, R&O oils are formulated with rust inhibitors and antioxidants to provide long-term protection against corrosion and maintain oil stability over extended periods of use. These additives are carefully selected to ensure compatibility with the equipment and to meet the specific requirements of the application.

Anti-wear additives used in hydraulic oil include zinc dialkyldithiophosphate (ZDDP), zinc di-n-butyl dithiophosphate (ZDDPb), tricresyl phosphate (TCP) and octadecylamine (ODA).

Since the base oils used in the manufacture of conventional (non-synthetic) lubricants vary in color, a conventional lubricant like AW CLEAR HYDRAULIC OIL may vary slightly in color between batches. These color variations are normal and have absolutely no impact of the performance of the lubricant.

NLGI (National Lubricating Grease Institute) is an American trade organization founded in 1933 to represent the grease industry. The NLGI has developed several standards and guidelines for grease:

1. NLGI Consistency Classification System: This system classifies the consistency of lubricating greases, ranging from NLGI #000 (fluid) to NLGI #6 (very hard).

2. NLGI Performance Testing Methods: The NLGI has established various testing methods to assess the performance characteristics of lubricating greases, including penetration, dropping point, oxidation stability and water washout resistance.

3. NLGI Grease Compatibility Chart: This chart provides guidelines for determining the compatibility of different grease formulations when mixed together, helping to prevent potential performance issues and equipment damage.

4. NLGI Technical Bulletins: The NLGI regularly publishes technical bulletins covering topics such as grease selection, application, storage and handling, providing valuable information and guidance to industry professionals.

Learn more

The consistency of grease refers to how thick or viscous it is, or, scientifically speaking, its resistance to deformation under applied force.  The NLGI (National Lubricating Grease Institute) uses the cone penetration test to determine grease consistency. This test measures the depth (in tenths of a millimeter) to which a standard cone penetrates into the grease under prescribed conditions of time, temperature and load. The penetration value is then used to classify the grease according to the NLGI Consistency Classification System, which ranges from NLGI #000 (fluid) to NLGI #6 (very hard). Grease consistency is important because it determines how well the grease will stay in place and provide lubrication to the components it is applied to.

The NLGI Consistency Classification System established in 1949 covers everything between the two extremes, NLGI #000 (fluid) to NLGI #6 (very hard). The PCMO and HD sectors use greases between the two extremes: 

1. NLGI #00: Semi-fluid consistency, used in centralized lubrication systems or in applications where grease needs to be pumped over long distances.

2. NLGI #0: Very soft consistency, used in centralized lubrication systems and household applications.

3. NLGI #1: Consistency similar to smooth peanut butter, used for moderate loads in cold temperatures.

4. NLGI #2: Consistency similar to refridgerated butter. This is the most common grade in the PCMO and HD sectors.

Grease soaps, also known as thickeners, work by forming a three-dimensional matrix within the grease. This soap matrix is created when soap molecules - typically long chain fatty acids or esters such as lithium and calcium sulfonate - interact with metal ions and water molecules.

Here's how grease soaps work:

1. Thickening Action: Soap molecules have a polar head and a non-polar tail. When mixed with oil and subjected to high shear forces, soap molecules align into a three-dimensional matrix that thickens the grease and gives it its semi-solid consistency.

2. Adhesion and Cohesion: The soap matrix has adhesion and cohesion properties. Adhesion refers to the ability of the grease to stick to surfaces, while cohesion refers to the ability of the grease to stick to itself. This combination of adhesion and cohesion ensures that the grease adheres to surfaces and remains in place even under the influence of gravity, vibration or centrifugal forces. Grease soaps allow greases to lubricate places inaccessible or impracticle to lubricate by oil alone.

3. Lubrication: The soap matrix acts as a reservoir for the lubricating oil, holding it in place between the contacting surfaces. As the surfaces move relative to each other, the matrix releases the oil to create a lubricating film between the surfaces. This film reduces friction, minimizes wear and provides long lasting lubrication to the components. Once the movement stops, the oil goes back into the soap matrix and the grease becomes semi-solid once again.

4. Protection: The soap matrix forms a barrier that helps prevent contaminants from reaching the contacting surfaces.

The difference between lithium, lithium complex and calcium sulfonate greases lies in the properties of soap or thickening agents used in their manufacture:

1. Lithium Grease: Lithium greases were introduced in the 1940's and use lithium hydroxystearate as the soap. They are the most popular and least expensive general purpose grease in the automotive, industrial and household sectors. Lithium greases liquify at high operating temperatures and should not be used for automotive wheel bearings.

2. Lithium Complex Grease: Lithium complex greases were introduced in the 1970's and use lithium combined with complexing agents such as stearic acid as the soap. Lithium complex greases offer the high temperature stability necessary for lubricating modern wheel bearings.

3. Calcium Sulfonate Grease: Calcium sulfonate greases were introduced in the 1990's and use calcium sulfonate as the soap. They have superior water resistance, rust protection and mechanical stability, making the suitable for harsh environments with high loads, water exposure and extreme temperatures. They are compatible with lithium and lithium complex greases. They have the added advantage when, in the absence of oil in the soap matrix, calcium sulfonate itself provides boundary lubrication. 

Pneumatic greasing systems use compressed air to power the grease pump and can only circulate thinner, NLGI #00 and NLGI #0 greases. Electric systems use electric pumps, and while more expensive to install, they are more reliable than pneumatic systems and can circulate greases up to NLGI #1. Electric greasing systems are more popular in the off-road equipment market and are gaining popularity in the transport vehicle market.

In order to prevent leaking, grease tubes should be stored vertically with the cap facing up. Grease should be stored in a clean, dry, cool environment.

Inherently biodegradable lubricants break down 20-60% in 28 days while readily biodegradable lubricants break down >60% in 28 days. APRIL BIO-SYN HEES breaks down even faster at >80% in 28 days.

The API Service Classification for gasoline engine oils consists of two letters beginning with “S” for “Service” (ie. gasoline vehicles) followed by a letter that advances up the alphabet and indicates the vehicle year the oil was formulated to service, starting with “A” (1930) and going up to “P” (2020). API Service Classifications are retroactive, so a SP oil can be used in a SF application but not vice-versa.

The API Service Symbol “donut” is located on the back label.

The SAE viscosity grade is indicated in the centre of the "donut".

An API “Resource Conserving” lubricant improves fuel economy and protects gasoline vehicle emission systems.

Gasoline engine oil grades 0W-20, 5W-20, 5W-30 and 10W-30 that meet ILSAC requirements for engine oils that improve fuel economy display the API Certification Mark "starburst" on their front labels. The most recent ILSAC standard, ILSAC GF-6A, is backward-compatible with previous versions of ILSAC approved engine oils.

Gasoline engine 0W-16 oils that meet ILSAC requirements for engine oils that improve fuel economy display the API Certification Mark "shield" on their front labels. The most recent ILSAC standard, ILSAC GF-6B, is not backward-compatible with previous versions of ILSAC approved engine oils.

Gasoline engine oil grades 5W-20 and 5W-30 that meet GM (General Motors) dexos™1 Gen 3 specifications display the dexos™1 Gen 3 logo on their front labels. Dexos™1 Gen 3 is backward-compatible with previous versions of dexos™1 approved engine oils.

The API Service Classification for diesel engine oils consists of two letters followed by the numbers “2” or “4”, beginning with “C” for “Commercial” (ie. diesel vehicles) followed by a letter that advances up the alphabet and indicates the vehicle year the oil was formulated to service, starting with “A” (1950) and going up to “K” (2017), followed by either “2” for “2 stroke” or “4” for “4 stroke” engines. API Service Classifications are retroactive, so a CK-4 oil can be used in a CF-4 application but not vice-versa.

The API Service Symbol “donut” is located on the back label.

If a diesel engine oil can be used in a gasoline engine, the API Service Classification for the gasoline engine oil will follow that of the diesel engine oil.

The SAE viscosity grade is indicated in the centre of the "donut".

The two gear oil classifications are the API (American Petroleum Institute) GL-5 and the SAE (Society of American Engineers) J230. API GL-5 satisfies all modern car and light duty truck gear oil requirements and is backward compatible with previous versions (GL-4, GL-3, GL-2, GL-1). SAE J230 goes further by satisfying API GL-5 and adding extra sludge control and seal compatitbility requirements. 

AGMA (American Gear Manufacturers Association) and SAE (Society of Automotive Engineers) gear oil grades are two different systems used to classify and specify gear oils based on their viscosity and performance characteristics. 

AGMA gear oil grades are developed specifically for industrial gear applications such as gearboxes and reducers. AGMA grades include performance specifications beyond viscosity, such as extreme pressure (EP) properties, oxidation stability, anti-wear characteristics and foam resistance. AGMA grades are primarily used in industrial settings and are tailored to the needs of the gear manufacturing industry.

SAE gear oil grades are developed for use in automotive gear applications such as manual transmissions, differentials and transfer cases. SAE grades are primarily focused on viscosity and low temperature flow characteristics, with additional performance requirements specified by the API (American Petroleum Institute) and OEMs (Original Equipment Manufacturers).

EP (Extreme Pressure) gear oil is formulated to provide protection against extreme pressure and high loads. EP gear oils contain additives such as sulfur-phosphorus that adhere to metal surfaces and provide boundary lubrication, which prevents metal-to-metal contact, reducing friction, heating and wear. EP gear oils are used in industrial gearboxes, automotive differentials, manual transmissions and other applications involving extreme pressure and high loads. 

ANSI (American National Standards Institute) was originally established 1918 as AESC (American Engineering Standards Comittee) as an impartial national body to create technical standards for industrial efficiency and public safety, and was a major contributor to the creation of ISO (International Standards Organization) in 1946. AESC became ANSI in 1969. ANSI has accedited API's Standards Program which includes the API Service Classifications for gasoline and diesel engine oils. Learn more

API (American Petroleum Institute) is a trade organization established in 1919 to represent the American oil and natural gas industry. API has developed more than 800 standards with such technical rigor that they have been recognized by ANSI (American National Standards Institute), state, federal and international regulators. The API Service Classifications for gasoline and diesel engine oils are examples of API standards.

ILSAC (International Lubricant Standardization and Approval Committee) was established in 1992 by AAMA (American Automobile Manufacturers Association) and JAMA (Japan Automobile Manufacturers Association). ILSAC standards are the fuel economy version of the API Service Categories and apply to the low viscosity oil grades. ILSAC standards are denoted by the terminology ILSAC GF-x.

The most recent ILSAC standard is ILSAC GF-6A (for viscosity grades 0W-20, 5W-20, 5W-30 and 10W-30) and ILSAC GF-6B (for viscosity grade 0W-16). ILSAC GF-6A lubricants are backward-compatible and display the API Certification Mark "starburst" on their front labels while ILSAC GF-6B lubricants are not backward-compatible and dispay the API Certification Mark "shield" on their front labels.

API created EOLCS (Engine Oil Licensing and Certification System) in 1993 to define, certify and monitor engine oil performance that vehicle and engine manufacturers and the oil and additive industries deem necessary for satisfactory equipment life and performance. EOLCS is a voluntary licensing and certification program that authorizes engine oil marketers that meet specific API and ILSAC requirements to use the three API Engine Oil Quality Marks: the Service Symbol "donut" and Certification Marks "starburst" and "shield".

Dexos™1 Gen 3 is a license introduced by GM (General Motors) in 2021 to meet performance requirements of GM vehicles. A dexos™1 Gen 3 license can only be added to engine oils already approved API SP and ILSAC-GF-6. Compared to ILSAC-GF-6, dexos™1 Gen 3 has superior oxidation, turbocharger protection and engine cleanliness requirements, making dexos™1 Gen 3 approved engine oils superior in quality to engine oils only approved API SP and ILSAC-GF-6.

Dexos™1 Gen 3 approved engine oils can be used in any make of vehicle requiring an API SP engine oil. Since dexos™1 Gen 3 approved engine oils are superior in quality, they are more expensive than engine oils only approved API SP and ILSAC-GF-6. Dexos™1 Gen 3 is backward-compatible, so a dexos™1 Gen 3 oil can be used in a dexos™1 application but not vice-versa.

ACEA (European Automobile Manufacturers' Association) is a trade organization established in 1991 to represent the European automotive industry. ACEA is the European equivalent to the API (Amercan Petroleum Institute) in North America. Learn more ACEA divides engine oils into three groups: 

1) ACEA A/B for gasoline (A) and light duty diesel (B) engines.

A1/B1 - low viscosity (0W-20, 5W-20) with high temperature/high shear capacity

A3/B3  - extended drain intervals

A3/B4  - high performance direct injection engines 

A5/B5  - higher viscosity (0W-30, 5W-30) and performance than A1/B1

A7/B7 - HT/HS viscosity of 2.9 to 3.5 cP and low speed pre-ignition protection for direct injection turbocharged engines

2) ACEA C for gasoline engines with Three-Way Catalysts (TWC) and diesel engines with Diesel Particulate Filters (DPF), divided into low and  medium SAPS (Sulfated Ash, Phosphorus, and Sulfur).

C1 - low-SAPS with HT/HS viscosity of 2.9 cP

C2 - mid-SAPS with minimum HT/HS viscosity of 2.9 cP

C3 - mid-SAPS with minimum HT/HS viscosity of 3.5 cP

C4 - low-SAPS similar to C1 with minimum HT/HS viscosity of 3.5 cP and no lower limit on phosphorus

C5 - mid-SAPS similar to C2 and C3 with lower HT/HS viscosity of 2.6-2.9 cP

C6 - mid-SAPS with low speed pre-ignition protection for direct injection turbocharged engines

3) ACEA E for heavy duty diesel engines.

E4 - extended oil drain intervals and meets Euro 3, Euro 4 and Euro 5 emissions

E6 - meets Euro 4, Euro 5 and Euro 6 emissions and can be used with particulate filters and SCR NOx reduction systems

E7 - extended oil drain intervals and meets Euro 3, Euro 4, and Euro 5 emissions when operating under severe conditions 

E9 - meets Euro 4, Euro 5 and Euro 6 emissions and can be used with or without diesel particulate filters

E11 - meets Euro 4, Euro 5 and Euro 6 emissions when operating under severe conditions

ASTM International, formerly known as the American Society for Testing and Materials, is a globally recognized organization that develops and publishes voluntary consensus standards for a wide range of materials, products, systems and services. Founded in 1898, ASTM standards are developed by technical committees composed of experts from industry, academia, government and other stakeholders. Learn more

OEM (Original Equipment Manufacturer) engineers carefully select lubricants that are tailored to the powertrain design and operating conditions of their vehicles. Failure to respect OEM lubricant specifications will void the vehicle warranty and lead to unnecessary mechanical problems.

Homologation involves certifying or approving a product to ensure compliance with regulatory requirements, while specification defines the requirements and characteristics that the product must meet. Homologation ensures legal compliance, while specification ensures product quality and performance.

Viscosity refers to the thickness of the oil. Thin oils have low viscosity while thick oils have high viscosity. Low viscosity oil pours more readily than high viscosity oil. 

Lubricant viscosity is important because it allows engineers to specify the ideal thickness of the lubricating film between moving parts. Since lubricant viscosity and mechanical components undergo physical changes with temperature, 5 different methods of viscosity measurement are used in order to precisely determine the perfect viscosity for a given application: 

1. Kinematic viscosity simulate a lubricant’s viscosity under normal operating temperatures. 

2. CCS (Cold Cranking Simulator) viscosity simulates a lubricant’s viscosity in crankshaft bearings during cold temperature start-up.

3. Brookfield viscosity simulates a lubricant’s viscosity in gearboxes operating in cold temperatures. 

4. MRV (Mini-Rotary Viscometer) viscosity simulates a lubricant’s viscosity in oil pumps operating in cold temperatures. 

5. HTHS (High Temperature High Shear) viscosity simulates a lubricant’s viscosity in turbochargers.

SAE (Society of Automotive Engineers) was established in 1905 as a professional association of engineers and technical experts dedicated to developing international standards for the transportaion sector. The first vice-president was Henry Ford. Learn more

Among the 500 standards developed by SAE over the last 120 years are two that define lubricant viscosity in rheological (non chemical) terms: SAE J300 for engine oils and SAE J306 for gear oils. 

Rheology is the study of the flow of matter, whereas viscosity is a measure of matter's resistance to deformation. Rheology is a branch of physics while viscosity is a quantitative measurement that is useful in chemistry.

SAE J300 is the SAE (Society of Automotive Engineers) standard for determining the 14 engine oil viscosity grades of which 6 are winter grades (0W, 5W, 10W, 15W, 20W, 25W) and 8 are non-winter grades (8, 12, 16, 20, 30, 40, 50, 60).

Monograde engine oils are used when outiside temperatures are relatively constant. An example would be a SAE 30 for a lawnmower used in the summer.

Multigrade engine oils are used when the outside temperatures vary widely. An example would be a SAE 0W-20 for a car used in the summer and winter. The "W" means "winter", "0W" is the SAE grade at cold temperatures and "20" is the SAE grade at 100°C.

Multigrade "all-season" engine oils were introduced in 1953, eliminating the need to change monograde engine oils between hot and cold seasons.

Multigrade lubricants are made by blending a low viscosity oil with VII (Viscosity Index Improver). VII are polymers (long molecular chain molecules) such as polymethacrylate, polyisobutylene and radial polyisoprene. When cold, VII curl up into tiny balls that move freely between the oil molecules and the viscosity does not change. When heated, VII unfold into long strings that obstruct the oil molecules and the viscosity increases.

The viscosity index (VI) indicates a lubricant's capacity to resist thinning when heated. A lubricant that becomes too thin when heated can no longer provide a lubricating film between moving components and will lead to mechanical failure. The higher the viscosity index, the better the lubricant performs under hot conditions.

Two factors increase the viscosity index of a lubricant. First, since synthetic oils thin less than conventional oils when heated, they have a higher viscosity index naturally. Second, adding VII (Viscosity Index Improver) to oil keeps it thicker when heated. 

SAE J306 is the SAE (Society of Automotive Engineers) standard for determining the 14 gear oil viscosity grades of which 4 are winter grades (70W, 75W, 80W, 85W) and 10 are non-winter grades (65, 70, 75, 80, 85, 90, 110, 140, 190, 250).

ISO VG (International Standards Organization Viscosity Grade) is the industrial viscosity grading system for hydraulic oil. Created in 1975, ISO VG is based on the principle that the midpoint kinematic viscosity of a grade be 50 percent greater than that of the preceding grade. 

A lubricant contaminated with water, antifreeze or soot will become thicker (increased viscosity).

A lubricant contaminated with fuel, refrigerant or solvent will become thinner (decreased viscosity).

The word petroleum comes from the Latin petra (rock) and oleum (oil). Petroleum, also known as crude oil, is a naturally occurring yellowish-black liquid mixture of hydocarbons, organic compounds and small amounts of metal found below the earth's surface. Petroleum is a fossil fuel since it is created through the heating and compression of prehistoric plants and animals for at least 50 million years. Petroleum refers to both unprocessed crude oil and the products made from refined crude oil. The world consumes 100 million barrels of petroleum each day.

The Mesopotamians and Egyptians began using petroleum in the third millennium BCE and the Chinese around the fourth century BCE. They collected natural surface seepages of petroleum and used it for lighting, heating, boat waterproofing, medicinal preparations and religious ceremonies.

The Romans used a variety of substances to grease their chariot wheel hubs, including lard (pig fat), tallow (sheep fat), olive oil, pine tree pitch and graphite.

The first oil well was dug by Edwin Drake in Titusville, Pennsylvania, United States, in 1859. This marked the beginning of the commercial oil industry and led to the rapid expansion of petroleum exploration and production worldwide.

"Automobile" refers to cars while "automotive" refers to anything that moves and includes the automobile, commercial transport, aerospace and marine sectors. Elmer Sperry, the father of modern navigation technology, created the term "automotive" from the Greek autos (self) and the Latin motivus (of motion) to represent any form of self powered vehicle. Learn more

The powertrain creates and transmits power to the wheels while the drivetrain only transmits power to the wheels.

The powertrain refers to the engine and the drivechain while the drivechain refers to the transmission, driveshaft, differential and axles.

In other words, the drivetrain is the powertrain minus the engine!