Synthetic Class:
60 wt:
Redline straight 60 wt racing
oil (racing only, acts as a SAE 20W-60
oil)
Shell Helix Ultra Racing
Oil 10W-60
Valvoline SynPower 20W-50*
50 wt:
Castrol Syntec 5W-50*
Shell Helix Ultra 15W-50
Penn
Synthetic 5W-50
40 wt:
Mobil 1, 0W-40*
Shell Helix Ultra 5W-50
30 wt:
Mobil 1, 0W-30*
Penn
Synthetic 5W-30
20 wt:
Mobil 1, 0W-20*
Valvoline SynPower 5W-20
Non-Synthetic and Synthetic blends:
60 wt:
Castrol Syntec Blend 20W-50
50 wt:
None recommended - all relatively too thick at start up.
40 wt:
Penn regular Multigrade 10W-40
Valvoline Durablend 10W-40*
30 wt:
Penn regular Multigrade 5W-30*
Valvoline Durablend 5W-30
20 wt:
Penn regular Multigrade 5W-20*
Valvoline Durablend 5W-20
If while on the road you are forced to add oil there are rules. Let us say for example that our engine has synthetic Mobil One 0W-30. Use the same type and brand if you can. If you are using Mobil 1 then it is acceptable to mix different grades but use a close grade when possible. It is not a good idea to mix say 1/2 your oil tank with 0W-30 and 1/2 with 15W-50 Mobil One. If there is no Mobil 1 available then use mineral based oils next, preferably Mobil as first choice then any other name brand next. The last choice is to mix a synthetic of another brand. They specifically say this should not be done.
I personally use Mobil 1, 0W-20 in the 575 Maranello and for the first oil change I drained the Murcielago’s 5W-40 Agip and replaced it with 0W-30 Mobil 1. The engine became much quieter. A valve tappet noise disappeared. I may try the 0W-20 next. For all my other cars I use the regular Pennzoil Multigrade 5W-20. You have to try by experimentation what operating oil grade your engine requires. In all cases however, you want the oil that gets least honey-like at startup.
Motor oil 107 Chapter Seven. What is the terminology from SAE and API.
Many think that the “W” in 10W-30 means “winter”.
From SAE J300 p.2:
"Two series of viscosity grades are defined in Table (1): (a) those containing the letter W and (b) those without. Single viscosity grade oils with the letter W are defined by maximum low temperature cranking and pumping viscosities and a minimum kinematic viscosity at 100C. Single grade oils without the letter W are based on a set of minimum and maximum kinematic viscosities at 100C and a minimum high shear rate viscosity at 150C. The shear rate will depend on the test method. Multigrade grade oils are defined by both of these criteria....
The W is just a designation of one type of testing vs. another. What is the viscosity of the various weight oils? The definitions are as follows:
From SAE J300,
Wt. viscosities at 212 F (range)...
20, 5.6 to 9.2
30, 9.3 - 12.4
40, 12.5 - 16.2
50, 16.3 - 21.8
60, 21.9 - 26.1
By a modified analysis
Wt. the min. viscosity at 302 F...
20, 2.6
30, 2.9
40, 2.9 - 3.7
50, 3.7
60, 3.7
Note again that the difference between the 20W and 60 weight oils at 302 F is only about 1 (one). Whereas the difference in viscosity at 104 F is 120 units. The 20W has a viscosity of 40 and the 60W a viscosity of 160. The difference at startup is even higher, probably 250 or 300.
The American Petroleum Institute, API, and Society of Automotive Engineers, SAE, have rated engine oil performance over the years. We have seen the ratings go from SA, SB, SC, SD, SE, SF, SG, SH, SJ, SL with SM to follow. SI and SK were eliminated as they are used by other businesses. There are over 3 dozen tests that oil now must pass in order to make the next higher rating. The tests are defined by the American Society for Testing and Materials, ASTM. Some tests have progressed to a zero tolerance level. For example there can be no sticking of any piston rings any more. I will compare the SL rated oil to the previous SJ oil in a few categories. For simplicity I will skip the units of measurement:
......S J........S L......
.......30........20......maximum cam plus lifter wear
........9.........7.8.....sludge build up
........5.........8.9.....varnish rating (more is better)
.......60.......45.......high temperature deposits
.......17.......10.......high temperature volatility
Other categories include: Resistance to rust, resistance to foaming, resistance to oil consumption, homogeneity and miscibility, flow reduction with varying amounts of absorbed moisture, gelation index and others.
As one can see just going from the previous SJ to the current SL rating is a significant improvement. I cannot wait to get the upcoming SM oil into my cars.
Regarding cool whether gel formation, a small except from SAE j300 1999:
“4. Because engine pumping, cranking and starting are all important at low temperatures the selection of an oil for winter operation should consider both the viscosity required for oil flow as well as cranking and starting, at the lowest expected ambient temperature.
Pumping viscosity is a measure of an oils ability to flow...during the initial stages of operation. Test in ASTM D 4684. ....samples are tested after a slow cool cycle. This cycle has predicted as failures several SAE 10W-30 and 10W-40 oils which are known to have suffered pumping failures in the field after short-term (2 days or less) cooling. These field failures are believed to be the result of the oil forming gel structures that result in excessive yield stress and viscosity of the engine oil...
A.2.1...After preliminary warming, the sample is subjected to a controlled temperature/time cycle over 5 1/2 to 7 days. The cycle reproduces ...instability or reversion which has occurred during storage of oils in moderately cold cyclic conditions. Recent work shows relevance to engine oil pump ability failure. Oils exhibiting pour reversion have solids resulting from wax gel formation, at temperatures significantly higher than their ASTM D 97 pour points. “ Extracted, from ASTM D 4485-03 Standard Specification for Performance of Engine Oils, copyright ASTM International, 100 Barr Harbor Drive, West Conshohocken, PA 19428, USA.
My point is that tests are not just laboratory concoctions. They design tests to match real life conditions. I use 5W-20 Pennzoil mineral based multigrade oil in my Expedition as it has many of the low temperature characteristics of higher weight synthetic oils. My '04 manual states that the SUV is delivered with a Ford semi-synthetic oil and although regular oil can be used they recommend a semi or full synthetic oil. For the differential gear oil they used 75W-140 in my ‘98 Expedition but now recommend 75W-90.
Please note that it makes no difference what oil you are using. The 0W-20 Mobil 1 that is SL rated meets the same criteria as that SL rated 10W-30 synthetic or mineral based Pennzoil. That SJ or in particular that SH oil some people are looking for (from their older automotive owners manual) is no where near as good as any SL oil of today. Always use the most currently available, highest rated motor oil, even in the oldest, most worn engine. You may require a thicker grade but just make sure it is SL rated.
The SH rating was used in oils starting 1993. The SJ rating started in 1997 while the SL became effective in 2001 oils. According to ASTM D 4485, SL rated oils are superior to previous oils and from:
X2.3.1 and 2: SL oil is for use in current and all earlier passenger cars, sport utility vehicles, vans, and light trucks. This SL rated oil can be used in engines requiring SJ and all earlier categories.
See: American Society for Testing and Materials-
www.astm.org
........Society of Automotive Engineers-
www.sae.org
........American Petroleum Institute-
www.api.org
Motor Oil 108 Chapter Eight. Odds and ends.
I have some stories that I collected. First, my architect drives a big SUV. He was running with Mobil 1 brand 15W-50. He changed it to Pennzoil Multigrade (mineral oil based, non-synthetic, cheap) 5W-20 at my suggestion. His gas mileage went from 10 to 13 MPG around town. What really impressed him the most was the “robust” increase in “get up and go.” He changed from a thick synthetic to a thin mineral oil. His venue is stop and go city traffic in Florida, mostly short trips. The oil just never got that hot to require a 50 weight oil. Short trips means that the oil temperature never gets up to the normal operating range. It was too thick on short trips and too thick when it did get up to temperature. The lower temperatures he was seeing occurred because of reduced friction and internal drag and higher oil flow.
One of the members of the Ferrari Chat web site went from a 40 to a 30 weight oil in his Ferrari 355 for racing in Texas. He noticed a drop in temperature but no change in oil pressure. This may seem odd but really makes perfect sense. Since the 30 weight oil is thinner he got better flow and therefore better cooling. The oil was at a lower temperature so it was not as thin as it would have been at the previous higher temperature. Cooler engines last longer. Fact: The higher the temperature, the greater the wear, all other things being equal.