API SERVICE CLASSIFICATIONS
API stands for American Petroleum Institute. In 1970 along with the SAE and ASTM (American Society for Testing and Materials), they established the API Service Classification System to define the performance level of a given oil, unrelated in the main, to oil viscosity.
The current and previous API requirements, "S" for Spark Ignition (petrol) and "C" for Compression Ignition (diesel), are listed in the below charts. Vehicle owners should refer to their owner’s manuals before consulting these charts as oils may have more than one performance level.
For automotive gasoline engines, the latest engine oil service category includes the performance properties of each
earlier category. If an automotive owner’s manual calls for an API SJ, SL or SM, an API SN oil will provide full protection.
For diesel engines, the latest category usually - but not always - includes the performance properties of an earlier
category.
| Gasoline Engines Oils |
| Category |
Status |
ServiceService |
| SN |
Current |
API Service SN engine oils designated as Resource Conserving are formulated to help improve fuel economy and protect vehicle emission system components in passenger cars, sport utility vehicles, vans, and light-duty trucks powered by gasoline engines. These oils have demonstrated a fuel economy improvement (FEI) in the Sequence VID test . Additionally, these oils have demonstrated in the tests that they provide greater emission system and turbocharger protection and help protect engines when operating on ethanol-containing fuels up to E85.
Many previous S-categories made reference to “Energy Conserving,” but this reflected an emphasis on fuel-economy performance alone. Resource Conserving in conjunction with API SN focuses on fuel economy, emission system and turbocharger protection, and compatibility with ethanol-containing fuel up to E85. |
| SM |
Current |
For all automotive engines currently in use. Introduced in 2004, SM oils are designed to provide improved oxidation resistance, improved deposit protection, better wear protection, and better low-temperature performance over the life of the oil. Some SM oils may also meet the latest ILSAC specification and/or qualify as Energy Conserving. |
| SL |
Current |
For 2001-2004 automotive engines. |
| SJ |
Current |
For 1996-2001 automotive engines. |
| SH |
Obsolete |
For 1993-1996 engines. |
| SG |
Obsolete |
For 1989-1993 engines. |
| SF |
Obsolete |
For 1988 and older engines. |
| Diesel Engine Oils |
| Category |
Status |
ServiceService |
| CJ-4 |
Current |
Introduced in 2006. For high-speed, four-stroke engines designed to meet 2007 model year on-highway exhaust emission standards. CJ-4 oils are compounded for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or oil drain interval. CJ-4 oils are effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are used. Optimum protection is provided for control of catalyst poisoning, particulate filter blocking, engine wear, piston deposits, low- and high-temperature stability, soot handling properties, oxidative thickening, foaming, and viscosity loss due to shear. API CJ-4 oils exceed the performance criteria of API CI-4 with CI-4 PLUS, CI-4, CH-4, CG-4 and CF-4 and can effectively lubricate engines calling for those API Service Categories. When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval. |
| CI-4 |
Current |
Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004 exhaust emission standards implemented in 2002. CI-4 oils are formulated to sustain engine durability where exhaust gas recirculation (EGR) is used and are intended for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils. Some CI-4 oils may also qualify for the CI-4 PLUS designation. |
| CH-4 |
Current |
Introduced in 1998. For high-speed, four-stroke engines designed to meet 1998 exhaust emission standards. CH-4 oils are specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, and CG-4 oils. |
| CG-4 |
Obsolete |
Introduced in 1995. For severe duty, high-speed, four-stroke engines using fuel with less than 0.5% weight sulfur. CG-4 oils are required for engines meeting 1994 emission standards. Can be used in place of CD, CE, and CF-4 oils. |
| CF-4 |
Obsolete |
Introduced in 1990. For high-speed, four-stroke, naturally aspirated and turbocharged engines. Can be used in place of CD and CE oils. |
| CF |
Obsolete |
Introduced in 1994. For off-road, indirect-injected and other diesel engines including those using fuel with over 0.5% weight sulfur. Can be used in place of CD oils. |
| CE |
Obsolete |
Introduced in 1985. For high-speed, four-stroke, naturally aspirated and turbocharged engines. Can be used in place of CC and CD oils. |
| CD |
Obsolete |
Introduced in 1955. For certain naturally aspirated and turbocharged engines. |
| CC |
Obsolete |
CAUTION: Not suitable for use in diesel-powered engines built after 1990. |
| Gear Oils |
| Category |
Status |
ServiceService |
| GL-1 |
|
Truck and farming equipment manual transmissions |
| GL-2 |
Obsolete |
Worm gear drive, industrial and farming gear oils |
| GL-3 |
Obsolete |
Manual transmissions and spiral bevel final drives |
| GL-4 |
|
Manual transmissions, spiral bevel and hypoid gears in moderate service. 50% additive treat level of GL-5 |
| GL-5 |
|
Moderate and severe service on hypoid gear and other types of gears, including manual transmissions. API GL-5 oils can be used in limited slip differentials if they correspond to the requirements of specification MIL-L-2105D or ZF TE-ML-05. |
| GL-6 |
Obsolete |
Meant for severe service involving high-offset hypoid gears |
ILSAC ENGINE SERVICE CLASSIFICATIONS
ILSAC (International Lubricants Standardisation and Approval Committee) includes the major automobile
manufacturers that manufacture vehicles in the USA. This includes the Japanese manufacturers.
Effectively, ILSAC specifications are the fuel economy version of the API specifications.
| GRADE |
DESCRIPTION |
| GF-5 |
Equivalent to API SN |
| GF-4 |
Equivalent to API SM |
| GF-3 |
Equivalent to API SL |
| GF-2 |
Equivalent to API SJ |
| GF-1 |
Obsolete |
ACEA ENGINE SERVICE CLASSIFICATIONS
ACEA stands for Association des Contructuers Europeens de l’Automobile. This classification system is the European equivalent of the API classification system, but is stricter and has more severe requirements. Hence an oil that meets both
API and ACEA specifications uses a better additive package than one that is designed to meet only
API specifications. Unlike the API, ACEA has three main groups - A/B for gasoline and light duty (passenger car, 4WD etc) diesel engines, “C” for light duty three way catalyst (TWC) and diesel particulate filter (DPF) compatible oils and “E” for heavy duty diesel engines. These can be defined as follows.
| GRADE |
DESCRIPTION |
| A1/B1 |
For use in gasoline and light duty diesel engines capable of using low friction, low viscosity, and low HT/HS shear (2.9 to 3.5cP) oils. A fuel economy specification, this oil may not be able to be used in all engines. |
| A3/B3 |
Stable, stay in grade oil intended for use in high performance gasoline and diesel engines or extended drain intervals. |
| A3/B4 |
For use in direct injection diesel engines where special oils may be required, but also suitable for applications described under A3/B3. |
| A5/B5 |
Similar to A3/B3 but for engines capable of using low friction, low viscosity and low HT/HS oils. May be unsuitable for use in some engines. |
| C1 |
Stable, stay in grade oil of A5/B5 performance level and a phosphorus limit of
0.05% (low SAPS). These oils cannot meet API SM. |
| C2 |
Stable, stay in grade oil of A5/B5 performance and mid-SAPs (Phosphorus 0.08%). |
| C3 |
Stable, stay in grade oil with mid-SAPs (phosphorus 0.08%). These oils may also meet A3/B4 and API SM. HT/HS >3.5cP |
| C4 |
Stable, stay in grade oil similar to C1 but with tighter volatility limits and no lower limit on phosphorus. |
| E2 |
General purpose oil for naturally aspirated and turbocharged diesel engines, medium to heavy duty service and mostly normal drain intervals. |
| E4 |
Stable, stay in grade oil more severe than E7, for significantly extended
oil drain intervals. Usually synthetic or predominantly synthetic. Also for Euro 3
and Euro 4 engines. |
| E6 |
As for E4 but with chemical limits to allow use in engines with particulate filters and SCR NOx reduction systems. Only for diesel fuel with<50ppm sulphur. 1.0% ash, 0.08% phosphorus. |
| E7 |
Designed for use in Euro 1, Euro 2 and Euro 3 emission diesel engines in severe heavy duty service and extended drain intervals where allowed. More severe than E2/E3 but not as severe as E4. |
ACEA specification oils have tighter shear stability and oil volatility requirements than equivalent API specification oils
JASO DIESEL ENGINE SERVICE CLASSIFICATIONS
In Japan, it is common practice to use the API Service Classification Standard for quality assurance of automotive diesel engine oil products.However, it has been found that the API Service Classification Standards are not always applicable to diesel engines manufactured in Japan, due to differences in design between Japan and the U.S.A. engine manufacturers. More specifically, in a majority of diesel engine oil products in widespread use in Japan, special performance characteristics such as wear prevention improvement characteristics for sliding rocker-arm valve train are added so that the requirements for made-in-Japan engines are satisfied. Further, the automotive manufacturers in Japan have made a request for establishing new oil quality Standard that will meet the recent requirements concerning exhaust emission regulations.
In the Asian market where the market share of Japanese-made automobiles is rather high, diesel engine oil products having lower quality than those used in Japan are used in most cases.
JASO decided it was necessary to promote diesel engine oil products having higher quality in the Asian countries as well. With this background, the SAE Fuel and Lubricant Division Steering Committee for Asia, in which Japanese automobile manufacturers perticipate, has also made a request for establishing new quality Standard for diesel engine oil products.
In view of the foregoing, it was determined to establish quality Standards for engine oil products conforming to Japanese made diesel engines. The outline of current JASO standards is below.
| GRADE |
DESCRIPTION |
| DH-1 |
DH-1 classification has been developed for the diesel engines which are subjected to long-term exhaust emission regulations, and stipulate requirements for performance in such conditions as wear prevention, corrosion prevention, high-temperature oxidation stability, and soot control.Further,oils conforming to DH-1 standard (hereinafter “DH-1 Oils”) are intended for suppressing deterioration of piston detergency, formation of deposits at high temperature,foaming,oil consumption due to evaporative loss, viscosity decrease by shear, deterioration of oil seals,etc.
The DH-1 Oils are also applicable to engines which were predating the long-term exhaust emission regulations. Based on the premise that the drain intervals recommendation specified by engine manufactures are observed, application of a DH-1 Oil is also allowed to cases where diesel fuel having more than 0.05% sulfur content is used. |
| DH-2 |
DH-2 classification has been adopted in 2005 for heavy-duty use by trucks/buses equipped with after-treatment devices such as Diesel Particulate Filter (DPF) and catalyst in compliance with exhaust emission regulations. “DH-2 Oils” have an excellent applicability to DPF and catalyst while keeping the same performance level as required for DH-1 classification.
DH-2 Oils can be used only in the environment where low-sulfur diesel fuel having not more than 0.005% sulfur content is used.
|
| DL-1 |
DL-1 classification has been adopted in 2005 for light-duty use by passenger car classes equipped with after-treatment devices such as Diesel Particulate Filter (DPF) and catalyst in compliance with exhaust emission regulations. “DL-1 Oils” have an excellent applicability to DPF and catalyst while keeping the same performance level as required for DH-1 and DH-2 classification. DL-1 Oils can be used only in the environment where low-sulfur diesel fuel having not more than 0.005% sulfur content is used. |
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