Poor-quality engine oils are often put on the market due to ignorance or greed. Unfortunately, for the uninformed automobile owner, a high-quality engine oil and . Many types of crude oil are produced around the world. The market value of an individual crude stream reflects its quality characteristics. Two of. In the international petroleum industry, crude oil products are traded on various oil bourses .. Crude oil assays · omosironews.info: The Crude Oils and their Key Characteristics · Capline system crude oil properties and quality indicators.
Welcome to the Crude Oil Quality Association! The Crude Oil Quality Association COQA is dedicated to the belief that maintaining the integrity and consistency of the refining characteristics of crude oil streams is of importance to all parties involved in crude oil activity, from production locations to the refinery.
To this end, we hold three meetings annually. These meetings are open to the public and we welcome your attendance and involvement. Save the date and plan to join us. Tour Registration March 13th to St. Guestroom Reservations Link Phone: James terminal Plains All American and more! James tour Program Wednesday, March 13th 7: Arrive in the lobby of the hotel to board the bus for another COQA tour!
Bus tour to St. James terminal and neighboring facilities. Advisory Board Meeting 5: Executive Board Meeting Thursday, March 14th 7: Breakfast buffet provided by COQA 8: Can be used in place of CD and CE oils.
For high-speed, four-stroke, naturally aspirated and turbocharged engines. For severe duty, two-stroke-cycle engines. Can be used in place of CD-II oils. For off-road, indirect-injected and other diesel engines including those using fuel with over 0.
Can be used in place of CD oils. For two-stroke cycle engines. For certain naturally aspirated and turbocharged engines. Not suitable for use in diesel-powered automotive engines built after Again, gear oils can be either mineral or synthetic and because they are not as challenged as an engine oil, they last longer. IN fact some car manufacturers now do a fill-for-life with quality synthetic. Multi-grade gear oils are also more common now, as there is some period of warm up and possible extra drag when cold.
Synthetic based multi-grade oils are less likely to sheardown than the mineral based multi-grades with VI Improver additives. MGBs and a number of other British classics use a Laycock overdrive. The oil specified for this is usually engine oil in 20W50 format and gear oil is not recommended.
However, earlier non-overdrive gearboxes were specified with EP90 oil. Some owners complain of sluggish overdrive operation when the gearbox is cold so it is possible that the box has been incorrectly filled with EP The EP90 is not so much a problem with the copper in the gearbox but more to do with the friction drive through the cone clutch and subsequent slipping. API classification subdivides all transmission oils into 6 classes sourced from Wikipedia: API GL-1 , oils for light conditions.
They consist of base oils generally without friction modifier additives. GL-1 may contain small amounts of anti-oxidant additives, corrosion inhibitors, depressants and anti-foam additives. API GL-1 oils are designed for spiral-bevel, worm gears and manual transmissions without synchromesh rings typically found in agricultural applications.
API GL-2 , oils for moderate conditions. GL-2 contain anti wear AW additives and are designed for worm gears. Recommended for proper lubrication of agricultural machine transmissions. API GL-3 , oils for moderate conditions.
GL-3 contain up to 2. Designed for lubricating bevel and other gears of truck transmissions. GL-3 are not recommended for hypoid gears. API GL-4 , oils for various conditions - light to heavy. GL-4 contain up to 4. Designed for bevel and hypoid gears which have small displacement of their axes, truck gearboxes, and axle units.
GL-4 are recommended for non-synchro gearboxes of US trucks, tractors and buses and for main and other gears of all vehicles. GL-4 oils are basic for synchronized gearboxes, especially in Europe. API GL-5 , oils for severe conditions. They contain up to 6. The general application of GL-5 in this class are for hypoid gears having significant displacement of axes.
GL-5 are recommended as universal oils to all other units of mechanical transmission except gearboxes.
GL-5 oils, which have special approval of vehicle manufacturers, can be used in synchro manual gearboxes only. API GL-6 , oils for very heavy conditions high speeds of sliding and significant shock loadings. They are designed for hypoid gears with significant displacement of axes. Generally suited for non-synchromesh manual gearboxes in heavy duty service such as bus and truck fleets.
If the oil darkens it indicates a need for change and possible problems in the unit. Some owners use it in their MGBs and Midgets as the colour can aid identification of the source of the persistent oil leak and it won't cause harm to the overdrive, which is, in effect, a form of automatic transmission utilising hydraulic power to switch in and out.
Check with the handbook for your vehicle as to which is required. A copy of the spec sheet is here. The API rating is usually shown in a doughnut or circle on the side of the oil container, or may be listed in the small print. Oil companies are now also seeking manufacturer approvals so the text on an oil container may also include all the list of manufacturer approvals. This is not necessarily quantifying a performance claim; merely that it meets the specification called for by that manufacturer.
However, often the implication is that if it is good enough for a German manufacturer then it will be good enough for anyone.
Ultimately the specific product data sheet will have the most useful information and will contain information on both the physical and chemical properties of the oil as well as certain performance test results undertaken in the laboratory. Be aware that downloading these technical sheets from the internet can lead to confusion as products with the same name may differ from region to region owing to local market conditions and demand and base oil sources etc.
In independent testing that I have been involved with in the past, there have been significant differences in wear control between major brands. Some smaller brands specialise in a type of oil and do not carry the overheads of a major supplier. They dedicate their facilities to a type of base stock, operate in a cleaner manner, and use higher quality base stocks with specifically formulated additive packages.
But better quality and performance will usually cost more. For older engine designs, if you want to avoid the very latest API spec, use one that is designed for older engines. Millers even do a specific 20W50 for the A Series with the gearbox in the sump.
The advice with classic petrol engines is to look for modern oils that have been formulated for diesel engine use as well.
If the oil has a CH-4 or CI-4 rating then this should be more than adequate for valve train protection, even if it is an SL rated oil. Now, it is true to say that newer engines should not run on oils formulated for older engines, but they can, albeit with reduced engine life and performance. There's a tendency in the classic car community to think older engines can't run on newer oils, not helped by the marketing of specialist oils for the classic community.
Older engines can run on newer oils. If you look at the way API define each new category they state "For xxxx year and older engines", so consequently even up to SM oils should be acceptable for older engines. That said, SM qualifying oils have been formulated for the very latest energy conservation which puts emission control above wear control. But that said, oils that qualified for an earlier category may automatically qualify for the next new category simply because, as said, an oil must meet or exceed the minimum criteria.
The reasoning given is these lack sufficient Zinc protection. Certainly, in , in the UK, exhaust catalytic converters became compulsory fitment for vehicle manufacturers, and Zinc is damaging for these. But API is a North American focussed organisation so I am not sure if there is any link between the change in test parametres for SG to SH categories and the UK requirement for catalytic converters which were being used on many cars long before , anyway.
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