Engine Oil Blending and Base Oil Interchange

Making a new engine oil formulation is difficult. Considerable time and investment go in to the creation of new product, so oil companies want to leverage the IP into multiple products at various viscosities. The principles of Base Oil Interchange (BOI) and Viscosity Grade Read Across (VGRA) help to accomplish both of these needs.

[@LubricationExplained]

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[@9ZERO6]

Thank you for producing and providing this content. It is quite informative, detailed, and interesting.

[@LubricationExplained]

Glad you found it helpful!

[@tapaspal1967]

The quality of contents you provide is extraordinary, you deserve more views

[@LubricationExplained]

Thanks so much for the kind words 🙂

[@evanobrien1297]

This just shows that you get what you pay for, if oil companies want to “build” an oil to be cheap or for quality. I wish the oil labels could somehow have a standard of max oil life, like batteries. Then you would know the better oils from the cheap ones.

[@LubricationExplained]

True! I actually wish that they would just disclose a bit more about what's in the product and how it works.

[@softwaresignals]

German specs (BMW, VW-Audi-Porsche, Mercedes) tell you they last a long time in the sump. Their tests are extremely tough. A few oils will carry U.S. domestic specs you are looking for, while at the same time carrying high-performance European (German) specs. Example: Castrol Edge Extended (gold bottle one) in 0w-20 has a huge pile of U.S. domestic specs it meets, and then you see a Mercedes spec that elevates it to the next level, proven by real tests, not just marketing hype.

[@softwaresignals]

When at first using EHC 50 (your example), and then replacing that with EHC 50 & Spectrasyn PAO, remember PAO shrinks seals too much, so you actually now have to use some POE or AN to correct the seal issue back to neutral. Gets complicated real fast. I guess Base Oil Interchange should guide you through what to do if you have put in new replacement base oils.

[@kupasotomotif]

Some company do not even have their own blending plant. And many oil for consumer do not even have API donut

[@LubricationExplained]

True - I should have mentioned that. In some ways it makes a lot of sense to outsource blending to a Toll blender. If you can’t do it well - give the job to a specialist. And you’re correct about the donut, many companies won’t bother to go through the licensing process and instead use “meets the requirements of API S-“

[@kupasotomotif]

@@LubricationExplained yes, unfortunately there are more and more product no longer use API certification. And worse, people do no differentiate them.

[@munthe8]

Nyimakkk om

[@nesmio7378]

What if any are the drawbacks of going for an oil that has the winter vs hot viscosity / flow further apart? Is the only difference VI and the increased modifiers needed to make the oil fit both flow ratings, are there no drawbacks from that or? My personal logic would have it that an oil closer in winter and hot ratings would perform better in the sense of longevity and robustness since there doesn't need to be as much of a compromise being made or not as many additives for viscosity and other reasons needed for the oil to perform well at both ratings which are further apart so you could dial the oil in better or make less compromises for hot vs winter conditions, is there any merit in this or are modern oils able to handle far apart ratings without any problems? The extra viscosity modifiers and additives needed don't bring anything negative in-terms of oil performance, longevity at high temp, aging, TBN, protection, oxidation etc? How come we don't see any further apart ratings such as 0W50 or 0W60 or 5W60 for example? Purely because of lack of a market? Would for example a 0w30 vs 5w30 vs 10w30 be any different keeping everything else the same in any way as far as protection and longevity go or is it only winter performance differing with no drawbacks in any way is what I'm trying to get at. If so, why would you ever run anything else then the thinnest possible winter rating that still meets the hot flow rating, there'd never be a reason to run 5w30 over 0w30?

[@sjofa4389]

Very interesting video! Are the automobile manufacturers own spec approvals done the same way? By using X base oil + Y additive packages = Car Brand Spec Approval?

[@LubricationExplained]

Sort of - the OEM specs are generally based on ACEA or API specs, but with some additional testing requirements. As an example, Ford WSS-M2C-913D is based on ACEA A5/B5 with the addition of Ford’s requirements for fuel efficiency and timing chain wear tests which go beyond the ACEA requirements. So the additive manufacturers will generally have standardised additive packages that they know can meet certain OEM requirements when paired with a specific base oil.

[@tomasnokechtesledger1786]

ANP (Agência Nacional de Petróleo) in Brazil.

[@abdelkarimsolaih2475]

Thank you very much for these very informative and well explained videos. You mentioned the importance of manufacturing technique, and you used an interesting example of replacing GR II with GR IV (PAO)... Could you please clarify in terms of the blending process, does the use of PAO require any modification of a production line normally suitable only for the use of GR I, II base oils and III? Thanks again

[@LubricationExplained]

Good question - not to my knowledge. I've seen both large and small blend plants that are able to manufacture mineral Grp I-III as well as synthetic Grp IV lubricants

[@mfarooqiqbal]

Thank you for choosing the most demanding topic by lubricant blenders so here I want to know the expert opinion about either one could use viscosity modifier in gear oils like 85W-140 or 75W-90 or I mean how much maximum viscosity modifier can be used in such oils ?

[@LubricationExplained]

Great question, unfortunately not one that I can answer. Aside from having no formulation expertise, I think that max level of modifier would depend on the specific VM additive.

[@mycaryse7108]

It all comes down to shear stability requirements. VM will typically be less shear stable than say a group1 bright stock under stress and finished gear formulations using viscosity modifier instead of base oil + bright stock; may fall apart.

[@mfarooqiqbal]

What about blending temperature and how much mixing time for lets say a 10,000 liters required to blend an homogenous mixture?

[@uroojarif9826]

Could you please explain the difference between, dispersant and non-dispersant viscosity modifiers

[@otomotiftrend]

Just lookin at the back of lube bottle label. Several products and type of several lube companies manufactured by the only single of lube manufacture. But sometimes, one type of product from the only one lube company, made by several manufacturers

[@uroojarif9826]

what if we change the source of group II base oil will the BOI apply? For example if we're currently using HSB Group II approved formulation, do to shortage can we switch to EHC group II of same viscosity, provided that the additive treat rate remains the same.

[@parashsharma77]

Love u sir

[@Gchethan31]

Are semi synthetic and synthetic blends both are same ?

[@addicz2]

Hallo. Can I ask you something. What is Interchangeable Low Viscosity Oil at MSDS. What oil group it is? Thank you

[@mightGalaxyBlackhole]

Looks like the fee has been increased to $5500. One question, does this fee also cover the required bench tests for either SN plus, SP etc? If not, what is the average cost of all required API 1509 tests for the API SP certification for maybe 5W-30?

[@sogoals1929]

Dude im mixing 1 litre of 15w40.sae diesel motor oil with 3litre of 0w20 sae palm oil... pouring it in my honda fit..... it works, cars run better...

[@jd646]

No

[@softwaresignals]

Anybody know why "heat-blending" is so important? Just some shaking, and then let the customer's engine use it's own heat & pressure while driving.

[@chmajeedchmajeed4621]

Hay sir plz coolant formulation