As the API SN limit for phosphorous is 0.8%, the API is requiring that any diesel engine oil also carrying the passenger car/gasoline engine spec must meet this lower limit. The API is suggesting this lower phosphorous limit when a motor oil maker wishes to carry both the API CK-4 diesel specification AND the API SN passenger car/gasoline engine specification on the label. But there is a way to avoid the new low phosphorous limit and still use API CK-4 oils in Powerstroke diesel engines.
This can leave some formulations with less than the 1000 ppm that Ford would like to see. The new API CK-4 spec mandates a phosphorous limit of 0.08%. Ford is finding that motor oil with a phosphorous content under 1000 ppm is causing excessive wear. This generally works out to over 1000 parts per million (ppm). The current API CJ-4 spec mandates a maximum phosphorous content of 0.12%. Phosphorous is a vital anti-wear agent in diesel engine oils. The FA-4 oils simply did not provide effective viscosity protection (read: too thin) and some CK-4 oils did not contain enough phosphorous to provide acceptable valve-train wear protection. So why is there a controversy?įord has conducted in-house testing on API CK-4 and FA-4 formulations in their Powerstroke diesel engines. A new low-viscosity spec for over-the-road transport trucks call API FA-4 will also be released. The API CK-4 specification will supersede the API CJ-4 spec that debuted back in 2006. Starting in December, the American Petroleum Institute (API) will start granting licenses for two new diesel engine oil specs. There’s a bit of controversy brewing regarding the brand new API diesel engine oil specifications that debut for 2017. But fear not, there is a distinct work-around.
This article was updated on January 6th, 2017.įord is concerned that the new API CK-4 diesel oil spec does not mandate enough wear control additives.
Synthetic Multi-Vehicle Power Steering Fluid (PSF).
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