Lubrication glossary
Additive
A compound mixed to the base oil in
order to modify its properties or
performance.
Base Oil
Usually refined crude oil fraction or
selected synthetic base stock. Additives
are mixed to them during lubricant
manufacturing.
Total Base Number (TBN)
The amount of acid required to
neutralize the lubricant’s basicity
expressed in KOH equivalent.
Detergent Additive
An additive mixed to fuel and lubricants
in order to keep the engine clean. The
most used detergent additives in motor
oils are metallic soaps that have enough
base reserves to neutralize the acids
formed during engine operation.
Pour Point
Indicates the fluidity of the oil or fuel on
low temperature. It’s the lowest
temperature on which the fluid still flows.
Dispersant Additive
An additive, which keeps the solid
contaminants in colloid suspension, thus
prevents the oil sludge and varnish
buildup on the engine parts. This
additive is usually non metallic (ashless)
and it’s used together with detergent
additives.
DPF (Diesel Particulate Filter)
The DPF is a physical filter that reduces
the solid particle content of the exhaust
gases.
Ring Sticking
Ring sticking occurs when the piston
ring sticks into the groove due to excess
contamination.
EGR (Exhaust Gas Recirculation)
A system designed to reduce the NOx
emission. It recirculates the exhaust gas
back into the intake manifold thus
diluting the fuel/air mixture and reducing
the temperature and NOx formation.
Pre-ignition
Pre-ignition is the combustion of the
fuel/air mixture that occurs in internal
combustions engines before the spark
plug fires. Typical reasons are the hot
fuel or the lubricant buildup in the
combustion chamber. It reduces engine
power and it can damage the engine.
EP Additive
Lubricant additive that prevents the
seizing of the sliding surfaces under
extreme pressure conditions.
Refining
A series of processes through which the
crude oil is converted into a petroleum
product. Such processes include:
thermal cracking, catalytic cracking,
polymerization, alkylation, reforming,
hydrocracking, hydroforming,
hydrogenation, hydrogen treating,
solvent extraction, dewaxing, de-oiling,
acid treating, clay filtration and
deasphalting.
Anti foam additive
An additive to reduce the foaming of
petroleum products. Can be silicone to
destroy the surface bubbles or polymer
to reduce the count of small internal
bubbles.
Ash
Metallic residue formed due to the high
temperature in the combustion chamber
or on other engine parts.
Hydrofinishing
Hydrogen treatment of crude oil in order
to saturate the molecules and increase
stability.
HTHS (High Temperature High Shear)
Viscosity
A measure of a fluid’s resistance to flow
under conditions resembling highly-
loaded journal bearings in fired internal
combustion engines, typically 1 million
per second @ 150 °C.
Catalytic Converters
Oxidizing catalytic converters remove
hydrocarbons from the exhaust gas,
 while reducing catalytic converters
reduce the NOx emissions. Both types
contain noble metal (platinum, palladium
or rhodium), which can be poisoned by
lead or phosphorous present in fuel or
lubricants.
Lubrication
The reduction of friction and wear using
a friction-reducing layer. This layer can
be liquid, solid or plastic.
Kinematic Viscosity
The fluid’s resistance to flow when
affected by gravity. Usually measured
on 40 °C or 100 °C.
Varnish
Thin, insoluble non-wipeable layer on
the internal parts of the engine. It can
cause the sticking and breakdown of
internal moving engine parts.
Anti-Wear Additive
An additive that creates a thin layer with
good adhesive properties in order to
prevent metal-to-metal contact at high-
load spots.
Corrosion Inhibitor
An additive that protects the lubricated
metal parts from the chemical attacks
caused by water or other contaminants.
Flash Point
Minimum temperature at which a fluid
will support instantaneous combustion,
but before it will burn continuously. The
flash point is an important indicator
when determining the fire and explosion
hazard of a petroleum product.
Oil sludge
Thick, dark residue with mayonnaise-like
consistency, which builds up on the non-
moving inner parts of the engine.
Insoluble contaminants in the oil
accelerates its buildup.
Oxidation
Occurs when the petroleum product
reacts with oxygen. The process is
accelerated by heat, light, metallic
catalysts, water, acids or the presence
of solid contaminants.
Oxidation stability
A petroleum product’s resistance
against oxidation. Affects product life
both in storage and in use.
Total Acid Number
The required amount of KOH to partially
or fully neutralize the petroleum
product’s acidity.
Friction
The resistance that occurs when one
object is moved on another object. The
friction depends on the smoothness of
the sliding surfaces and on the force
used to press them on one another.
Synthetic Lubricant
Lubricant made of specifically composed
chemically reacting substances that has
pre-determined properties and
characteristics.
Pumpability
A low-temperature property of the oil,
which determines to what extent is the
oil capable to flow to the pump on low
temperatures.
Multigrade Oil
A motor or gear oil that meets the
requirements of more than one SAE
viscosity grade and thus it can be used
in a wider temperature range.
Tribology
Science branch dealing with friction,
wear and lubrication.
Viscosity
A fluid’s resistance to flow.
Viscosity index
The relationship between a fluid’s
viscosity and temperature. Fluids with a
higher viscosity index change their
viscosity to a lesser degree due to the
change of temperature.
Viscosity modifier
Lubricant additive, usually a polymer
that provides beneficial rheological
properties to lubricating oils, such as
reducing the tendency of an oil’s
viscosity to change with temperature.
What is Oil Viscosity a.k.a. Oil Weight?
Viscosity is a fluid’s resistance to flow. In case of lubricants the viscosity is very important
because it affects the oil’s ability to reduce friction and transfer heat. The viscosity is measured
in mPa*s (millipascal-seconds) or its equivalent cP (centiPoise) but in everyday life we don’t
use the actual measured viscosity, we use viscosity grades instead. In case of engine oils,
these grades, also known as “weights” were set by the SAE (Society of Automotive Engineers)
and in order for a fluid to fall in a given category it has to meet certain limits. These limits are
listed in the SAE J 300 table:
SAE Low-Temperature Low-Temperature Low-Shear-Rate Low-Shear-Rate High-Shear-Rate
Viscosity (°C) Cranking (°C) Pumping Kinematic Kinematic Viscosity, cP at 150 °C
Grade Viscosity cP max. Viscosity, cP max Viscosity (cSt) at Viscosity (cSt) at min.
with no yield stress 100 °C min. 100 °C max.
0W 6200 @ -35 60000 @ -40 3.8 - -
5W 6600 @ -30 60000 @ -35 3.8 - -
10W 7000 @ -25 60000 @ -30 4.1 - -
15W 7000 @ -20 60000 @ -25 5.6 - -
20W 9500 @ -15 60000 @ -20 5.6 - -
25W 13000 @ -10 60000 @ -15 9.3 - -
8 - - 4.0 <6.1 1.7
12 - - 5.0 <7.1 2.0
16 - - 6.1 <8.2 2.3
20 - - 6.9 <9.3 2.6
30 - - 9.3 <12.5 2.9
40 - - 12.5 <16.3 3.5 (applies to 0W-40,
5W-40 and 10W-40
grades)
40 - - 12.5 <16.3 3.5 (applies to 15W-
40, 20W-40, 25W-40
and 40 grades)
50 - - 16.3 <21.9 3.7
60 - - 21.9 <26.1 3.7
SAE J 300 - TABLE OF ENGINE OIL VISCOSITY GRADES

The numbers that have a W after them are the so-called winter viscosity grades while the
numbers that don’t have a W are the so-called summer- or operating temperature viscosity
grades. Several decades ago motor oils either fell in one of the winter viscosity grades or in
one of the summer viscosity grades. These products were monograde oils and car owners had
to change oil at least twice a year: once for the winter and once for the summer. Thanks to the
synthetic base oils and the viscosity modifier additives, nowadays most motor oils are so-
called multigrade oils that don’t change their viscosity with temperature that much, so they
meet the limits of a winter and that of a summer viscosity grade at the same time. These oils
can be used regardless of season. Monograde oils are still used for special purposes but
usually not as engine lubricants.
What is the best motor oil viscosity?
There is no single best motor oil viscosity. As a rule of thumb always follow the car
manufacturer’s recommendations. Older cars are usually ok with a 10W-30 oil, while newer
cars usually like a lower viscosity oil, like 5W-30, 0W-30 or sometimes even 0W-20. It’s
important to keep in mind that viscosity is not the only important property of the oil: if there are
some further specifications (e.g. API SN or GM Dexos 2) required by the car manufacturer
then the oil should meet those specifications and should also have the correct viscosity in
order to be used for that particular vehicle.

What is the viscosity index?

Viscosity (actual viscosity, not the viscosity grade) changes with temperature. The hotter the
temperature gets the lower is the viscosity, the colder it gets the higher the viscosity. However,
the degree of this temperature related change of viscosity is not the same in case of every oil.
Some oils change their viscosity more when temperature changes some change less. Those
that change less have a higher viscosity index, those that change more have a lower one.
(Remember the discussion about the monograde and multigrade oils before? Monograde oils’
viscosities change more as temperature changes multigrade oils’ change less so multigrade
oils have higher viscosity indices.) We like oils with higher viscosity indices more because it
means that the oil is more stable viscosity-wise. For lubrication purposes there is an optimal
viscosity for every engine and the less the oil deviates from this optimum, the better. Synthetic
oils have higher viscosity indices making them superior to the mineral oils in this regard as
well.
 What Are The Reasons of Oil Consumption?
One of the dreaded things car owner face is oil consumption. For some people the only time
when they have to do anything motor oil related is the time when they find out that its level is
too low so it needs to be topped up. That’s assuming that the regular oil change is done by the
repair shop and not the owner. It’s easy to think that the oil consumption is the oil’s fault
especially if you didn’t notice it until the last oil change. The truth however is not so simple.
Oil consumption has many reasons. Let’s go through the most common ones quickly:
• Engine design. Some engines consume oil by design. From day 1. The consumption can be
as high as 1 liter per 1000 kms (cca. 1.7 quarts per mile). This depends on the make and
model of the engine so if oil consumption matters to you a lot then you are better off asking
questions on the forums about it.
• Driving style. RPM affects oil consumption. The higher your usual RPM is the more oil will be
consumed. That’s because you put extra pressure on the seals and gaskets and some of the
oil finds its way around and gets burned away in the combustion chamber.
• Seal and gasket condition. The more worn they are the more oil will be consumed. What
happens is the same thing that I mentioned in the previous section: the oil finds its way
around the seals and it gets burned away in the combustion chamber or it simply leaks out.
• Higher-than-normal engine temperature. The hotter your engine runs the thinner your oil will
be. Once again it will be simpler for a thin oil to reach the combustion chamber and get
mixed and burned with the fuel.
• Too-low viscosity motor oil. If you use an oil with a viscosity below the recommended by the
engine manufacturer than you will experience oil consumption for the same reason as
presented in the previous section. By viscosity I do not mean SAE viscosity only. The HTHS
viscosity also counts. For example you could experience higher oil consumption with a lower
HTHS viscosity ACEA A1/B1 oil than with a higher HTHS viscosity ACEA A3/B3 oil.
• Low quality motor oil with high volatility. I mention this as the last one because this is the
least common reason. If the oil’s volatility is very high than it could be noticeable in the oil
consumption rate.
• There are also numerous other reasons including but not limited to high oil level, the
damage or clogging of different engine parts and the fuel contamination of the oil.

Ok, so these were the reasons, let’s see what you can and can’t do about it:
• This is the most important: do not automatically try a higher viscosity oil to combat oil
consumption. First consider the following:
• Higher viscosity means worse cold temperature performance, slower oil circulation, higher
oil pressure, less heat transfer and – sometimes, if the oil passages are thin – worse
lubrication even on operating temperature.
• This does not mean that the lower the motor oil’s viscosity is the better the oil. It just
means that you should always stay within the range specified by the manufacturer and
never use a thicker oil than allowed only to decrease oil consumption. Think about it: you
could put grease in the engine instead of oil and there would be no oil consumption but
your engine would fail in seconds or minutes. So no oil consumption does not mean better
engine lubrication nor longer engine life.
• You could have your engine checked for worn seals and gaskets especially if it’s a high
mileage engine. If you had no oil consumption problems when your engine was new and
now you have since it’s old then this is the most probable cure for your engine.
• You could use an engine oil stop leak additive to reduce oil consumption but this should only
be a temporary solution because it doesn’t treat the underlying cause of the consumption it
just hides it.
• You could change the oil to a fully synthetic type if you are not using such oil already.
Synthetic oils have a lower volatility so this can also have an impact on the oil consumption.
• Change your driving-style to stay between 2-2.5k RPM most of the time. You will save oil
and fuel at the same time.
• If you can’t find the reason or the reason is none of the above then take it to a mechanic
instead of getting creative and trying unorthodox measures, because doing so can cause
more harm than good.

Why does the motor oil need to be changed regulary?

The motor oil costs only a small fraction of the total amount that you spend on your car but choosing
the right oil can save you large sums. Low quality or overused motor oil is not capable of fulfilling its
duties and can cause a series of problems. We are going to introduce the most important motor oil
related problems, their usual causes and consequences.

Deposit formation
Possible reasons: additive depletion or contaminated motor oil.
Possible consequences: pre-ignition, reduced power, higher emissions.

Wear
Possible reasons: abrasive physical particles in the motor oil, additive depletion, motor oil
contamination or too low motor oil level.
Possible consequences: engine component failure or engine breakdown.

Motor Oil Viscosity Increase

Possible reasons: additive depletion, motor oil oxidation and motor oil contamination.
Possible consequences: motor oil circulation problems, wear of critical engine components, mechanical
problems.

Motor Oil Thermal Breakdown

Possible reasons: additive depletion, motor oil oxidation, abnormally high engine temperature.
Possible consequences: motor oil thickening, oil starvation, cold start problems, engine failure.

Motor Oil Circulation Problems

Possible reasons: motor oil pump malfunction, clogged oil passages, too low oil level.
Possible consequences: low motor oil pressure, wear of critical engine components, mechanical
problems.

How to Avoid These Problems?

These problems can be avoided by using quality motor oils and by respecting the factory recommended
oil drain intervals. A quality motor oil contains all the additives that are required to prevent these
problems so there is no need for aftermarket additives, for engine flush or for changing the oil more
frequently than recommended by the OEM. An exception from the last rule is when the operating
conditions are tougher than normal, since those conditions require the shortening of the oil drain
interval.