CI-4/CJ-4 DIESEL OILS - What's a Guy Supposed to Buy?

TDRAdmin4 · Nov 22, 2008

[RAW]The cause and effect of the lower 2007 diesel emission requirements are far reaching. In this issue’s Member2Member, TDR writer Doug Leno will closely examine the changes to ultra low sulfur diesel (ULSD) fuel. To examine the changes to engine lube oils we contracted with a “hired gun,” John Martin, formerly (25 years of service) of Lubrizol Corporation. 
For those not familiar with Lubrizol, Lubrizol is one of a handful of companies that make and sell the additive package that goes into the finished product, one gallon lube oil jug.
More on John’s credentials: He holds several patents and has published many industry-related technical articles. He is a past Chairman of the Cleveland Section of the Society of Automotive Engineers (SAE) and both a Recognized Associate and a Silver Spark Plug (their highest honor) of the Technology and Maintenance Council of the American Trucking Associations. He is a recognized lubrication consultant to both the racing (NASCAR and NHRA) and trucking industries. 
We are fortunate to have John’s article addressing the CJ-4 lube oil specifications.
CI-4/CJ-4 DIESEL OILS 
What's a Guy Supposed to Buy?

A new diesel engine oil (API CJ-4) becomes commercial before year end 2006. It is important that you understand what API CJ-4 lube oil is (and isn’t), and why it was developed. Armed with the proper knowledge imparted by someone who isn’t trying to sell you something, you can then make an intelligent decision about which oil to use in your diesel engine. 
<center>
<hr align="center" width="400">
It is important that you understand what API CJ-4 
lube oil is (and isn’t), and why it was developed. 

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</center>
 First, let's discuss why this new oil was developed. The EPA will tighten their exhaust emissions thumbscrew on diesel engines starting January 1, 2007, to reduce particualte matter (PM) and oxides of Nitrogen (NOx) emissions even further. To meet these latest requirements most diesel engine manufacturers are resorting to the use of diesel particulate filters (DPFs). A DPF differs from the catalytic converters we have used for years on gasoline engines in that a DPF actually filters the entire diesel exhaust stream. 
On the surface you wouldn’t think this would be a big deal— Europeans have been using DPFs for years. The difference is that Europeans don’t accumulate mileage like Americans and they will tolerate much more frequent service intervals. Our EPA has decreed that the new DPFs must go 150,000 miles before needing removal for cleaning. This means the soot collected in the DPF must be burned off in the exhaust system frequently if trap life is to exceed 150,000 miles without removal and cleaning. 
I don’t have to tell you that diesel exhaust is relatively dirty. It consists of lots of soot (That’s what turns your oil black!) and unburned residues from both the fuel and the oil. Sulfur in the fuel can significantly hamper DPF performance. That’s why we’re getting the new ultra low sulfur diesel (ULSD) fuel this fall (more about ULSD fuel later). Phosphorus and sulfur in the lube oil can shorten DPF cleaning intervals considerably. Phosphorus (P) can “glaze over” and plug the tiny holes in the DPF, making the openings effectively smaller and quicker to plug. Sulfur (S) can “mask” the DPF, making it temporarily less effective. Sulfated Ash (SA) in the lube is thought to build up deposits on the DPF over time. These deposits that originate from diesel fuel and lube oil then make the DPF effectively smaller and quicker to plug. 
A Little Lube Oil History
Before we talk about what the additive industry and the oil companies have done to meet the EPA’s latest directive, we need a brief lube oil history lesson. Years ago diesels were operated on refined crude oils containing virtually no additive chemistry. As power density increased oil companies found they needed to add specific chemical compounds to the oil to provide performance attributes that crude oils couldn’t deliver. The additive industry was born! 
Traditionally, each new diesel engine oil specification was issued because available oils couldn’t provide the lube oil performance needed. For example, API CE was issued to create oils which solved an oil consumption problem in Cummins NTC-400 engines. For fifty years each new diesel engine oil specification meant a better performing diesel engine oil was available—all the way from API CD to API CI+4.
Today diesel engine oils look like the example shown in figure 1. From 20 to 30% of modern diesel engine oil is additives designed to improve performance in key areas. These additives are carefully engineered mixtures of compounds formulated to pass the various diesel engine tests which define a new lube oil specification like CI+4.
 
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<table width="380" border="0" align="center" cellpadding="5" cellspacing="0">
<tr>
<td width="45" bgcolor="#EBEBEB"><center>
1
</center></td>
<td width="20" height="40"><center>
</center></td>
<td height="40" colspan="2">Typical Diesel Engine Oil Consumption </td>
</tr>
<tr>
<td></td>
<td width="20"> </td>
<td width="212">• Base Oils:</td>
<td width="225">69-80%</td>
</tr>
<tr>
<td></td>
<td width="20"> </td>
<td>• Performance Package:</td>
<td>15-20%</td>
</tr>
<tr>
<td></td>
<td width="20"> </td>
<td>• Viscosity Modifier:</td>
<td>5-10%</td>
</tr>
<tr>
<td> </td>
<td width="20"> </td>
<td>• Pour Point Depressant:</td>
<td>0-1%</td>
</tr>
</table>
<hr width="70%">
 
Pour point depressants are used to keep the oil fluid at very low temperatures. (They inhibit wax crystal formation.) Viscosity modifiers are used to make the oil thin out less as it is heated. This makes an oil which we call “Multigrade” and it simply means the multigrade oil acts like a thinner oil at low temperatures and a thicker oil at high temperatures. Multigrade diesel engine oils were a key part of the solution to the excessive oil consumption problem addressed by API formulation CE.
The performance additive package (see figure 2 is a mixture of 812 specialty chemicals, each of which is intended to impart specific properties to the oil’s performance. The important thing to remember here is that most additive chemicals (particularly detergents) deplete or wear out in service. This is one of the reasons why the oil must be changed. Life was good.
 
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<table width="697" border="0" align="center" cellpadding="5" cellspacing="0">
<tr>
<td width="39" bgcolor="#EBEBEB"><center>
2
</center></td>
<td width="16" height="40"><center>
</center></td>
<td height="40" colspan="2">Typical Diesel Oil Performance Package </td>
</tr>
<tr>
<td></td>
<td width="16"> </td>
<td width="290" valign="top"><dl>
<dt>• Detergents</dt>
<dd>Neutralize Combustion Acids 
Minimize Wear 
Inhibit Rust Formation 
Oxidation Inhibitor
</dd>
</dl></td>
<td width="293" valign="top"><dl>
<dt>• Oxidation Inhibitors </dt>
<dd>Retard Oil Decomposition 
Slow Deposit Formation

</dd>
</dl></td>
</tr>
<tr>
<td></td>
<td width="16"> </td>
<td valign="top"><dl>
<dt>• Dispersants </dt>
<dd>Prevent Agglomeration of Soot Particles 
Suspend Contaminants in Oil

</dd>
</dl></td>
<td valign="top"><dl>
<dt>• Anti-Wear Agents </dt>
<dd>Create Sacrificial Film Between Metal Parts 
Minimize Valve Train wear
</dd>
</dl></td>
</tr>
<tr>
<td height="44"></td>
<td width="16"> </td>
<td valign="top"> </td>
<td valign="top"><dl>
<dt>• Foam Inhibitors </dt>
<dd>Prevent Oil Foaming
</dd>
</dl></td>
</tr>
</table>
 
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So, What Did the EPA Do To Us?
Now, don’t take me wrong—I’m for a cleaner environment like everyone else is. The problem with the EPA is that they just decree which emissions will be reduced without once considering the cost, the technology needed or its effect on your operation. They refer to that as “Technology Forcing Legislation.” In the case of diesel engine oils, the EPA forced the adoption of a low-sulfate ash, phosphorus, and sulfur (low SAPS) oil whose technology hasn’t yet been proven extensively in the field.
Low SA (less than 1 percent weight) effectively places a limit on the amount of detergent which can be used in these oils. But diesels love detergents. In over 25 years of inspecting various diesel engines in the field, I’ve yet to see one which didn’t perform better on oils with higher levels of detergency.
Low P means the Feds placed a limit on the amount of Zincdithiophosphate (ZDP) additive which can be utilized. ZDP is the most effective oxidation inhibitor and anti-wear agent currently available. Additive manufacturers are now forced to use more expensive and less effective ashless oxidation inhibitors and anti wear agents.
Low S means the new oils can’t rely on some of the least expensive Sulfur-based oxidation inhibitors they used in the past. And, once again, many of the new ashless oxidation inhibitors haven’t been thoroughly field proven in heavily loaded trucks. Low S means more highly refined base oils, which is a positive thing. Average base oil quality is now significantly improved.
So, What Oil Should I use?
If you have a diesel engine equipped with a DPF, you should probably use API CJ-4 oils. You really don’t have a choice unless you want to clean your particulate trap more frequently. Pay particular attention to oil change intervals. Interestingly, one of the major US fleets I deal with plans to utilize CI-4 oils and clean their traps more often. Their reasoning is, (1) we have very few 2007 engines in our fleet, and (2) we want to use only one diesel engine oil to minimize the chance for errors in our shops. I don’t think they will be alone! 
If you don’t have an engine equipped with a DPF, by all means utilize an API CI-4 oil! Your engine will thank you for it! Most of the major oil suppliers to commercial fleets have already committed to having both oils available at least through 2009. They don’t like it, but their major customers are demanding the older oil be kept on the shelves.
I know that the major oil marketers are telling their customers that CJ-4 oils are backward compatible (you can use them in pre-2007 engines), and that is somewhat true. But if you use less detergent in an oil, your oil change interval should be shortened accordingly. Oil marketers don’t care if you have to change your oil more frequently—in fact, they love it! Remember oil companies are really in the business of moving as much base oil as possible. They love short oil change intervals.
In closing, remember to change your oil as frequently as possible, so we all can generate some more profits for those poor oil companies.[/RAW]

WalterJ · Mar 5, 2019

Greetings;
Thanks for thorough dissertation. Short story; I've always used fossil Valvoline 15W-40 in my 5.9L diesel. In 6/2018 they changed oil @ 299K using
Valvoline Premium Blue Extreme 5W40 Motor Oil by mistake, whew what a change in $$. I noticed a significant change in starting in <zero weather & kinda like that!

I'm now at 309K prepping for trip South & finding some to take along for backup. I see on Valvoline's site that this is NOT listed for use in my light truck engine, only for the big rigs!?

Pls. is there a downside using this in my truck? How bad is it?

Thanks much,

Wally J.

JR · Mar 5, 2019

Walter,
Cummins recommends the use of 5w40 if starting in ambient temps below 5*F.
How long you plan on spending down south and what your ambient temps are at home would play a factor in which oil to use, from my perspective. If only visiting for a short period I'd not hesitate to continue the use of 5w40. If relocating to a HOT climate I'd be more inclined to stick with an oil with less viscosity index improvers (15w40).

WalterJ · Mar 5, 2019

We're staying in FL for next 2 months, avg. high temps 70-90 deg., then returning to SE Wisconsin. May I presume that:
1-short (2 month) towing & visiting in hot climates are no problem?
2-continued use (10 months) in SE Wis. weather is also, no problem?

This full synthetic is very expen$ive, buuut its performance this Winter was most desirable, and changing it annually (22K avg. miles) is an attractive option. Does this still sound reasonable or should I stay with 2+ oil changes annually to "flush" the carbon deposits or stay with Full Syn. all year & change filter after 6 months?

Thanks for your interest & quick response. On 2nd thought, I think I shall post this query on the regular 3rd Gen forum.

fest3er · Mar 5, 2019

Generally speaking, it depends on the quality of the viscosity-index (VI) improvers Valvoline use. High-quality VI improvers that resist shear (that is, cutting or splitting of the long-chain molecules that make up the lube) will maintain a lube's viscosity over a temperature range over a longer period of time. Lower-quality VI improvers that are susceptible to shear will lower a lube's viscosity over time. This means that a 5W40 lube that uses 'cheap' VI improvers might just turn into a 0W30 lube after a while because shear stresses have 'cut' higher-viscosity molecules into shorter, lower-viscosity molecules; lower viscosity means that the lube will not bear the load as specified by the equipment manufacturer. If Valvoline use only high-quality VI improvers, their 5W40 lube should remain 5W40 over the expected life of the lube.

So what is 5W40? It's a lube that has the viscosity of a 40-weight lube at the engine's normal operating temperature (you'll've noticed that hot oil seems thinner than cold oil), but also has nearly the same viscosity when it's cold (or frigid), to a point. An *ideal* 5W40 lube would have the same viscosity from -30F to 250F; it will protect engine parts the same at all temps. In reality, I expect the best full-synth 5W40 lubes to have some variance in viscosity over the temp range (because nothing man makes is perfect), but still within equipment tolerances.

That all said, you should be able to safely--and confidently--use 5W40 in *all* weather temp ranges found in our area of North America; at full engine operating temp, the lube does have the recommended '40' viscosity, and at temps down to -30, it's still thin enough to properly lube the engine. (Aside, dino 15W40 is really only good down to 0F or so before it gets too thick; high-quality full synth 15W40 is probably good much colder; I never had any problems with mine running Amsoil 15W40 Diesel/Marine down to -20 or so.) (Another side not: Valvoline's PBExtreme 5W40 is generally equivalent to Amsoil's 5W40 diesel lube, including losing about 10% of mass to evaporation. If I were to change 5W40 oil once a year, I might consider doing so mid- to late-autumn to be sure I didn't have 'thickened' oil during the winter. Note that 'annual' oil changes are suggested to be done in spring, but since you run yours year-round--and I assume it gets up to full temp when you do run it in winter, October's not a bad time for the change.)

JR · Mar 5, 2019

You mentioned 22k mile oil changes but didn't mention any form of oil analysis or added filtration.

Without one (or preferably both) I would put more of an emphasis on the recommended oil change interval...

5w40 will work fine for your prescribed ambient temps. But all COMMERCIAL full flow oil filters I am aware of are rated for 15k miles/500 hours. Emphasis on commercial because not all filters are created equal, Fleetguard and Donaldson I would not hesitate to run out to 15k/500 hrs but would not do that with any other filter...and that based on cutting enough of them apart to form what I consider an educated opinion.
Your selection of oil viscosity is not an issue in my opinion. I would be hesitant to run both oil and full flow filter that far out without analysis to back up your intended results. In the end it is probably as economic to change out at OEM intervals.

fest3er · Mar 6, 2019

Right. Change the filter at the recommended oilchange mileaage and add adequate makeup lube.

Using a bypass filter, I didn't drain my oilpan for 260 000 miles. I changed the fullflow filter every 12 500 miles or so and the bypass every 25 000 miles or so, and prefilled the filter(s) with fresh 15W40 Diesel/Marine lube. Still driving the '98 12V at 325 000 miles.

WalterJ · Mar 11, 2019

fest3er said:
Right. Change the filter at the recommended oilchange mileaage and add adequate makeup lube.

Using a bypass filter, I didn't drain my oilpan for 260 000 miles. I changed the fullflow filter every 12 500 miles or so and the bypass every 25 000 miles or so, and prefilled the filter(s) with fresh 15W40 Diesel/Marine lube. Still driving the '98 12V at 325 000 miles.

Hmmm, how do you account for the consumption of additives over time? Filters collect the solid stuff, but isn't there a batch of chemicals that "wear out" doing their job?

Sean Gates · Jul 12, 2019

Have an 03 Cummins, have used shell rotella T 15w40 conventional oil since new in summer and winter and it’s never an issue. Have over 340000 trouble free kilometres!!!

rdlb · Dec 28, 2019

I use Shell Rotella T 15W40 for 160,000 miles and was using Fleetguard filters until one leaked around the crimped seam. I then went to Baldwin filters as I service a fleet of Forklifts with Cummins Engines with lots of hours and no issues. Also, I change my engine oil every 7500 miles or one year what ever comes first. I have a 2001, 2500 2WD Auto 5.9. I have found that planned maintenance goes along way in making a vehicle (or forklift) last a long time. When ever our only vehicle, our Dodge, needs attention, it gets it period. Looking to break all milage barriers.

CI-4/CJ-4 DIESEL OILS - What's a Guy Supposed to Buy?

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Have Time for Some "Binge Maintenance?"

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